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SECTION 2.

40
CRANKCASE BREATHER SYSTEM DESCRIPTION
CRANKCASE BREATHER SYSTEM
DESCRIPTION

The adjusting valve for the breather regulates the


amount of vacuum in the breather system.

The purpose of the crankcase breather system is to


remove crankcase oil vapors from the engine.

OIL SEPARATOR

There are three systems available:


Open type (G, GL, GLD)
Closed type (GLD, GSID)
Closed ejector type (GL)
F18/H24 BREATHER SYSTEMS
The standard crankcase ventilation system is an open
design for all engines. The crankcase vapors are
vented to the atmosphere through a baffle box to an oil
separator. A rain cap is used on top of the oil separator
(see Figure 2.40-1).
OPEN
BREATHER

AIR
CLEANER

Figure 2.40-2 F18/H24 Closed Breather System

The ejector breather for GL engines is a venturi that is


used to create a vacuum in the separator and connecting tube (see Figure 2.40-3). This draws the oil vapor
from the crankcase. The adjusting valve regulates
compressor discharge pressure that is applied to the
breather ejector, which creates the vacuum that is
used to evacuate the crankcase oil vapors.

OIL
SEPARATOR

Figure 2.40-1 F18/H24 Open Breather System

The closed design allows a slight negative pressure to


be maintained in the engine crankcase. The crankcase is vented to the air cleaner (see Figure 2.40-2).
FORM 6284 Third Edition

ADJUSTING
VALVE

BREATHER
EJECTOR

Figure 2.40-3 F18/H24GL Closed Breather Ejector

2.40-1

CRANKCASE BREATHER SYSTEM DESCRIPTION


The ejector breather system requires the use of a baffle box which replaces one of the camshaft covers
(see Figure 2.40-4).

CONNECTING TUBE
The connecting tube directs the flow of oil vapors from
the front of the engine to the oil separator.
OIL SEPARATOR ASSEMBLY
This separator is mounted on the right front side of the
engine and is used to trap, condense and discharge
the oil vapors from the crankcase. This prevents the
loss of oil from the engine into the atmosphere.
ADJUSTING VALVE GL

BAFFLE BOX

Figure 2.40-4 F18/H24 Ventilation System Baffle Box

The adjusting valve for a GL engine regulates compressor discharge pressure that is applied to the
breather ejector, which creates the vacuum that is
used to evacuate the crankcase oil vapors (see
Figure 2.40-6).
ADJUSTMENT
VALVE

L36/P48 BREATHER SYSTEMS


The standard crankcase breather system is an open
design for the GL and GLD. The crankcase vapors are
vented to the atmosphere through the oil separator
(see Figure 2.40-5).

Figure 2.40-6 L36/P48 Breather Adjusting Valve

The ejector breather is a venturi that is used to create a vacuum in the separator and connecting tube (see
Figure 2.40-7). This draws the oil vapor from the crankcase.

OIL SEPARATOR

Figure 2.40-5 L36/P48 Open Breather System

The following engine mounted components are used


depending on application:
Tubes and Piping
Oil Separator
Breather Ejector

EJECTOR
BREATHER

Figure 2.40-7 L36/P48GL Closed Ejector Breather

Adjusting Valve

2.40-2

FORM 6284 Third Edition

CRANKCASE BREATHER SYSTEM DESCRIPTION


A vacuum regulator is installed in the oil separator piping (see Figure 2.40-8). With an increase in load, the
amount of compressor discharge air from the turbochargers increases and the plate within the regulator
floats up. More outside air is sucked in as the plate
rises, which allows the breather system to maintain a
more constant crankcase vacuum.

ADJUSTING
VALVE

Figure 2.40-10 L36/P48 GLD/GSID Adjusting Valve

OIL SEPARATOR DRAIN


VACUUM
REGULATOR

All VGF breather system oil separators are equipped


with drains. The oil drain returns oil to the oil pan (see
Figure 2.40-11 and Figure 2.40-12).

Figure 2.40-8 L36/P48 GLD/GSID Breather Regulator

The closed breather designs for the GL, GLD and


GSID engines allow a slight negative pressure to be
maintained in the engine crankcase. Due to the drawthru carburetion, the crankcase is vented to the air
cleaner (see Figure 2.40-9). An adjustable valve regulates crankcase vacuum.

DRAIN TUBE

Figure 2.40-11 Oil Separator Drain


CLOSED BREATHER
PIPING

Figure 2.40-9 GLD/GSID Closed Breather Piping

ADJUSTING VALVE L36/P48 GLD/GSID ONLY


The adjusting valve for the GLD/GSID engine directly
regulates the amount of vacuum in the breather system. This valve is located near the right bank carburetor (see Figure 2.40-10). The closed design for the
GLD/GSID allows a slight negative pressure to be
maintained in the engine crankcase. Due to the drawthru carburetion, the crankcase is vented to the air
cleaner.

FORM 6284 Third Edition

DRAIN TUBE

Figure 2.40-12 Closed Breather System

2.40-3

CRANKCASE BREATHER SYSTEM DESCRIPTION


BREATHER SYSTEM SPECIFICATIONS
CATALYTIC CONVERTER OR HEAT RECOVERY
SILENCER ARRANGEMENT GL ONLY
NOTE: When using a catalytic converter or heat
recovery silencer, the ejector outlet tubing outside
diameter should not be less than 51 mm (2 in.) (see
Figure 2.40-13). This tubing should be connected into
the side of the exhaust stack not less than 1.2 m (4 ft.)
downstream from the converter or silencer.
1.2 M (4 FT.)
MINIMUM

EXHAUST PIPE

CRANKCASE PRESSURE RELIEF


VALVE L36/P48 ONLY
Crankcase pressure relief valves may be supplied as a
precaution in place of the standard oil pan door (see
Figure 2.40-14). The valves open fully when the pressure in the crankcase exceeds 7.0 kPa (1.0 psi) and
close tightly and quickly to prevent the inflow of air
after the internal pressure has been relieved. The possibility of a secondary explosion is prevented, since no
oxygen is allowed to enter the crankcase to support
new combustion. The valves do not prevent crankcase
explosions, but only reduce the peak pressures during
explosion, thereby minimizing damage.
PRESSURE
RELIEF VALVE

4 FT. MIN.

51 MM (2 IN.)
MINIMUM
CATALYTIC CONVERTER OR
HEAT RECOVERY SILENCER

Figure 2.40-13 Catalytic Converter Or Heat Recovery


Silencer

The following additional guidelines are provided for


use with these arrangements:
Do not connect into the bottom of a horizontal
exhaust pipe.
Avoid connecting into a vertical run of an exhaust
pipe directly above the converter or silencer (oil will
reduce the life expectancy and/or efficiency of these
devices).
Avoid low spots in the horizontal piping which can
cause condensed vapors to settle and cause blockage.
Long distance pipe runs may require a simple sump
in the piping from which condensed vapors can be
drained.

Figure 2.40-14 Crankcase Pressure Relief Valve

Since flames are present in any crankcase explosion,


the valve incorporates an internal flame trap to retard
the emission of flame while the valve is venting. The
flame trap is of an oil-wetted wire gauze design. The
cooling capacity of the gauze is doubled when oil-wetted, a condition effected by the oil mist that normally
exists in the crankcase or by oil spray from the connecting rod bearings. The valve incorporates the flame
trap as a single unit and the O-ring construction eliminates oil leakage.

NOTE: If an ejector outlet sump is installed, drain any


condensed oil from the ejector outlet sump before
each startup. The drain frequency will depend on the
length of tubing, operating temperature and
conditions, engine load and engine condition.

2.40-4

FORM 6284 Third Edition

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