• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A method for operating an internal combustion engine having a crankcase (1), a piston group (2), and a crankshaft (4), wherein the crankcase has an oil reservoir (6) and an operating amount of lubricating oil is presented, where i) continuously a subset of lubricating oil from the Crankcase (1) is discharged, and ii) continuously a refill amount of new lubricating oil is supplied, so that the operating amount of lubricating oil remains substantially the same, with an air flow through a (7) in the crankcase (1) is guided and via an outlet (8 ) is guided out of the crankcase; and internal combustion engine for operating the method.
    公开号:AT517079A4
    申请号:T50545/2015
    申请日:2015-06-24
    公开日:2016-11-15
    发明作者:
    申请人:Ift Gmbh；
    IPC主号:
    专利说明:

    Method for operating an internal combustion engine
    The invention relates to a method for operating an internal combustion engine with a crankcase, a piston group and a crankshaft, wherein the crankcase has an oil reservoir and an operating quantity of lubricating oil is presented. Likewise, the invention relates to a stationary internal combustion engine, comprising a crankcase with a piston group, a crankshaft and an oil pan.
    STATE OF THE ART
    In combustion engines with a long service life, the operating costs are an important influencing parameter for the economic efficiency of the plant. Especially for stationary reciprocating internal combustion engines turn the cost of the lubricating oil is a significant proportion. For the lubrication of such internal combustion engines, there is an oil reservoir, which is located for example in the oil pan in the lower part of the piston housing. In this case one speaks e.g. wet sump lubrication. The lubricating oil moves in the engine in a circuit: Starting from the oil reservoir in the oil sump, the oil is sucked in by the oil pump and pumped into the oil filter; from there it reaches the oil cooler. Then the oil line branches. Part of the oil is directed to the various bearing lubrication points, another part is injected to the bottom of the piston, which on the one hand, the piston cooling and on the other hand, the oil wetting of the cylinder liners.
    During operation of the internal combustion engine, leakage gases, so-called blow-by gases, enter the crankcase via the annular seal of the piston rings, which are interspersed with small oil particles. Together with the spray oil forms around the crankshaft around a laden with oil droplets gas mixture. In order to avoid a pressure increase in the crankcase caused by the blow-by gases, venting is necessary. It is known that this oil is discharged.
    In stationary internal combustion engines occasionally an open crankcase ventilation is used, the blow-by gases are discharged from the crankcase in the environment. For reasons of environmental protection, an oil separator must be connected after the outlet opening for the blow-by gas, which makes a suction fan necessary. Alternatively, closed systems for crankcase ventilation are known and especially in motor vehicles in use. In these systems, the blow-by gases are recycled, i. directed back into the intake tract of the engine. An air intake in the crankcase (e.g., known from DE 540910) promotes blowout of the blow-by gas and allows for recirculation of the gases into the combustion chamber. Here, in particular to avoid a Duch oil particles vueursachten pollution of the intake system, the separation of oil from the blow-by gas is required. Therefore, in closed systems before the return of the gas content an oil separator is switched from the oil separator, the separated lubricating oil is returned to the oil reservoir. For a closed crankcase ventilation, therefore, results in a lower oil consumption compared to open systems.
    Basically, the quality of the lubricating oil deteriorates during engine operation. Oil changes must therefore be made regularly, for example at fixed times or depending on the oil condition, which is determined by periodic oil analyzes. For the assessment and / or quantification of the lubricating oil properties, internationally defined criteria and parameters have been defined for which special measuring methods and mostly different limit values are specified by the engine manufacturer. The most important quality criteria or lubricating oil parameters are the viscosity, the total base number (TBN), the total acid number (TAN), the oxidation and the nitration. If the specified limit value is reached or exceeded for one of the lubricating oil parameters, the lubricating oil must be replaced by fresh oil as part of the oil change.
    In general, in internal combustion engines with circulation lubrication, in addition to the cost of the lubricating oil itself also associated costs are added. The costs for the lubricating oil balance are therefore made up of the oil consumption (which must be constantly supplemented), the amount of fresh oil resulting from the oil changes, the engine downtime to carry out the oil change, the necessary working time, the oil logistics including the disposal of the used oil and the Periodic oil analyzes.
    Depending on the application and the boundary conditions, the cost of the lubricating oil can amount to approx. 15% -20% of the total costs for maintenance and repair (including general overhaul). The oil consumption of the engine also determines the oil refining rate by the automatic lubricating oil refill, so that an increased oil consumption usually leads to a higher oil life. In modern high-performance engines, the specific oil consumption is about 0.15 g / kWh, and the engine oils reach life of between 1000 and 3000 hours of operation. The costs of lubricating oil consumption and oil change are about the same order of magnitude.
    BRIEF DESCRIPTION OF THE INVENTION
    The object of the present invention is therefore to provide a method for operating an internal combustion engine and such an internal combustion engine, in which the lubricating oil consumption is reduced and / or oil change can be omitted or the interval for oil change is increased.
    The object is achieved in the invention described here by a method for operating an internal combustion engine with a crankcase, a piston group, and a crankshaft, wherein the crankcase has an oil reservoir and an operating amount of lubricating oil is presented, which method is characterized in that i) continuously a subset of lubricating oil is discharged from the crankcase, and ii) a refilling amount of new lubricating oil is continuously supplied, so that the operating amount of lubricating oil remains substantially the same.
    By continuously replacing a sufficient portion of lubricating oil, no oil change associated with service life is necessary. The discharged subset is thereby replaced by fresh oil, so that the quality of the operating amount, which serves to lubricate the engine, so that in the long term can be kept in usable condition. How the removal of such a subset can be regulated will be explained in the following embodiment variants. The required replenishment amount from the fresh oil container to the operating quantity in the internal combustion engine can be regulated, for example, such that it depends on the level of the oil reservoir, e.g. the oil pan is made dependent and is controlled by a metering device. The advantages that result especially in the field of stationary internal combustion engines, are significant by eliminating the downtime and maintenance during oil change.
    In addition, there can also be a savings potential through a lower consumption of fresh lubricating oil. In principle, the more lubricating oil is removed in the process according to the invention, the better the quality of the operating amount of lubricating oil, since the discharged amount is replaced with fresh oil. Particularly profitable is the erfmdungsgemäße method when the subset discharged oil has a lower quality than the remaining lubricating oil, which circulates in the crankcase. The invention disclosed here is based on the finding that the oil quality is unevenly distributed in the crankcase. Preferably, therefore, the discharged subset is selected so that the oil of this subset already shows quality losses. Basically, temperature, chemical environment and surface effects are decisive for the aging rate and determine the oil quality.
    The highest stress and thus the strongest aging mechanism is subjected to that oil fraction which is exposed to the highest temperatures and most intensely to the chemically reactive blow-by gases, ie the fraction that provides for the lubrication and cooling of the piston group. This part of the lubricating oil is significantly more degraded than the oil that flows back from the bearings in the oil pan. Due to the engine parts moving at relatively high speeds and the high exit velocity of the oil from the cooling oil nozzles, the oil in the crankcase atomizes to an oil mist having a wide spectrum of drop diameters. Due to the formation mechanism and the relatively large surface, the smaller the size of the oil droplets, the more degraded they are.
    In one embodiment variant, the subset of the discharged lubricating oil is selected so that the total amount of lubricating oil is in a usable state, but at least one quality parameter moves in the vicinity of the permissible tolerance range, the quality parameter being selected from the group consisting of viscosity, TBN (Total Base Number), TAN (Total Acid Number), Oxidation and Nitration, and the defined tolerance range is defined depending on the quality parameter, and wherein the discharged subset in at least one quality parameter has a lower quality than the lubricating oil of the operating quantity.
    Namely, the maximum economy is achieved for the method according to the invention if the tolerance range of the quality parameter is only marginally maintained in the operating quantity of the lubricating oil in at least one quality parameter, and this quality state of the oil is maintained over the operating time of the internal combustion engine. This avoids that a significant amount of usable oil is removed from the engine. The refill quantity is minimized. If the quality of the quantity of operation is very close to the limit of serviceability (i.e., near the limits of the tolerance range of a quality parameter) it is avoided that still usable oil is removed and disposed of unnecessarily. This is particularly because the oil derived from the internal combustion engine has a lower quality than the oil of the operating quantity of the internal combustion engine.
    The level at which the oil quality parameters stabilize depends, among other things, on the renewal rate due to fresh oil supply. In order to achieve stabilization close to the permissible oil limits, when using the proposed method over the life of the engine an oil discharge of about 25-35% of that oil amount would be required, which would occur during this period in the regular oil changes. This results in a reduced oil consumption compared to the operation with oil change, even if the consumption during operation can be increased.
    To control the method according to the invention, it may be advantageous to detect at least one quality parameter of the lubricating oil. For this purpose, individual tests of the oil quality in the oil reservoir can be carried out. There are also sensors available for continuous monitoring of individual oil parameters.
    In one embodiment, the method is characterized in that the continuously discharged partial amount of lubricating oil is conducted via an air flow. In this case, fresh air is passed through an inlet into the crankcase, the air flow absorbs oil droplets in the gas space of the crankcase, so that the air flow is loaded with the portion of lubricating oil to be discharged and then guided with the air flow through an outlet from the crankcase.
    In this context, the air flow can also be referred to as purge air. Through the outlet of the air flow takes an oil freight, which is then flushed out of the crankcase or crankcase, so to speak. The discharged partial oil quantity can be separated from the purging air by means of an oil separator. The oil separator or filter should be connected to a waste oil container so that the removed oil can be disposed of directly. With this embodiment, a method for operating an engine could be provided, in which the removed subset of the lubricating oil could be selected both quantitatively and qualitatively suitable to affect very beneficial to the oil budget of a suitable stationary internal combustion engine.
    In an advantageous embodiment, the method is characterized in that the air flow in the crankcase is guided so that it is steered about an axis of rotation of the crankshaft in the corresponding direction of rotation of the crankshaft, for which preferably the inlet below the height of the crankshaft on one side of the crankcase is arranged and the outlet above the height of the crankshaft on the same side of the crankcase.
    The special arrangement of inlet and outlet allows a metering of the air flow, in which both a suitable amount and a suitable oil droplet fraction is removed, so as to achieve the desired quality of the operating quantity. Advantageously, the inlet is designed so that cool fresh air is injected laterally at several points of the crankcase. Likewise, the outlet can also be present in multiple execution along the side wall of the crankcase. The arrangement of inlet below the outlet on the same side circulates the air flow around the crankshaft. A further advantage of this embodiment is that the circulation of the oil droplets with cool air reduces the surface reactions and thus the rate of aging of the oil (based on the quality of the operating quantity) is reduced.
    The oil mist in the crankcase above the oil sump is present in a drop spectrum, with the smallest of the largest drops differ by about 4 orders of magnitude. The diameters of the smallest droplets are about 0.1 pm, the largest reach a few millimeters. In particular, the drop fraction below about 10 pm originates mainly from thermally and chemically heavily loaded regions in the region of the piston group. Accordingly, this fraction is correspondingly more heavily degraded than the oil in the oil sump.
    The airflow specifically carries the small oil droplets to a greater extent than the large ones, so that the oil that is discharged from the engine is more degraded than the oil in the engine's oil pan.
    In one aspect, the method according to the invention is characterized in that droplets predominantly present in the discharged oil droplet fraction have a diameter of less than about 0.2 mm, preferably less than about 0.1 mm, preferably less than about 0.01 mm.
    By suitable installations at the outlet for the flow of air from the crankcase larger droplets can be prevented at the outlet, for example by cyclones or baffles. By this measure it is achieved that with the scavenging air only the more degraded oil fraction is derived with the scavenging air from the internal combustion engine. Preferably, droplets with a diameter greater than 0.2 mm are retained. The volume of the air flow can be used to control the amount of oil drops that are carried out. As already mentioned, the amount of oil discharged determines the quality of the oil
    Operating quantity. Depending on different circumstances and conditions, an oil rate of at least 0.03 and a maximum of 0.7 g / kWh should be dissipated as a partial quantity. The scavenging air must therefore be able to carry a suitable corresponding oil freight. This is only possible if the purge air reaches a certain volume flow and a corresponding concept optimization for the supply and the discharge of the purge air.
    The volume of the airflow may be regulated by various means such as throttling devices at the outlet and / or inlet.
    In order to ensure the required amount of oil to be discharged, it is further proposed to arrange the inlet and outlet openings so that there is an excess of oil at the outlet in the height of the crank shaft, and this excess by mixing with a part of the crankcase gas, which at a Place is taken with much lower oil content, is reduced to the correct amount. Suitable locations for a further outlet, at which an air flow with a smaller proportion of oil is removed from the crankcase, are located, for example, on the upper deck of the crankcase. The emerging at the upper, flow-stabilized end of the crankcase gas has a significantly lower oil load than the laterally exiting gas, which was passed through the first outlet.
    In one embodiment variant, the method according to the invention is characterized in that the air stream discharging the main quantity of the oil droplet fraction is mixed with a further air stream from the crankcase, wherein the further air stream differs from the loaded air stream by a lower oil load, so that via a mixing ratio of the two air streams which is determined from the crankcase subset of lubricating oil is determined.
    In contrast to some tours of a closed crankcase ventilation, in which the inlet and outlet are provided in the crankcase, a subset of entrained in the air flow oil is finally discharged in the process of the invention and not fed back to the oil circuit. In addition, the purge air quantity differs significantly from the amount of air flowing out to remove blow-by gases from the crankcase. In stationary combustion engines, the blow-by volume flow in about half of the flushing amount according to the invention, for example, about 26 m3 / h compared to 50 m3 / h. However, the method according to the invention can advantageously also carry out blow-by gases.
    In one embodiment, the method is therefore further characterized in that a gas portion, which flows via the piston group into the crankcase (blow-by gas), is discharged with the air flow.
    In another aspect, the invention relates to a stationary internal combustion engine, comprising a crankcase with i) a piston group, ii) a crankshaft and iii) an oil pan, characterized in that in the region of the crankshaft, an inlet for an air flow and above the inlet at least one outlet are provided for the air flow, wherein after the outlet, an oil separator is provided, which is connected to a waste oil container.
    Such a stationary internal combustion engine has essentially all technical features in order to be operated by a method according to the invention. The person skilled in the art could if necessary also transfer the principle of the method to other arrangements and implement it for other internal combustion engines. The internal combustion engine according to the invention has proven to be suitable in the field of stationary application to apply a method according to the invention, in which the subset of the lubricating oil is discharged with the air flow from the crankcase. From the air flow, the executed subset is separated via an oil separator or an equivalent suitable measure and kept ready in a waste oil container for disposal. For stationary internal combustion engines, the cost of the lubricating oil can be about 15-20% of the total cost of maintenance and repair (including overhaul). By the internal combustion engine according to the invention thus results in an economically relevant advantage, if it is operated according to the inventive method.
    The oil separator is preferably designed so that even the finest oil drops are deposited. The connection between the outlet on the crankcase and oil separator is preferably arranged continuously sloping, so that oil mist, which condenses on outer walls, is directed towards the oil separator. Preferred oil separators work on the principle of parallel flow depth filtration, whereby the filter cartridges are not exhausted but can be used maintenance-free for more than 20,000 operating hours.
    In order to ensure the continuous refilling in the inventive method, the internal combustion engine according to the invention is characterized in a variant in that a fresh oil tank is connected to the oil pan, which has a metering device.
    Preferably, the dosing device automatically replaces spent oil with fresh oil. The necessary refilling amount can be determined, for example, via the level of the oil sump (for example with the help of a float).
    In a further embodiment, the internal combustion engine is characterized in that the inlet is arranged on a first side of the crankcase at a height between the oil pan and the crankshaft. As a result, the air flow is directed below the crankshaft to the opposite second side of the crankcase. Furthermore, the at least one outlet is preferably arranged on the first side of the crankcase above the inlet. As a result, the air flow around the crankshaft and above the crankshaft is directed back to the first side.
    This arrangement of inlet and outlet on the crankcase has proven to be advantageous for removing a portion of the oil according to the method of the present invention. Several inlet or outlet openings can also be arranged next to one another. For example, in the direction in which the longitudinal axis of the crankshaft extends, a plurality of inlets at the same height on the side of the crankcase allow the entry of air.
    A further embodiment provides that the internal combustion engine is characterized in that a further outlet in the region of the upper deck of the crankcase is arranged.
    Preferably, the further outlet is arranged in a region with flow-calmed gas in the crankcase. As a result, a partial air flow is conducted via the further outlet, which has a lower oil load compared with the air flow from the laterally arranged air flow. If the outlet and further outlet with throttling devices are provided, the partial quantity of the executed lubricating oil can be actively regulated.
    In one embodiment, an internal combustion engine according to the invention is characterized in that in each case an adjustable throttle regulates the air flow, which is led out of the crankcase through the respective outlet.
    In a further embodiment, an internal combustion engine according to the invention is characterized in that a first connection leads the air flow from an air intake point of the internal combustion engine to the inlet in the crankcase and a second connection the air flow from the outlet, after passing through the oil separator, is supplied to an intake air line of the internal combustion engine, wherein at the point at which the supply takes place, in the region of the engine full load preferably prevails a suppression between 60 and 110 mbar.
    With the two connections, the airflow is integrated into existing structures of a stationary internal combustion engine (air intake, supply air). A suppression between 60 and 110 mbar prevails in a stationary internal combustion engine under full load, for example in front of the compressor. The suppressor supports the circulation of the airflow in the crankcase and the continuous discharge of the subset of lubricating oil. The necessary volume flow of the air flow can be achieved well with the given suppression. The operation of the oil separator is also ensured by the suppression without a suction fan would be necessary as an additional component. Blowby gases are advantageously recycled through the further connection in the combustion tract.
    In addition, in a preferred embodiment of the internal combustion engine according to the invention is characterized in that the outlet is provided on the crankcase with a selection device.
    A selection device can also be considered as an oil separator, wherein preferably an oil fraction is deposited, whose droplets exceed a diameter of about 0.2 mm. The selection device prevents that a significant proportion of still usable oil with the purging air from the engine is discharged. Only the oil droplet fraction with smaller diameters can pass through the outlet to the crankcase through the selection device, whereby the quality of the discharged subset has the worst existing condition in the oil of the crankcase. Preferably, the selection device is selected from the group baffle plates, baffles or cyclones.
    DETAILED DESCRIPTION OF THE INVENTION
    The following describes the method for operating an internal combustion engine and stationary internal combustion engines in schematic figures and exemplary embodiments.
    1 shows a sketch of a cross section of an embodiment variant of an internal combustion engine according to the invention.
    2 shows a sketch of a cross section of an embodiment variant of an internal combustion engine according to the invention.
    FIG. 3 shows a diagram of the course of a limiting oil parameter during full-load operation without the use of a method according to the invention.
    4 shows a diagram of the profile of a limiting oil parameter under full-load operation when using a method according to the invention.
    FIG. 1 schematically outlines a cross section through part of the crankcase 1 of an internal combustion engine according to the invention. Located in the upper area is the piston group 2 with two cylinders shown schematically. The crankcase 3 makes the lower part of the crankcase 1 and shows the crankshaft 4, which would protrude with its longitudinal axis in or out of the image plane. Below the crankcase is the oil pan 5, wherein the filled area represents the oil reservoir 6. On the right side wall of the crankcase 3 openings can be seen. The inlet 7 and the outlet 8 can also be executed several times along the crankcase 3.
    The illustrated embodiment aims at quickly discharging those oil droplet fractions most affected by the degradation together with the chemically reactive blow-by gases from the crankcase 1 and reducing the temperature around the oil droplets in the engine room of the internal combustion engine. Arrows indicate fluid movements that are relevant to the method according to the invention. Flushing the oil droplets with cool air reduces surface reactions and reduces the rate of oil aging. This is achieved by the fact that cool fresh air is blown through the respective inlet 7 at several points on the side of the crankcase 3 as close as possible above the oil level in the oil reservoir 6 at several points. The inflow direction is tangential to the direction of movement of the crankshaft 4, so that the purging air supported and swirled by the movement of the crank pin between the crankshaft 4 and oil reservoir sump 6 to the opposite side of the crankcase 3, from there flows upwards. Finally, the air flow is discharged from the crankcase 3 through the outlet 8 again, taking the blow-by gas flowing from the piston group 2 or the cylinder liners into the crankcase 3.
    The exiting mixture of oil droplets, purge air and blow-by gas is fed from the outlet 8 directly to an oil separator 9. A steadily falling connection of the outlet 8 with the oil separator 9 is indicated in Figure 1 by the dashed line. In the oil separator 9, the oil is separated and fed via the oil outlet 15 to a waste oil container (not shown). The freed of the oil ballast gas is returned via a gas line 16 in the intake passage of the engine (not shown). With the aid of the method according to the invention, the oil discharged from the oil outlet 15 is predominantly lubricating oil, which is more affected by degradation than the oil in the oil sump. According to the invention it is therefore provided that the discharged portion of oil is not reused. The oil discharged from the internal combustion engine as a whole and the oil consumed by the internal combustion engine are replaced via the automatic refilling device by fresh oil from a fresh oil tank (not shown).
    FIG. 2 shows some further details of an embodiment variant of an internal combustion engine according to the invention. The representation of the crankcase 1 corresponds to that in Figure 1, wherein the representation already discussed elements and the label has been omitted for clarity.
    At the upper end of the crankcase 1, a partial flow is taken at a further outlet 10 of the crankcase gas. Via an adjustable throttle 11, this partial flow is connected to the air flow from the first outlet 8. Also for the air flow from outlet 8, a throttle device 12 is advantageously used. The gas emerging at the upper, flow-moderated end of the crankcase (further outlet 10) has a significantly lower oil load than the gas exiting laterally on the crankcase (outlet 8). By suitable positions of the throttle bodies, the composite of the two partial streams mixed gas 14 can be adjusted to the desired oil load. In order to avoid that large oil droplets or spray oil components are entrained via this laterally exiting gas, corresponding selection devices are provided, for example a cyclone-type droplet separator 13.
    FIGS. 3 and 4 show diagrams relating to the time course of an oil parameter according to the prior art practiced (FIG. 3) and when the method according to the invention (FIG. 4) is used.
    Dotted line 1 indicates the respective value of a relevant quality parameter, for example derived from viscosity, total base number (TBN), total acid number (TAN), oxidation and nitration. For the oil parameter used, larger values represent a better quality of the oil. At the beginning of the operation, the oil parameter has the value 7 and then drops over the full load operating time. The tolerance range for the oil parameter is given by the lower limit of 4.5, which is represented by the dashed line 2 in the figure. In FIG. 3, the oil parameter falls below this limit after 1500 hours of operation, as represented by the horizontal line 3. This means that an oil change must be made for a corresponding engine after 1500 hours of oil service life. FIG. 4 shows that, however, when operating with a method according to the invention, the limit value is not undershot. The values for the oil parameter, as shown by line 1, remain above the limit. The data refer to an oil discharge of 0.05g / kWh in addition to a specific oil consumption of 0.15g / kWh.
    The situations illustrated in FIGS. 3 and 4 relate, for example, to a stationary internal combustion engine which exhibits the following features under standard application:
    Engine power: 1000 kW Specific lubricating oil consumption: 0.15 g / kWh Oil sump capacity: 3001 Oil life: 1500 operating hours
    Intake air volume: 4.110 m3 / h
    Blow-by volume flow: 26 m3 / h Oil load in the blow-by: 11.7 g / h
    The savings potential resulting from the method according to the invention will be illustrated in a simplified manner with reference to a concrete numerical example. During normal operation, the engine consumes 225 kg of oil within the 1500-hour engine oil life. The amount of oil that is carried over the blow-by at this time corresponds to about 18 kg. When changing the oil, approx. 220 kg of oil must be disposed of.
    In order to achieve a constant oil quality condition close to the limit of serviceability by an additional oil discharge, according to a method according to the invention, for example, additionally 0.05 g / kWh must be discharged with an air current. Thus, as shown in Figure 4, a stable equilibrium state of oil quality can be achieved within the allowable limits. The maximum possible oil loading of the scavenging air with an oil droplet fraction of less than about 10 pm is about 1.0 g / m3; accordingly, the air flow must have a purge air volume of about 50 m3 / h. This is about twice the blow-by volume flow. Over the course of 6000 operating hours, the prior art requires four times an oil change so that four times the oil pan content, i. 1200 1 are provided, in contrast, for a running time of 6000 operating hours according to the proposed method only a fresh oil refilling amount of about 400 1 is required. Compared to the oil change, the oil costs for providing usable oil reduced to one third.
    A positive effect on the economy is also the absence of service life and reduction of waste oil to be disposed of, with the last point is also beneficial for environmental reasons.
    权利要求:
    Claims (16)
    [1]
    claims
    1. A method for operating an internal combustion engine with a crankcase, a piston group, and a crankshaft, wherein the crankcase has an oil reservoir and an operating amount of lubricating oil is presented, characterized in that i) continuously a portion of lubricating oil is removed from the crankcase, and ii) a replenishment amount of new lubricating oil is continuously supplied, so that the operating amount of lubricating oil remains substantially the same.
    [2]
    2. The method according to claim 1, characterized in that the subset discharged lubricating oil is selected so that the lubricating oil of the operating amount is a total within a tolerance range of a quality parameter, wherein the removed subset is outside the tolerance range of the quality parameter.
    [3]
    3. The method according to claim 2, characterized in that the quality parameter is selected from the group consisting of viscosity, TBN (total base number), TAN (total acid number), oxidation and nitration.
    [4]
    4. The method according to any one of claims 1 to 3, characterized in that an air flow is guided via an inlet in the crankcase and is guided via an outlet from the crankcase.
    [5]
    5. The method according to claim 4, characterized in that the air flow in the crankcase is guided so that it is steered about an axis of rotation of the crank shaft in the corresponding direction of rotation of the crankshaft, wherein preferably the inlet below the height of the crankshaft on one side of the Crankcase is arranged and the outlet above the height of the crankshaft on the same side of the crankcase.
    [6]
    6. The method according to any one of claims 3 to 4, characterized in that in the discharged air stream, the discharged amount of lubricating oil is present as an oil droplet fraction, wherein the droplets have a diameter of less than 0.2 mm, preferably less than 0.1 mm, preferably less than 0, 01 mm.
    [7]
    7. The method according to any one of claims 4 to 6, characterized in that the laden with an oil droplet air stream is mixed with a further air flow from the crankcase, wherein the further air flow differs from the loaded air flow through a lower oil load.
    [8]
    8. The method according to any one of claims 4 to 7, characterized in that a gas portion, which flows via the piston group into the crankcase (blow-by gas), is discharged with the air flow.
    [9]
    9. stationary internal combustion engine, comprising a crankcase (1) with i) a piston group, ii) a crankshaft, iii) and an oil pan, characterized in that in the region of the crankshaft, an inlet for an air flow and above the inlet at least one outlet for the Air flow are provided, wherein after the outlet, an oil separator is provided, which is connected to a waste oil container.
    [10]
    10. Internal combustion engine according to claim 9, characterized in that a fresh oil tank is connected to the oil pan, which has a metering device.
    [11]
    11. Internal combustion engine according to any one of claims 9 or 10, characterized in that the inlet is arranged on a first side of the crankcase at a height between the oil pan and the crankshaft.
    [12]
    12. Internal combustion engine according to one of claims 9 to 11, characterized in that a further outlet in the region of the piston group is arranged.
    [13]
    13. Internal combustion engine according to any one of claims 9 to 12, characterized in that in each case an adjustable throttle controls the air flow, which is led out through the respective outlet from the crankcase.
    [14]
    14. An internal combustion engine according to any one of claims 9 to 13, characterized in that a first connection leads the air flow from an air intake point of the internal combustion engine to the inlet in the crankcase and a second connection the air flow from the outlet, after passing through the oil separator, a supply air line of the internal combustion engine is supplied.
    [15]
    15. Internal combustion engine according to one of claims 9 to 14, characterized in that the outlet is provided on the crankcase with a selection device (13).
    [16]
    16. Internal combustion engine according to claim 15, characterized in that the selection device (13) is selected from the group of baffles, baffles or cyclones.
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    同族专利:
    公开号 | 公开日
    US10233800B2|2019-03-19|
    US20160376948A1|2016-12-29|
    DE102016211250A1|2016-12-29|
    AT517079B1|2016-11-15|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    DE540910C|1925-07-20|1931-12-31|Gen Motors Corp|Internal combustion engine with closed crankcase and air inlet on the housing|
    DE19902928C1|1999-01-26|2000-08-24|Daimler Chrysler Ag|Lubrication system for piston group of internal combustion engine, with closed circuit including device for wetting cylinder surface|
    DE10118454A1|2001-04-12|2002-10-17|Volkswagen Ag|Lubricating internal combustion engine involves actively removing used lubricant from lubrication system during operation, replacing with fresh lubricant from reservoir tank|
    DE102007049035B4|2007-10-11|2011-01-13|GE Fanuc Intelligent Platforms Embedded Systems, Inc. |Chip cooling device with wedge element|
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    DE102011106593B4|2010-07-06|2022-01-13|BRUSS Sealing Systems GmbH|Housing for an internal combustion engine and a positive crankcase ventilation PCV valve attached to the housing, and a method of attaching a PCV valve to a housing|
    ES2569731T3|2013-02-19|2016-05-12|Lukoil Marine Lubricants Germany Gmbh|Procedure and apparatus for preparing oil for cylinders|DE102019111012A1|2019-04-29|2020-10-29|Man Energy Solutions Se|Method and control device for operating an Otto internal combustion engine or a dual fuel internal combustion engine operated in Otto operating mode|
    DE102019111030A1|2019-04-29|2020-10-29|Man Energy Solutions Se|Method and control device for operating a diesel internal combustion engine or a dual-fuel internal combustion engine operated in the diesel operating mode|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    ATA50545/2015A|AT517079B1|2015-06-24|2015-06-24|Method for operating an internal combustion engine|ATA50545/2015A| AT517079B1|2015-06-24|2015-06-24|Method for operating an internal combustion engine|
    US15/189,832| US10233800B2|2015-06-24|2016-06-22|Method for operating a combustion engine|
    DE102016211250.3A| DE102016211250A1|2015-06-24|2016-06-23|Method for operating an internal combustion engine|
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