You will find the figures mentioned in this article in the German issue of MTZ 12/2005 beginning on page

966.

lnebelabscheidung in der Kurbelgehuseentlftung auf engstem Raum

Air/Oil Separator with Minimal Space Requirements in the Crankcase Venting System
An important function for crankcase venting is the separation of oil mist from the blow-by gas. In this area, engine builders place widely varying demands on their development suppliers. Not only must air/oil separator systems be highly efficient, robust, functionally reliable, flexible and compact, they must also be cost-effective. Reinz-Dichtungs-GmbH, a Dana Corporation company, set up a global development team to take on the challenge. The result is one of today's smallest and at the same time most efficient air/oil separator systems the Multitwister.

1 Introduction
Today and in the future, the demands placed on crankcase venting systems for new internal combustion engines will continue to increase, mainly due to tighter emission legislation, longer service intervals, increased power densities (downsizing combined with turbochargers), direct injection and dethrottling (especially petrol engines). Consequently, the recirculation of coarse and, above all, fine oil particles from the blow-by gas will become a central topic for the development suppliers involved, in addition to system sealing and pressure control. The concept and design of an overall system automatically requires that the following boundary conditions and details are known: blow-by map with changes during service life secondary air flow rate [in l/min] (e.g. by means of vacuum pumps) map of intake manifold vacuum quantity and nature of the oil particles (raw gas)

Authors:
Pedro Bastias, Thomas Brckle, Dimitrius Caloghero, Dieter Grafl, Thorsten Sattler-Lgel and Bernd Spaeth

target value for the oil content in the blow-by gas downstream of the separator system [in g/h] (clean gas) as well as the oil entrainment curve (with diesel applications) permissible crankcase pressure conditions engine-related possibilities for recirculating the precipitated oil (drainage) operating point-dependent behaviour of system components such as pressure control valves, throttles, check valves and the usually multi-stage air/oil separation system itself. Initially, and depending on the development stage of the internal combustion engine and its degree of innovation and technology content, less than 10 % of these necessary boundary conditions are known. A further 80 to 85 % of the design criteria for crankcase venting (including the oil mist separation) will be determined during the various prototype construction phases. Usually, reliable parameters are available only shortly before the start of series production, or are subjected to reconfiguration after the pilot phase, based on the results of the first field tests.

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DEVELOPMENT

The following describes the construction, function and development of a highly efficient air/oil separator system that meets the requirements in terms of utmost flexibility and simultaneous minimum reconfiguration efforts, as well as simple and therefore cost-effective assembly and joining techniques. Excellent results are achieved if the engine-related development phase is consistently accompanied by numerical, empirical and map-based development tools, as well as suitable laboratory and engine test bench testing. The technical and commercial comparison of Multitwister systems and established passive applications is intended to provide orientation and guidance. Passive separators are defined as systems in which the oil mist separation is effected without external energy [1], and is based exclusively on the kinetic energy of the blow-by gas and the particle inertia.

Figure 3: Cross section of an application example with Multitwister as a coarse oil separator

2 Multitwister Air/Oil Separator Systems 2.1 Design

Parallel-connected axial cyclones with two 180-degree guide spirals [2] with opposed senses of rotation are described as Multitwisters. For design reasons, the Multitwister is built using two identical twister plates, which are assembled in a mirror-inverted manner so that the two pairs of opposed spirals butt against each other, Figure 1.

2.2 Function
The oil-bearing blow-by gas is first accelerated linearly in the entry duct, followed by rotational acceleration in the area of the first guide spiral. At the transition to the second guide spiral, the gas flow experiences strong turbulence, Figure 2. Because of the associated high accelerations and the limited spatial distances, most of the oil droplets impinge on the outer walls. As a result, they form a film on the wall, which is transported from the outlet duct to a plenum chamber by the gas flow. Moreover, the gas flow is partially linearised again [3] by the second spiral under recuperation of swirl energy. Depending on the design of the tube end, the wall film is drained as a trickle or in large drops.

Figure 4: Icing and fouling tests on a test rig and in the vehicle prove the robustness of the Multitwister air/oil separator system

2.3 Optimum Geometric Shape

Due to the highly diversified challenges posed by geometric and physical boundary conditions, an experimental approach using the trial-and-error method is not the most efficient one. Therefore, the Multitwister's geometric parameters were optimised using numerical and statistical methods (Computational Fluid Dynamics CFD

and Design of Experiments DOE), with the aim of obtaining a maximum ratio of oil separation to pressure loss. The goal of this multi-stage, statisticallybased ratio optimisation by means of DOE is to find the best geometric arrangement of the guide spiral angle, duct diameter and spacing, as well as the entry and outlet geometry of the Twister ducts and the oil spray control. Furthermore, the geometric boundary conditions, surface roughness, temperature, viscosities and densities of the flow phases involved must be taken into account. During the process, all variables were always changed within a range that still ensured unproblematic manufacturing using injection moulding.

For the numerical calculation, which followed a preceding convergence analysis, the oil droplet spectrum itself was taken into account as a separate flow phase, with three different approximate droplet sizes (e.g. 1, 3 and 10 m). Based on experience, capillary effects, wall friction and turbulences were described using suitable models [4]. After determining practice-related, variable marginal conditions for entry and outlet flows, it was possible to calculate the pressure loss, degree of turbulence, flow speed and friction loss of the blow-by gas, and observe their influence on the separation behaviour of the differently sized oil particles as well as spray control of the outlet flow.
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Crankcase

Figure 2 shows examples of the flow paths through a Twister duct. The colours indicate the decrease in static pressure (pressure loss) within the system (pressure loss from red to blue). By applying a numerical flow simulation (CFD), the first draft of the Multitwister could be improved sustainably by reducing geometrically avoidable eddy flow losses to a minimum. Furthermore, a mathematical examination of numerous Twister ducts with an arbitrary diameter and operated in parallel showed that there is practically no fluidic interaction between the individual ducts.

2.4 Application Report

The Multitwister design of a standardized injection-moulded component covers a wide range of blow-by volumes. For example, a standardized 3 mm Multi-twister plate with 44 individual ducts for fine separation, as shown in Figure 1, allows nominal blow-by flow rates of between 2 l/min and about 80 l/min to be cleaned, simply by replacing the spiral guide inserts with dummy pins in the injection mould. Similarly, an application for 350 l/min for the commercial vehicle sector has recently been implemented with a parallel arrangement of several Twister plates. In fact, any required flow rate is conceivable. Fitted with larger duct diameters of 6 to 13 mm, the Multitwister can also be used for preseparation, Figure 3. The purpose of pre-separation is to remove surging oil or oil foam upstream of the fine separation stage. These oil quantities can be caused by entrainment in large secondary airflows or by foaming due, for example, to crankshaft whipping. The Multitwister pre-separator removes the coarse oil particles. Furthermore, the space saved when compared to conventional pre-separators can be used as a plenum chamber for the oil.

angled mounting of cyclones to reduce installation height is limited by functional disadvantages. In the Multitwister (straightthrough cyclone [5]), both the gas and the precipitated oil flow in the same direction at high speed. This forced flow has the advantage that the operation of the Multitwister is independent of its mounting position. Thanks to the simple, two-component plate construction, which can have any geometric shape, and because there is no need to separate oil and gas flows in and behind the air/oil separator, even extremely limited installation spaces are no problem. Simple flow guidance and the flat design of the Multitwister allow it to be integrated easily into a cylinder head cover or a blow-by conducting module, for example simply by clipping it into place.

2.6 Functional Reliability

In general, the function of components in the entry and blow-by ducts is endangered by blow-by gas containing condensate and ice crystals, as well as by low-grade resinous oils with a high soot content and by foamy, mixed derivates (especially petrol engines). However, due to the forced flow and high gas speeds, i.e. high dynamic pressures, deposits in the relevant oil separation areas are prevented. Therefore, the Multitwister is extremely resistant to fouling and icing. Worst-case examinations with resinous oil grades and foaming agents, in which possible cold/hot variations of the Multitwister and air/oil mixtures containing water droplets were tested between 35 C and +5 C, showed that system operation remained optimal over time without a notable increase in pressure loss. Even in the coldstart, short-run test, in which oil mist at +5 C is drawn through the system for a short period, followed by an inoperative cooling period during which the system temperature falls below the freezing point, no negative effects were observed. Endurance tests are used during development to test the engine-specific freezing and fouling behaviour, Figure 4. For this purpose, the blow-by gas is cooled in a heat exchanger and then drawn through the Multitwister, which is kept below freezing point. This enables every conceivable blow-by and oil quality scenario to be tested. In addition, longterm vehicle tests using the company's own car pool simulate all-year but non-specific everyday operation.

Table 1, serves to provide orientation and guidance. The Table also includes important basic data such as mean separable particle sizes, scalability, space requirement and application area. In terms of performance and characteristic curve, the Multitwister is comparable with the widely used (multi-)cyclone, Figure 5. In order to examine the features and advantages/disadvantages of both high-performance systems in more detail, the comparison table in Table 2 can be used, which not only shows the general system characteristics such as the separation principle, construction and mounting method, but also the technical performance, robustness and adaptability to the requirements of continually changing marginal conditions during the development stage. The subjects of cost pressure and volume reduction are also covered in the Table with the help of typical system-related calculations for cost and installation space.

3 Development Environment for New Air/Oil Separator Systems

In addition to the increasing demands placed on oil mist separation, the development environment must also be aimed at and adapted to optimised crankcase venting. For a long period, it was sufficient to separate the coarse oil particles as completely as possible. But nowadays, the task involves the maximum removal of oil mist from the crankcase venting airflow containing finest particles of <1 m by utilizing their inertia energy. Two other boundary conditions are the maintenance of a crankcase pressure between 0 mbar and approximately -30 mbar within the range of the engine map, and the reliable separation and recirculation of oil to the crankcase during the engine's entire service life and at all temperatures, also in exceptional circumstances such as tilted operation and oil overfill. Additional requirements are measures against oil entrainment, and ensuring maintenance-free system operation.

2.5 Space Requirements and Mounting Position

The development of air/oil separator systems must also comply with the increasing demand for less installation space, plus the need for reduced height in the interests of pedestrian collision protection. With present-day cyclones, in which the axial flow direction in the cyclone is reversed (reverse flow cyclones [5]), and the precipitated oil drains from the cyclone in the opposite direction to the gas, the separation efficiency is reduced if the oil drainage is not in the direction of gravity. Our investigations indicate that this is due to the occurrence of pressure pulses in the vicinity of the conical drain exit of the cyclone. Consequently, the
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3.1 Essential Elements

A suitable development environment consists primarily of an engine test bench, an aerosol test bench and numerical flow simulation (CFD), Figure 6. A special method, map-based oil separator design, is applied, in which an algorithm describes and specifies the Multitwister system completely, including pre-separation and fine separation as well as pressure control over the entire operating range.

2.7 Comparison with Conventional Systems

A comparison table of the Multitwister with other established systems on the market,

3.2 Map-Based Oil Separator Design

The input variables for the map-based oil separator design are the engine-specific maps of the blow-by and inlet manifold vacuum, as well as the pressure difference across the throttle flap in the case of a vented crankcase, Figure 7. The mass flow and pressure-dependent characteristics of the pre-separators and fine separators and those of the pressure control valve and other throttles and check valves are taken into account in the calculation. The result is a map of the crankcase pressure and separator characteristics (e.g. X50 value), Figure 8. Variations of the separator and valve characteristics permit an optimum balance to be found for the specified crankcase pressure, oil drainage and maximum performance of the air/oil separator system.

bench and on the engine) to be easily observed, thus permitting comparisons of the experimental data and that of the CFD calculation to be made. In this way, the system can be further optimised by computation. At the end of the internal development phase, the engine is also the instance for customer-specific evaluations of the air/oil separator module. The results always include the residual oil quantities and the crankcase pressures.

3.4 Inclusion of Numerical Methods

Today, numerical calculations using CFD software play a central role in the design of air/oil separator modules. This enables the virtual design to be improved significantly. Moreover, it offers the possibility of carrying out quick and meaningful optimisation cycles at an early development stage in combination with laboratory test benches. In order to use the numerical flow simulations, the flow spaces are derived directly from the 3D-CAD model, and are represented with finite elements. Apart from the key physical input values and boundary conditions, the choice of a suitable calculation model with appropriately selected coefficients is of the utmost importance. Generally speaking, multi-phase models (taking the gas and liquid phases into account) are best for this purpose. The Discrete Phase Model (DPM) has proved to be highly suitable, as it is able to calculate gas and liquid phases in their dispersed form precisely, with all the important interactive characteristics. Calibration is necessary in order to obtain realistic results with the numerical models, because the decisive values for system layout, i.e. pressure loss and degree of turbulence, and the resulting acceleration effects on particles of different size classes, which lead to the formation of a wall film and thus to the required separation effect, depend on many boundary conditions (see Section 1.3). Therefore, a prior comparison of results with suitable functional laboratory samples is recommended. Following a series of DOE-based tests and empirical adaptations of boundary conditions and coefficients, a calibrated numerical calculation method is now available, with which short optimisation cycles are possible, using CAD data from actual applications.

3.3 Typical Procedure for Designing a System

Engine test bench measurements provide the basic data, such as speed-dependent and torque-dependent maps of the blow-by and inlet manifold vacuum, as well as the oil quantities at the entry duct and in the uncleaned flow of blow-by gas. Particle size distributions are measured using an optical particle counter. Within a size range extending from 0.2 m up to 12 m (typical particle spectrum of an engine), the differently sized oil particles are assigned to size classes, thus enabling the size distribution ahead of the air/oil separator system to be determined. On the aerosol test bench, an oil mist is generated with the engine-specific particle sizes. During this process, flow volumes of up to 200 l/min can be set, with variable pressure. The heated test bench can be pivoted in all directions up to an angle of 45. By means of a functional sample produced with Rapid Prototyping, an efficiency curve is determined from the ratio of particle numbers in the size classes of the clean gas (downstream of the oil separator) to particle numbers of the corresponding size classes in the raw gas (upstream of the oil separator), together with the associated pressure losses in the system, Figure 5 and Figure 8. The functional sample consists of a Multitwister and control valve system produced with the aid of map-based design, or at least the flow-relevant interior of the air/oil separator systems or even the entire cylinder head cover. First, the switching behaviour of the control valve and the oil recirculation are checked. The pre-separator function is then tested with oil quantities of > 500 ml/h. A transparent functional sample enables the flow patterns, dead spaces and possible occurrence of oil lakes (in the aerosol test

mised design and high adaptability to the most varied engine applications and conditions as well as the tightest installation spaces. At present, the combination of coarse and fine oil separation with a combined Multitwister represents the smallest available complete system. Apart from labyrinths, (multi-)cyclones are the most widely used methods for oil mist separation, especially for fine oil separation. Disadvantages in terms of robustness, scalability and cost can be compensated for by the Multitwister system with the same level of performance. A complete development environment with CFD simulation, map-based development tools and laboratory and engine test benches for prototype verification is the prerequisite for a successful overall system design in the development of new crankcase venting systems.

5 Outlook
Thanks to the system's two-part design, new demands for pressure-dependent adaptation of the system to the engine-related working point, such as the controllability of oil separation performance and integrated emergency systems, can be implemented without great effort and are currently in the prototype stage. Series production of the flexible Multitwister system concept is scheduled for 2006 in Germany and the USA.

References
[1] Burkholz, A.: Droplet Separation. Weinheim: WileyVCH, 1989 [2] Ramachandran, G.; Raynor, P. C.; Leith, D.: Collection Efficiency and Pressure Drop for a Rotary-Flow Cyclone. In: Filtration & Separation, September/October 1994, p.631 - 636, Elsevier Science Ltd. 1994 [3] Greif, V.: Reduzierung des Druckverlustes von Zyklonabscheidern durch Rckgewinnung der Drallenergie sowie Abscheidung bei kleinen und kleinsten Staubbeladungen. Dissertation, Fortschr. Ber. VDIReihe 3 Nr. 470, Dsseldorf: VDI-Verlag, 1997 [4] Fiedler, H. E.: Turbulente Strmungen. Vorlesungsskript Mrz 2003, Technische Universitt Berlin, 2003 [5] Hoffmann, A. C., Stein, L. E.: Gas Cyclones and Swirl Tubes. Berlin: Springer-Verlag, 2002 [6] Anderson, J. D.: Computational Fluid Dynamics: McGraw-Hill Inc., 1995 [7] Fluent Version 6.2.16 & Gambit Version 2.2.30, Fluent Inc., Fluent Users Manual, 2005 [8] Bastias, P., et. al.: Air/Oil Separation in Cylinder Head Covers. Warrendale: SAE International, 2004

4 Summary
The Multitwister described in this article represents a high-performance air/oil separator system for the precipitation of fine oil particles from the blow-by gas, and simultaneously combines robustness, cost-optiMTZ 12/2005 Volume 66 19