Field of the Invention

The present invention relates to an engine cycle with orientable heating property, wherein the exhaust gas passing from the combustion chamber to the side of the crank chamber is prevented from being frozen in the area in which it is mixed with EGR gas, in cases when the internal combustion engines are cold and at low speeds thereof.

Background of the Invention

In gasoline and diesel internal combustion engines, the combustion produces harmful gases such as carbon monoxide (CO), nitrogen oxide (NOx), and hydrocarbon (HC). Directly exhausting the harmful gases produced as a result of combustion is forbidden and quite hazardous to the environment and health of the living. The harmful gases resulting from combustion must be lowered down to the values that will not damage the environment before emission. There exist many systems and applications intended for lowering the harmful gases down to acceptable emission values in internal combustion engine vehicles. One of these applications is the exhaust gas recirculation (EGR) system. In the EGR system, some of the exhaust gases is redelivered to the combustion chamber. The gases re- involved in the combustion process do not combust in the engine, but reduce the combustion temperature in the engine, and thus prevents the harmful gases from being exhausted through the exhaust system. With the EGR system, the combustion temperature in the engine is lowered and the generation of nitrogen oxide decreases. Today, there exist two different EGR systems that are fundamentally used. The first one of these is the HP (high pressure) EGR system, where the exhaust gas is directly supplied from the exhaust manifold. The second one, on the other hand, is the LP (low pressure) EGR system, wherein the EGR system operates based on the principle that the exhaust gas is taken after the diesel particulate filter (DPF), the gas being supplied before the turbocharger compressor. The mentioned EGR system resupplies some of the exhaust gas to the combustion chamber in order to achieve the required vehicle emission standards, thereby reducing the NOx (nitrogen oxide variants) emissions in the engine. As mentioned above, the LP (low pressure) EGR system operates based on the principle that the exhaust gas is taken after the DPF (diesel particulate filter), the gas being supplied before the turbocharger compressor.

In the low pressure (LP) EGR system, while the EGR gas is passing through the diesel particulate filter, the fresh air filtered before the compressor is mixed therewith with the vacuum force created by the compressor, and thus providing the fresh air and exhaust gas mixture properly in the engine. Further, since the exhaust gas is not distributed to two lines opening to the turbine and EGR system as in high pressure EGR system, all of the exhaust energy is transferred to the compressor by way of the turbine, and thus engine efficiency is not lost. In internal combustion engines, there exist, apart from the EGR system, a crank chamber ventilation system. The crank chamber ventilation system, however, operates based on the principle that the oil in the exhaust gas passing from piston skirts to the crank chamber is separated at a certain amount using different separating mechanisms, and then resupplied to the engine air suction. The exhaust gas with a high content of engine oil passes through the channels opened along the engine block and the cylinder head from the crank chamber till the engine cover, wherein said gas being introduced to the crank chamber ventilation system. The crank chamber ventilation system generally makes the exhaust gas rich in engine oil pass through a maze-type system, and thus enables the oil molecules to separate from said exhaust gas and the separated engine oil to return to the crank chamber by means of the channels again along the engine. The filtered exhaust gas cannot be disposed to the outer environment due to emission regulations, it is mixed with fresh air before the compressor and returned to the combustion chamber by means of the engine air suction line. As a result of this operation, the EGR gas is filtered while passing through the diesel particulate filter and mixed with fresh air before the compressor, entering into the engine. Further, since the exhaust gas is not distributed to two lines opening to the turbine and EGR system as in high pressure EGR system, all of the exhaust energy is transferred to the compressor by way of the turbine, and so engine efficiency is not lost. The biggest problem in the state of the art is related with crankcase gas ventilation systems, which includes the crankcase gas freezing before it reaches the compressor during the mixture thereof to the engine air suction area under cold weather conditions, and partly or fully closing the flow line cross-section of the crankcase gas. In this case, recirculation of the crankcase gas escaping into the engine towards the engine air suction is limited due to the frozen line, which, in turn, causes the crank chamber to remain as a closed volume and increases crank chamber gas pressures, and this leads to various damages or performance loss of the engine. The U.S. Patent Application No. US2010229537 (Al) in the state of the art discloses a crankcase ventilation system. In this invention, the crankcase ventilation conduit is combined with the exhaust gas conduit. At this point of connection, the ventilation conduit is heated by the exhaust gas. This prior art document is included in the same technical field as the present invention and designed for a similar purpose, and it is similar to the present invention in terms of the characteristics of eliminating the need for an additional heater and heating the crankcase ventilation line (or conduit) using the exhaust gas. In the prior art document, however, the crankcase gas is exhausted to the atmosphere via the exhaust gas conduit. Here, no solution to the technical problem described in the present invention is offered. In the present invention, however, the freezing which occurs while mixing the crankcase gas with compressor suction air is avoided using the EGR gas.

The U.S. Patent Application No. US6412479 (B l) in the state of the art discloses a system used for heating the crankcase ventilation system. In this invention, connected to the crankcase ventilation valve is a pipe, one end of which is connected to the heating system (one of the preferences is the exhaust gas). This ventilation outlet is heated by the exhaust gas. This prior art document is included in the same technical field as the present invention and designed for a similar purpose, and it is similar to the present invention in terms of the characteristics of eliminating the need for an additional heater, making pressure measurement in the ventilation line, and heating the crankcase ventilation line (or conduit) using the exhaust gas. In the prior art document, however, the crankcase gas is preferably heated by a heater through which the exhaust gas passes. There is a need for an additional component. In the present invention, on the other hand, freezing of the crankcase gas is prevented by the system's design itself with the direct contact of the EGR gas, without any additional component.

In the U.S. Patent Application No. US2010313830 (Al) in the state of the art, a crankcase ventilation system is disclosed. In this invention, the crankcase ventilation line is combined with the exhaust gas circulation line at a point.

However, such combination does not include heating function. This prior art document is included in the same technical field as the present invention and designed for a similar purpose, and it is similar to the present invention in terms of the characteristics of combining the crankcase ventilation line with the exhaust gas. Nevertheless, this prior art document is related to an engine ventilation line.

Therefore, it is not directly associated with the technical problem described in the present invention. In the Canadian Patent Application No. CA2583618 (Al) in the state of the art, a crankcase ventilation system is disclosed. In this invention, the air within the crankcase is heated by the exhaust gas. Thus, the freezing problems likely to be experienced are avoided. This prior art document is included in the same technical field as the present invention and designed for a similar purpose. Moreover, it is similar to the present invention in terms of the characteristics of eliminating the need for an additional heater and heating the crankcase ventilation line (or conduit) using the exhaust gas. In this prior art document, however, the fresh air is heated by a heater and delivered to the crank chamber. There is a need for an additional component. In the present invention, on the other hand, the fresh air is not heated; instead, the crankcase gas is heated by the design of the emission system itself, being directly contacted with the EGR gas.

In the applications used presently, heating of the crankcase gas is typically performed with an additional heater, which, in turn, brings about not only possible breakdowns but also additional costs. In the existing applications, there exists no system in which the EGR gas is directed towards the crankcase gas outlet in the area where the crankcase gas and the EGR gas coincide by means of a router, and thus the crankcase gas outlet is prevented from freezing.

Objects of the Invention

The object of the present invention is to provide an engine cycle with orientable heating property which enables the crankcase gas to be continuously delivered to the suction line. And another object of the present invention is to provide an engine cycle with orientable heating property, in which the freezing problem in the crankcase gas outlet is prevented by directing the EGR gas.

Summary of the Invention There exist an engine in the engine cycle with orientable heating property which has been embodied for achieving the objects of the present invention and which is defined in the first claim and the other dependent claims. In this engine, the gases produced as a result of combustion are removed from the engine through the exhaust line. The engine is provided with an EGR line and also a crankcase gas line, to which the gases escaping to the crank chamber as a result of combustion are directed. In addition to these lines, the engine is further provided with a fresh air line. The area in which said EGR line, crankcase gas line and the fresh air line are combined is the mixture area. In this portion, the exhaust gas from the EGR line and the crank chamber line are mixed with the air from the fresh air line, and then resupplied to the suction line. When the engine is cold, however, freezing occurs at the termination of the crankcase gas line provided in the mixture line, i.e. at the line opening of the crankcase gas, and the crankcase gas line is closed due to said freezing. A router is located in the mixture area in order to avoid this freezing problem. Said router is located at the preferred angle as commanded by the control unit and routes the exhaust gas from the exhaust line directly to the crankcase gas line opening, thereby solving the freezing problem occurring or likely to occur in this area, i.e. ensuring defrosting. Detailed description of the Invention

The engine cycle with orientable heating property which has been developed for achieving the objects of the present invention is illustrated in the accompanying drawings, in which:

Fig. 1. Schematic view of an engine cycle with orientable heating property. Fig. 2. Schematic view of the region K shown in Fig. 1.

The parts in the drawings are enumerated individually and the reference numbers corresponding thereto are presented below. 1. An engine cycle with orientable heating property

2. Engine

3. Exhaust line

4. Turbine

5. EGR line

6. Compressor

7. Suction line

8. Crankcase gas line

8.1. Crankcase gas line opening

9. Fresh air line

10. Mixture area

11. Router

11.1. Vane

11.2. Joint

12. Control unit

13. Pressure sensor

A. Oil separator

B. Exhaust gas purifier

C. Heat exchanger

An engine cycle (1) with orientable heating property, wherein the exhaust gas passing from the combustion chamber to the side of the crank chamber is prevented from being frozen in the area in which it is mixed with EGR gas, in cases when the internal combustion engines are cold and at low speeds thereof, said engine cycle basically comprising:

at least one engine (2) converting chemical energy to mechanical energy, at least one exhaust line (3) formed for transferring the exhaust gas generated as a result of combustion inside the engine (2),

at least one turbine (4) which is disposed in the exhaust line (3) and operates in synchronization with the compressor (6), and thus enables the compressor

(6) to be rotated, at least one EGR line (5) formed for redelivering a preferred amount of the exhaust gas from the exhaust line (3) to the engine (2),

at least one suction line (7) through which the air pressurized by the compressor (6) is delivered to the engine (2),

- at least one crankcase gas line (8) whereby the gases escaping through the area between the piston and the liners in the engine (2) and not advancing towards the exhaust line (3) are directed from the inside of the crank chamber, at least one fresh air line (9) provided for receiving fresh air from the outer environment,

- at least one mixture area (10) in which the EGR line (5), the crankcase gas line (8) and the fresh air line (9) are combined and the exhaust gas, the crankcase gas and the fresh air are mixed, and

at least one router (11) which is disposed in the mixture area (10) and directs the exhaust gas from the EGR line (5) to the crankcase gas line (8) opening at the preferred direction and density by means of a control unit (12) which evaluates said exhaust gas based on the parameters including the ambient temperature, engine cooling water temperature, engine speed, gas pedal position, and crank chamber pressure; and which, if preferred, can move with a view to change the flow rate and is capable of changing the flow direction.

An engine cycle (1) with orientable heating property provided in this embodiment of the invention has an engine (2). Said engine (2) is an internal combustion engine, wherein it converts chemical energy into mechanical energy, and thus generates power. The engine (2) is provided with a combustion chamber and also a piston. As long as combustion takes place inside the engine (2), the piston moves back and forth along the combustion chamber central axis. There exist a certain amount of space between the piston and combustion chamber in order that such movement of the piston can be ensured. In case of combustion inside the combustion chamber, on the other hand, a combustion gas (exhaust gas) passes through said space to the crank chamber disposed in the engine (2). This gas passing to the side of the crank chamber is called crankcase gas. Said crankcase gas first comes to the oil separator (A) where the oil particles therein are separated, and then continues through the crankcase gas line (8). As per international regulations, this crankcase gas is directly routed to the mixture area (10) through the crankcase gas line (8), without being released to the outer environment, since crankcase gas emission to the atmosphere is prohibited.

An engine cycle (1) with orientable heating property provided in this embodiment of the invention has an exhaust line (3). Said exhaust line (3) is configured for removing the exhaust gases produced in the engine (2) as a result of combustion, from the engine (2). The exhaust line (3) is provided with a turbine (4). Said turbine (4) rotates by means of the force applied by the exhaust gas fluid coming through the exhaust line (3), and thus ensures that the compressor (6) rotates as well. At the continuation of the turbine (4) is an EGR line (5). From said EGR line (5), the exhaust gas at a preferred amount is transferred to be redirected to the combustion chamber. The exhaust gas passing through the turbine is first purified by means of the exhaust gas purifier (B), followed by being passed through a heat exchanger (C), and thus slightly cooling the exhaust gas. The exhaust gas purifier (B) and the heat exchanger (C) are arranged on the EGR line (5). The exhaust gas advanced through the EGR line (%) may be redelivered to the combustion chamber at the preferred flow rate and temperature.

An engine cycle (1) with orientable heating property provided in this embodiment of the invention has a suction line (7). Said suction line (7) is the line to which the air and air mixture required in the engine (2) for combustion are transmitted. The air pressurized in the compressor (6) is directly transferred to the combustion chambers disposed in the engine (2) through the suction line (7); thus, the chemical energy is converted into mechanical energy in the combustion chambers.

An engine cycle (1) with orientable heating property provided in this embodiment of the invention has a mixture area (10). Said mixture area (10), on the other hand, is the area in which the EGR line (5), the crankcase gas line (8) and the fresh air line (9) are combined and the exhaust gas which is produced as a result of combustion and comes from the EGR line (5), the crankcase gas which comes from the crankcase gas line (8) and the fresh air which comes from the fresh air line (9) are mixed. In cases when the engine (2) is cold, the walls surrounding the crankcase gas line (8) are naturally cold as well. In this case, the crankcase gas advancing through the crankcase gas line (8) generally freezes at the crankcase gas line opening (8.1) disposed in the mixture area (10) and partly or fully blocks the crankcase gas line opening (8.1). In order to prevent this, there exists a router (11) designed for directing the hot exhaust gas from the EGR line (5) towards the crankcase gas line opening (8.1) disposed in the crankcase gas line (8). Said router (11) provided in this embodiment of the invention preferably consists of a vane (11.1), and a joint (11.2) which is disposed at one and of this vane (11.1) and makes the vane (11.1) move around a single point at the preferred angle and speed. The router (11) disposed in this embodiment of the invention is preferably an EGR valve. However, said router (11) can only be used as a fluid router independent of the EGR valve in different embodiments of the invention. The hot EGR gas coming from the EGR line (5) prevents the freezing likely to occur in the crankcase gas line opening (8.1) disposed in the crankcase gas line (8) thanks to the router (11); thus, the need for an additional electric heater to avoid freezing, which is the conventional solution applied within the crankcase gas line (8), no longer exists. The router (11) is convenient for forming a flow profile that will eliminate the freezing problem with geometrical modelling optimization at the mixture area (10) in which the fresh air line (9) and the EGR line (5) are combined, and it also has an anti-freezing effect as well as reducing the freezing.

The router (11) used in order to avoid freezing of the crankcase gas line opening (8.1) disposed in an embodiment of the invention is controlled by means of a control unit (12). In an embodiment of the invention, the control unit (12) controls the router (11) in accordance with the data that it receives from the pressure sensor (13) located in the crank chamber and prevents freezing at the crankcase gas line opening (8.1). In this embodiment of the invention, the control unit (12) angularly moves the router (11) and enables the hot exhaust gas coming from the EGR line (5) to be routed towards the crankcase gas line opening (8.1), and thus prevents freezing. The control unit (12) is capable of controlling the freezing process based on different parameters including the ambient temperature, engine water temperature, engine speed and gas pedal position, apart from through the pressure sensor (13) located in the crank chamber. The conditions of the limit at which freezing occurs at the crankcase gas line opening (8.1) are defined by physical tests and analytical trials, and then an algorithm based on such parameters as the ambient temperature, engine cooling water temperature, engine speed and gas pedal position is created for the control unit (12) software. Hence, when the vehicle reaches the conditions according to the predefined parameters, the control unit (12) activates the router (11) and enables the hot exhaust gas coming from the EGR line (5) to be routed towards the crankcase gas line opening (8.1).

With the control unit (12) provided in this embodiment of the present invention, the freezing likely to be experienced at the crankcase gas line opening (8.1) can be eliminated by means of the router (11), or in case of total freezing, it can be used for defrosting by means of the router (11).