DE102017222770A1 - Method for operating a crankcase ventilation device of an internal combustion engine for a motor vehicle, and an internal combustion engine with such a crankcase ventilation device - Google Patents

Abstract

The invention relates to a method for operating a crankcase ventilation device (33) of an internal combustion engine (1) for a motor vehicle, in which at least one of a fluid (12) from a crankcase (3) of the internal combustion engine (1) flow cross section (Q) of the Fluid (12) can be flowed through the vent line (34) of the Kurbelgehäuseentlüftungseinrichtung (33) by means of at least one in the vent line (34) arranged valve element (36) is adjusted, wherein the flow cross-section (Q) by means of the valve element (36) in dependence on at least one engine load and / or engine speed-dependent variable is regulated by means of a closed loop and thereby adjusted.

Description

The invention relates to a method for operating a crankcase ventilation device of an internal combustion engine for a motor vehicle according to the preamble of patent claim 1 and to an internal combustion engine with such a crankcase ventilation device according to the preamble of patent claim 5.

The DE 103 10 452 A1 discloses a crankcase ventilation device of an internal combustion engine having at least one vent line for discharging blow-by gas from a crankcase of the internal combustion engine. The blow-by gas is a gas or gas mixture which comprises or contains at least one gas, in particular exhaust gas of the internal combustion engine, water and oil, in particular lubricating oil. The blow-by gas is removed from the crankcase by means of the vent line to prevent excessive pressure rise in the crankcase.

In addition, the disclosed DE 103 00 592 A1 a method for operating an internal combustion engine with an internal combustion engine and with an actuator in an air supply for adjusting an air mass to be supplied to the internal combustion engines, which allows a diagnosis of leaks in the air supply. In this case, a position of the actuator is adapted by means of a long-term adaptation for compensation of longer-term factors influencing the position of the actuator. In the long-term adaptation, a long-term adaptation value for the position of the actuator is formed as a function of a minimum short-time adaptation value for the position of the actuator formed during the short-term adaptation. Depending on the long-term adaptation value, a leak in the air supply is diagnosed.

Object of the present invention is to provide a method and a crankcase ventilation device for an internal combustion engine, so that a particularly advantageous crankcase ventilation can be realized.

This object is achieved by a method having the features of patent claim 1 and by an internal combustion engine having the features of patent claim 5. Advantageous embodiments of the invention are the subject of the dependent claims.

A first aspect of the invention relates to a method for operating a crankcase ventilation device of an internal combustion engine for a motor vehicle, in particular for a motor vehicle such as a passenger car. In the method, at least one of a fluid from a crankcase of the example designed as a reciprocating engine internal flow cross-section of a through-flow of the fluid vent line of the crankcase ventilation device is adjusted by means of at least one arranged in the vent line valve element. In other words, for example, the fluid is removed by means of the vent line from the crankcase, so that the fluid flows through the vent line. In this case, the vent line has at least one flow cross-section through which the fluid can pass, which is set, that is, varied or changed, by means of the valve element.

In order to vent the crankcase particularly advantageous and thus to realize a particularly advantageous crankcase ventilation, it is inventively provided that the flow cross-section is controlled by means of the valve element in dependence on at least one motor load and / or engine speed-dependent variable by means of a closed loop and thereby adjusted. The engine load and / or engine speed-dependent variable is, as their name implies, dependent on a particular current load of the engine also called engine, the load, in particular via an example designed as a crankshaft output shaft of the engine, provides and thus with or at this load is operated. By the feature that the quantity is dependent on the load and / or the speed of the internal combustion engine, it can be understood, in particular, that the variable varies as the load varies. This means that changes in the load of the internal combustion engine, for example, are accompanied by changes in size or changes in size. By taking into account the size in the adjustment of the flow cross-section and the fact that the flow cross-section is not easily controlled, but regulated by means of a closed loop as a function of the size, the size of the crankcase ventilation is taken into account, so that the crankcase vented effectively and efficiently as needed can be. In particular, excessively large and small, thus impermissible, pressure values in the crankcase can be avoided.

The crankcase ventilation device has, for example, at least one introduction point at which the fluid flowing through the ventilation line and also referred to as blow-by gas or at least blow-by gas can be introduced or introduced into an air line of an intake tract of the internal combustion engine through which air can flow, at least where the blow by-gas or the fluid may comprise a gas or may be a gas. Furthermore, the blow-by gas or the fluid may comprise or be at least one liquid such as water. The intake duct or the air duct, which is also referred to as intake manifold or air distributor, leads, for example, the air flowing through the intake duct to at least one and in particular into at least one combustion chamber, for example designed as a cylinder of the internal combustion engine. The invention is based on the finding that the crankcase ventilation depends at least on a pressure difference between the point of introduction and the crankcase, in particular a space of the crankcase. From the room, the fluid is discharged. For example, at least one compressor for compressing the intake air flowing through the air line may be arranged in the air line. The inlet point is preferably upstream of the compressor, that is arranged in front of the compressor.

By means of the method according to the invention, the pressure difference according to the engine load and / or engine speed-dependent size and thus according to the load of the internal combustion engine, also referred to as engine load, can be adjusted. This is advantageous insofar as the pressure difference can depend on the load or can be influenced, which can now be taken into account by the method according to the invention.

The arranged in the vent line valve element may be constructed differently. The valve element may, for example, in principle be designed as an automatic adjusting unit which, for example, adjusts the flow cross-section, in particular solely and solely, based on the pressure difference and / or on the basis of a pressure ratio prevailing in an intake tract of the internal combustion engine and / or on the basis of an air flow in the intake tract. Furthermore, it is conceivable in principle that the valve element is designed as a control unit which adjusts the flow cross-section and thus respective flow rates of the fluid through the vent line via a characteristic diagram. Preferably and according to the invention, a closed and active regulation of the flow cross section is provided via the valve element, so that the valve element and via this the flow cross section is regulated by means of the closed control loop as a function of the engine load and / or engine speed dependent variable. The active control can, for example, depending on the pressure difference, that is, for example, depending on respective, in particular mutually different values of the pressure difference cause adjustments of the valve element, whereby the flow cross-section is adjusted or adjusted. The engine load and / or engine speed-dependent variable is or comprises, for example, at least the pressure difference, which can be measured, for example, by means of at least one sensor, in particular a pressure sensor, and / or calculated by means of an electronic computing device.

For active control of the valve element and thus the flow cross-section, an actuator is provided, for example, which is electrically operable, for example. In this case, the valve element is designed for example as a flap which is pivotable relative to the vent line about a pivot axis. By means of the valve element, the flow cross-section can be adjusted, in particular by the fact that the valve element moves relative to the vent line, in particular pivoted, is. The valve element is by means of the actuator, in particular relative to the vent line, movable, in particular pivotable. As part of the active control, for example, the actuator is controlled by the closed loop, in particular by means of the electronic computing device also referred to as a control unit. In order to set or adjust the flow cross-section, for example, the control unit controls the actuator, in particular electrically, whereby the actuator is controlled by means of the control unit. As a result, the valve element is moved by means of the control device via the actuator and thus regulated, so that the flow cross-section is adjusted regulated, in dependence on the size and by means of the closed control loop.

It is conceivable that the valve element is installed in and / or on an exhaust gas turbocharger, which comprises, for example, the above-mentioned compressor. The air, which is compressed by the compressor, is also referred to as charge air. The intake tract comprises, for example, a charge air duct for guiding the charge air, wherein the charge air duct is formed, for example, by the air duct. It is conceivable that the valve element is at least partially arranged or installed in the charge air duct. Furthermore, it is possible that the valve element is installed in a separate housing of the charge air guide. In the context of the invention, the valve element is arranged in particular in the example designated as a blow-by line vent line.

In an advantageous embodiment of the invention, the valve element, in particular in response to at least one or the engine load and / or engine speed-dependent variable and / or a temperature of the internal combustion engine to be supplied air is heated. As a result, icing of the valve element, in particular at low outside temperatures, can be avoided. The engine load and / or engine speed-dependent variable on whose Based on the valve element, in particular active, is heated, may be the engine load and / or engine speed dependent size, on the basis of the flow cross-section is controlled, or the size on the basis of the valve element, in particular active, is heated, may be a size which is different from the size, based on the flow cross-section is regulated. For heating the valve element, for example, an electric or electrically operable heater is provided, by means of which the valve element is heated by means of electrical current. This consideration of the engine load when heating the valve element is particularly advantageous because then, for example, a sufficiently high temperature of the valve element can be achieved when the engine load is not sufficient for this purpose. As a result, for example, even when the engine load is low, icing of the valve element can be avoided. In particular, it is possible that by using the valve element with the heater, an additional, separate heating can be omitted, so that the number of parts and the cost can be kept particularly low. Alternatively or additionally, by the use of the valve element, for example, at least one non-return valve conventionally used, in particular in a full load path for full-load crankcase ventilation omitted. Furthermore, the valve element with direct or indirect charge air cooling is used.

A further embodiment is characterized in that a flushing line is fluidically connected to the vent line, which can be flowed through by air for flushing an adsorption filter of a tank venting device. In this case, a pressure sensor is arranged in the purge line, by means of which at least one pressure in the vent line is detected. By detecting the pressure prevailing in the vent line, a leakage in the vent line can be detected by means of a change in the pressure. The valve element can thus be used separately from or with the tank venting device, in particular in such a way that the pressure sensor, for example, which is used anyway in the vent line, is used to detect the pressure in the venting line. As a result, the vent line can be checked and monitored in a simple and cost-effective manner and thus diagnosed. By means of the pressure sensor, for example, a pressure prevailing in the purge line pressure can be detected, so that the pressure sensor has a double function. On the one hand, the purge line or the pressure prevailing therein can be monitored by means of the pressure sensor; on the other hand, the vent line and the pressure prevailing therein can be monitored by means of the pressure sensor. As a result, for example, both the vent line and the flushing line can be checked or monitored for respective leaks. In particular, it is conceivable that in the context of the method, a diagnostic function can be realized in a simple manner. Alternatively or additionally, for example, a pressure sensor conventionally used for use can be dispensed with, so that the number of parts and thus the weight can be kept particularly low.

Finally, it has proven to be particularly advantageous if the valve element is movable between a first position and a second position and open in the second position further than in the first position. In this case, the valve element is preferably moved to an associated spring element in an intermediate position between the positions, in which the valve element is opened with respect to the first position and further closed with respect to the second position. In the first position, the flow cross section has, for example, a first value, wherein the flow cross section in the second position has, for example, a second value different from the first value. The first value can be 0, so that the flow cross-section in the first position by means of the valve element, for example, closed or fluidly blocked, in particular so that no fluid can flow through the vent line. Alternatively, it is conceivable that the first value is greater than 0, so that the flow cross-section is opened in the first position, and so that in the first position fluid can flow through the vent line. The second value is greater than 0 and greater than the first value, so that the flow cross-section is opened in the second position and thereby opened or released further than in the first position. In the intermediate position, for example, the flow cross-section has a third value which is less than the second value and greater than the first value and greater than zero.

If, for example, the actuator is provided by means of which the valve element can be moved electrically at least into the first position and into the second position, so that the spring element is tensioned, for example, in the first position and in the second position, in particular is more taut than in the first Position and in the second position. In the first or second position, the spring element thus provides a spring force which acts on the valve element. In this case, for example, the valve element is held against the spring force by means of the actuator in the first or position. In particular, the valve element is thereby moved by means of the actuator in the first or second position and held in the first or second position, that the actuator is supplied with electric current. The Supplying the actuator with electric current is also referred to as energizing or energizing the actuator.

If, for example, the valve element is initially in the first or second position, and then the energization of the actuator is terminated, for example, the valve element is moved by means of the spring force and thus by means of the spring element from the first or second position into the intermediate position and in particular in the Held intermediate position. In other words, in a de-energized state of the actuator, that is, when the actuator is not supplied with electric current, the valve element is held in the intermediate position in which the flow cross-section is opened or released. This is advantageous in particular in the event of a power failure or in the case of a malfunction, as a result of which the actuator can not be supplied with electric current, so that the valve element can not be moved into the first or second position by means of the actuator. The valve element is then moved by means of the spring element in the intermediate position or held in the intermediate position in which the flow cross-section is open. As a result, even with such a power failure or in the case of such a malfunction, sufficient crankcase ventilation can be ensured so that the internal combustion engine, which is also referred to as the internal combustion engine, can still be operated in its fired mode. The spring element is thus used to realize an emergency function, in the context of which the valve element is moved in the event of a power failure in the intermediate position or held in the intermediate position, so that the flow cross-section is opened in the power failure. The emergency function calls for a power limitation of the internal combustion engine in the power failure or in the malfunction, so that the internal combustion engine with reduced power can be operated in their fired operation. As a result, for example, despite the malfunction, the motor vehicle can still be driven into a workshop by means of the internal combustion engine.

The first position is set, for example, when the internal combustion engine is operated with a first load or when the load of the internal combustion engine has a first load value that is greater than zero. The second position of the valve element is set, for example, when the internal combustion engine is operated with a second load different from the first load or when the load of the internal combustion engine has a second load value different from the first load value, which is greater than zero. In this case, the second load or the second load value can be greater or smaller than the first load or the first load value. In particular, the first load is a partial load of the internal combustion engine, with the second load being the full load of the internal combustion engine which is greater than the partial load. Furthermore, the first load may be the full load of the internal combustion engine, wherein the second load may be a partial load of the internal combustion engine which is lower than the full load.

A second aspect of the invention relates to an internal combustion engine for a motor vehicle, comprising a crankcase, with a crankcase ventilation device which has at least one vent line through which fluid can flow out of the crankcase for venting the crankcase, and with at least one valve element arranged in the vent line, by means of which one of the fluid flow-through flow cross-section of the vent line is adjustable.

In order to vent the crankcase particularly advantageous and thus to realize a particularly advantageous crankcase ventilation, it is inventively provided an electronic computing device which is adapted to an actuator for moving the valve element in response to at least one motor load and / or engine speed-dependent variable by means of a to control closed loop, thereby regulating the flow cross-section as a function of the engine load and / or engine speed-dependent variable by means of the closed loop. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

According to one embodiment, the valve element is provided with an electrically operable heater, by means of which the valve element can be heated electrically. As a result, icing of the valve element can be avoided, so that even at low outside temperatures, an advantageous crankcase ventilation can be realized. According to a further embodiment, a flushing line which is fluidically connected to the ventilation line is provided, through which air can flow for flushing an adsorption filter of a tank ventilation device. In the purge line, a pressure sensor is preferably arranged, by means of which at least one pressure in the vent line can be detected. The already used for use pressure sensor is thus used to detect a prevailing in the vent line pressure. As a result, the vent line, in particular leakages, can be monitored without the need for an additional, separate pressure sensor.

Preferably, the purge line opens into the vent line. This has the advantage that then the flushing line is connected via the vent line, in particular at the aforementioned point of introduction to the air line or can be, so that, for example, at the point of introduction both the fluid flowing through the vent line and a flushing line through and flowing example of the Adsorption filter coming and possibly unburned hydrocarbons contained purge gas can flow into the air line. Thus, both the vent line and the purge line can be inexpensively connected to the air line. Both components of the fluid from the vent line and also components of the purge gas from the purge line can then be supplied via the introduction point to at least one combustion chamber of the internal combustion engine without reaching its surroundings unburnt.

In a particularly advantageous embodiment of the invention, the valve element is movable by means of the actuator between a first position and a second position. In addition, the valve element, which is opened in the second position further than in the first position, a spring element assigned by means of which the valve element with currentless actuator, that is, when a supply of the actuator with electric current is omitted, in between the positions lying intermediate position to move and hold in the intermediate position, in which the valve element is opened with respect to the first position further and closed relative to the second position on. As a result, the internal combustion engine is equipped with the aforementioned emergency function, which always enables crankcase ventilation and optionally requests an engine power limitation in the event of a fault.

The internal combustion engine preferably has at least one ventilation line provided in addition to the ventilation line and through which air can flow, by means of which the air flowing through the ventilation line can be introduced into the crankcase. Thereby, the blow-by gas, which is present in the crankcase, derived from the crankcase via the vent line. In addition, the ventilation can prevent excessive negative pressure in the crankcase.

• 1 eine schematische Darstellung einer ersten Ausführungsform eines erfindungsgemäßen Verbrennungsmotors für ein Kraftfahrzeug;
• 2 eine schematische Darstellung einer zweiten Ausführungsform des Verbrennungsmotors;
• 3 ausschnittsweise eine schematische Schnittansicht einer dritten Ausführungsform des Verbrennungsmotors;
• 4 ausschnittsweise eine schematische Schnittansicht einer vierten Ausführungsform des Verbrennungsmotors; und
• 5 ausschnittsweise eine schematische Schnittansicht eines Verbrennungsmotors für ein Kraftfahrzeug.

Further details of the invention will become apparent from the following description of preferred embodiments with the accompanying drawings. Showing:

• 1 a schematic representation of a first embodiment of an internal combustion engine according to the invention for a motor vehicle;
• 2 a schematic representation of a second embodiment of the internal combustion engine;
• 3 a schematic sectional view of a third embodiment of the internal combustion engine;
• 4 a fragmentary sectional view of a fourth embodiment of the internal combustion engine; and
• 5 a detail of a schematic sectional view of an internal combustion engine for a motor vehicle.

In the figures, the same or functionally identical elements are provided with the same reference numerals.

1 shows a schematic representation of a first embodiment of an internal combustion engine 1 a motor vehicle, which by means of the internal combustion engine 1 is drivable. The internal combustion engine 1 has a cylindrical combustion chamber 2 on, which by a trained as a cylinder crankcase crankcase 3 of the internal combustion engine 1 is limited. The side is the combustion chamber 2 in particular by a cylinder wall 4 limited. The internal combustion engine 1 is designed as a reciprocating engine and has at least one piston 5 on, which translationally movable in the combustion chamber, also referred to as a cylinder 2 is received and in its radial direction on the cylinder wall 4 can support when he is in the combustion chamber 2 cyclically translationally moved, in other words reciprocated.

The internal combustion engine 1 includes an output shaft 6 which is designed in particular as a crankshaft and which is rotatable on the crankcase 3 is arranged or stored. The output shaft 6 is at least partially in one through the crankcase 3 at least partially limited crank space 7 rotatably received. The piston 5 is over a connecting rod 8th with the output shaft 6 coupled, in particular articulated, so that the translational movements of the piston 5 a rotational movement of the output shaft 6 causes.

Furthermore, the internal combustion engine includes 1 one with the crankcase 3 connected oil pan 9 , The oil pan 9 serves as a container for holding oil 10 For example, lubricating oil or engine oil. This allows the respective lubrication points of the internal combustion engine 1 in operation with the oil 10 be supplied so that the lubrication points or the internal combustion engine 1 lubricated and / or cooled. At a standstill internal combustion engine 1 can the oil 10 under formation of an oil sump 11 collect. During a fired operation of the internal combustion engine 1 be the combustion chamber 2 a fuel for operating the internal combustion engine 1 and air supplied, so in the combustion chamber 2 a fuel-air mixture is created. This fuel-air mixture is ignited, in particular by spark ignition, and thereby burned, resulting in exhaust gas of the internal combustion engine 1 arises. During a cold start and warm-up phase, during which the engine 1 has only low temperatures, can arise during combustion of the fuel-air mixture water.

When in the combustion chamber 2 Due to the combustion of the fuel-air mixture high pressures arise, at least a portion of the exhaust gas or combustion products between the piston 5 and the cylinder wall 4 through in the crankcase 7 of the crankcase 3 stream. This between the cylinder wall 4 and the piston 5 through into the crank room 7 flowing exhaust gas is also referred to as blow-by gas, which in the following simply as fluid 12 referred to as. That in the crank room 7 flowing exhaust gas may include at least a portion of the water resulting from the combustion and at least a portion of the oil 10 , by means of which the cylinder wall 4 wets, take and thus into the crankcase 7 promote. As a result, the blow-by gas, which is also referred to as a vent gas, for example, at least exhaust, fuel, water and oil. The remaining exhaust gas can, for example, from the combustion chamber 2 emanate and is from the internal combustion engine 1 dissipated. That between the cylinder wall 4 and the piston 5 through into the crank room 7 flowing blow-by-gas (fluid 12 ) is in 1 also by arrows 13 shown.

At the top is the combustion chamber 2 through a combustion chamber roof 14 limited, at the at least one inlet valve 15 and at least one exhaust valve 16 are arranged and that with the crankcase 3 over the cylinder wall 4 connected is. The combustion chamber roof 14 is through a cylinder head 57 of the internal combustion engine 1 formed, with the cylinder head 57 on one of the crankcases 3 facing away and, for example, upward-facing side by means of a cylinder head cover 35 at least partially covered and thus closed. The internal combustion engine 1 also has an at least from the air flow-through intake 17 on, by means of which the aforementioned air from the environment in the combustion chamber 2 to be led. It illustrates in 1 an arrow 18 in the intake system 17 incoming and the intake tract 17 flowing air through the intake tract 17 in the combustion chamber 2 to be led. It is in the intake 17 an air filter 19 arranged to filter the air. In addition, in the intake system 17 downstream of the air filter 19 a hot-film air mass meter (HFM) 20 , which is designed to measure the inflowing air mass.

The internal combustion engine 1 also has an exhaust gas turbocharger, which at least one of the exhaust gas of the internal combustion engine 1 drivable and not visible in the figures turbine and driven by the turbine and in the intake 17 arranged compressor 22 includes. Through the compressor 22 can the air, which is the intake tract 17 flows through, be compacted. By compressing the air, it is heated. Nevertheless, in order to realize high charging levels, is in the intake 17 downstream of the compressor 22 a charge air cooler 23 arranged, by means of which the means of the compressor 22 compressed and thus heated air is cooled. To one through the intake tract 17 Adjusting air mass or amount of air is in the intake 17 downstream of the intercooler 23 a throttle 24 arranged, by means of which, for example, a quantity of the combustion chamber 2 can be adjusted to be supplied air. The internal combustion engine 1 furthermore has at least one tank 25 for picking up a liquid fuel 26 for operating the internal combustion engine 1 on. The fuel 26 includes, for example, volatile components 27 , When the internal combustion engine 1 not operated, the liquid fuel 26 outgas so that the volatiles 27 of the fuel 26 a gas 28 form. This gas 28 can be in the tank 25 collect and has, for example, unburned hydrocarbons (HC).

To outgass the fuel 26 resulting, excessive pressure rise in the tank 25 to avoid is at least one tank venting device 29 with at least one vent line 58 provided by means of which at least a portion of the gas 28 from the tank 25 for example, designed as an activated carbon filter adsorption 31 can be directed. It can be in the gas 28 contained unburned hydrocarbons by means of the adsorption filter 31 adsorbed and thereby retained. After that, the gas can 28 The environment can be discharged without an excessive amount of unburned hydrocarbons reach the environment. To the adsorption filter 31 To regenerate, this is traversed by air in the form of purge air, which via a purge line 32 from the intake tract 17 at a branch point A is branched off. In other words, the purge line 32 of air for purging the adsorption filter 31 the tank venting device 29 flow through. The purge air can be the adsorption filter 31 flow through and thereby take the recorded in the adsorption filter unburned hydrocarbons and - like will be explained below - in the intake 17 to lead. Then the hydrocarbons can be removed from the adsorption filter 31 in the combustion chamber 2 get there and be burned there. In the flushing line 32 is a purge valve 59 received, by means of which a lot of the flushing line 32 and the adsorption filter 31 flowing purging air is adjustable. Furthermore, one is in the flushing line 32 arranged pressure sensor 49 provided by means of which at least one pressure in the purge line 32 is detected or recorded.

To get an excessive, out of the fluid 12 resulting pressure increase in the crankcase 7 and thus in the crankcase 3 To avoid, the internal combustion engine points 1 one in total with 33 designated crankcase ventilation on. The crankcase ventilation device 33 is a venting device, by means of which the crankcase 3 , especially the crankcase 7 , can be vented. For this purpose, the crankcase ventilation device 33 at least one vent line 34 on, by means of which at least part of the blow-by gas (fluid 12 ) from the crankcase 7 and thus from the crankcase 3 is deductible. Here is the cylinder head cover 35 in the vent line 34 arranged so that the blow-by gas from the crank chamber 7 discharged and through the cylinder head cover 35 is passed.

The one with the cylinder head cover 35 and about this with the crank room 7 fluidly connected vent line 34 on the other hand, with the intake tract 17 at a discharge point e connected so that the vent line 34 at the discharge point e in the intake tract 17 empties. This may cause the vent line 34 flowing fluid 12 from the crank room 7 at the discharge point e from the vent line 34 out and into the intake tract 17 inflow, which also referred to as crankcase ventilation ventilation of the crankcase 3 is feasible. The discharge point e is in the intake tract 17 upstream of the compressor 22 arranged. The crankcase ventilation device 33 is for example by the arrangement of their discharge point e depending on pressure conditions or pressure differences that exist between an upstream of the compressor 22 and for example at the discharge point e prevailing first pressure and one downstream of the compressor 22 and upstream of the throttle 24 in the intake tract 17 prevailing second pressure. The pressure in front of the compressor 22 is by means of a pressure sensor 30 and the pressure in front of the throttle 24 is by means of a pressure sensor 56 measured. A downstream of the compressor 22 and upstream of the throttle 24 in the intake tract prevailing pressure, for example by means of a pressure sensor 30 detected. Alternatively or additionally, for example, a downstream of the compressor 22 and downstream of the throttle 24 and upstream of the combustion chamber 2 in the intake tract prevailing pressure by means of the pressure sensor 56 detected. The at the discharge point e prevailing pressure, for example, in the first embodiment by means of the pressure sensor 49 be recorded.

The crankcase ventilation device 33 includes one in the vent line 34 arranged valve element 36 by means of which one of the from the crankcase 7 permeable flow cross section of the vent line 34 is adjustable or in the context of a method for operating the crankcase ventilation device 33 is set.

To now the crankcase 3 vent particularly advantageous and thus to realize a particularly advantageous crankcase ventilation, it is inventively provided that the flow cross section by means of the valve element 36 as a function of at least one engine load and / or engine speed-dependent variable is regulated by means of a closed control loop and thereby adjusted. The engine load and / or engine speed-dependent variable is dependent on a particular current load of the engine, also referred to as an engine 1 which provides the load, in particular via its output shaft, which is designed, for example, as a crankshaft, and is thus operated with or at this load. This includes the internal combustion engine 1 an electronic computing device, also referred to as a control device 37 , which is adapted to an actuator 38 for moving the valve element 36 as a function of the engine load and / or engine speed-dependent variable by means of the closed loop control, thereby regulating the flow cross-section as a function of the engine load and / or engine speed-dependent variable by means of the closed loop.

The engine load and / or engine speed-dependent variable is, for example, by means of a sensor of the internal combustion engine 1 detected and / or calculated by means of the control unit and varies, for example, with the load of the internal combustion engine 1 , Thus, in adjusting the flow area, the varying load of the engine becomes 1 considered, the varying load, for example, on the aforementioned pressure differences. In particular, the engine load and / or engine speed-dependent variable may be the load of the internal combustion engine, which is also referred to as the internal combustion engine 1 act directly, or it is a dependent on the load, but of the load itself different size.

In order to realize a particularly advantageous crankcase ventilation, an in 1 particularly schematically illustrated and preferably electrically operated heating 44 provided, by means of which the valve element 36 , in particular as a function of one or the engine load and / or engine speed-dependent variable and / or a temperature of the internal combustion engine 1 heated air to be supplied. By this heating of the valve element 36 For example, at low outside temperatures, a freezing or icing of the valve element 36 be avoided, whereby even at low outdoor temperatures venting of the crankcase 3 can be guaranteed. The heating system 44 is for example part of a component 60 that at least the heating 44 includes. The component 60 may further comprise a connection element, by means of which the vent line 34 to the intake tract 17 connected and thus fluidly with the intake 17 connected is. Alternatively or additionally, the component 60 a check valve, by means of which, for example, an undesirable flow from the intake tract 17 in the vent line 34 can be avoided.

Furthermore, it is provided in the first embodiment that the purge line 32 by means of a connection element 50 fluidic with the vent line 34 is connected, so that in the first embodiment, the purge line 32 over the connection element 50 in the vent line 34 opens, in particular at an upstream of the component 60 and downstream of the valve element 36 arranged location of the vent line 34 , The flushing line 32 is thus in the first embodiment by switching the vent line 34 and thus in particular via the component 60 or their connection element at the discharge point e with the intake tract 17 connected, so at the discharge point e not only the vent line 34 flowing fluid 12 but also the purge gas in the intake tract 17 can flow in. In the first embodiment, therefore, the same or the same connection element, in particular the component 60 used the breather pipe 34 and over the vent line 34 the purge line 32 to the intake tract 17 to join. Thus, for example, at the discharge point e or at the intake 17 only one port is required to connect both the vent line through this port 34 as well as the flushing line 32 fluidic with the intake tract 17 connect to.

The pressure sensor 49 is also used to one in the vent line 34 to capture prevailing pressure. In other words, by means of the pressure sensor 49 both in the flushing line 32 as well as one in the vent line 34 ruling pressure detectable, so that by means of one and the same pressure sensor 49 both a pressure in the vent line 34 as well as in pressure in the flushing line 32 can be detected. On the basis of the pressure sensor 49 detected pressure can respective leaks of the purge line 32 and the vent line 34 be detected, especially when there are unexpected fluctuations of the means of the pressure sensor 49 detected pressure or when such expected fluctuations of the pressure sensor 49 Absence of detected pressure. In the first embodiment, it is thus possible that of the purge line 32 and the vent line 34 common pressure sensor 49 to use both the purge line 32 as well as the vent line 34 to check for leakages and thus to monitor or diagnose. As a result, the number of parts and thus the costs can be kept particularly low. Furthermore, by means of the pressure sensor 49 over the vent line 34 the at the discharge point e prevailing pressure to be detected.

In addition, the internal combustion engine points 1 at least one in addition to the vent line 34 provided and by air from the intake tract 17 flow-through ventilation duct 45 on, for example, at a second branch point A2 fluidic with the intake tract 17 connected is. At the second junction A2 can be at least part of the intake tract 17 flowing air from the intake 17 out and into the ventilation line 45 flow. The in the ventilation line 45 Ingress of air can cause the ventilation duct 45 flow through and is by means of this to the crankcase 3 and especially in the crankcase 7 initiated. This means that the aeration pipe 45 air flowing through the vent line 45 in the crankcase 3 can be introduced. This allows the crankcase 3 or the crankcase 7 be vented, so that excessive negative pressure in the crankcase 7 can be avoided. The ventilation line 45 is via a check valve 47 with the crank room 7 connected, the check valve 47 to the crank room 7 opens and vent line 45 closes. This may cause an undesirable flow from the crankcase 7 in the ventilation line 45 be avoided. In addition, the ventilation line opens 45 via an example calibrated or set throttle 48 in the crankcase 7 so that the the aeration line 45 air flowing through the throttle 48 in the crankcase 7 is initiated or can be initiated.

2 shows a second embodiment of the internal combustion engine 1 , The second embodiment differs in particular from the first embodiment that the purge line 32 not over the vent line 34 but at one of the discharge point e different, additionally provided discharge point E2 to the intake system 17 connected and thus fluidly with the intake tract 17 connected is. The vent line 34 is used in particular for venting the crankcase 3 at full load of the internal combustion engine 1 used, so so the vent line 34 used to realize a full load crankcase ventilation.

In the first embodiment and the second embodiment, the crankcase ventilation device comprises 33 one in addition to the vent line 34 provided vent line 61 , which for the realization of a ventilation of the crankcase 3 at partial load of the internal combustion engine 1 is being used. In other words we have the vent line 61 used for the realization of a partial load crankcase ventilation. The vent line 61 branches from the cylinder head cover 35 and ends at a third discharge point E3 in the intake tract 17 , where the third point of introduction E3 downstream of the discharge points e and E2 in particular downstream of the compressor 22 and downstream of the throttle 24 is arranged. Here is the discharge point e upstream of the compressor 22 arranged.

3 shows a detail of a third embodiment of the internal combustion engine 1 , In the third embodiment, the valve element 36 , which is also referred to simply as a valve, for example, designed as a poppet valve. The actor 38 is designed, for example, as a coil, in particular as a magnet coil, or comprises at least one such coil, in particular a magnet coil. By means of the actuator 38 can the valve element 36 be moved by that the actuator 38 is supplied with electrical energy or electric power, in particular via the control unit (electronic computing device 37 ). In other words, as part of a means of electronic computing device 37 caused activation of the actuator 38 this via the electronic computing device 37 supplied with electrical energy or electrical power, this supply to the actuator 38 with electric power by means of the electronic computing device 37 is regulated. As a result, the actuator 38 by means of the electronic computing device 37 regulated on the basis of the closed loop, whereby the valve element 36 about the actor 38 from the electronic computing device 37 depending on the engine load and / or engine speed-dependent size and thereby regulated on the basis of the closed loop. As a result, the flow cross section of the vent line 34 regulated as a function of the size by means of the closed loop, that is set regulated and thus varied regulated.

In the third embodiment, the valve element 36 , in particular by means of the actuator 38 , between a first position S1 and a second position S2 , in particular relative to the intake tract 17 and / or relative to the vent line 34 , translationally movable. This means that the valve element 36 by means of the actuator 38 That is, by means of the electronic computing device 37 about the actor 38 in the positions S1 and S2 is movable. The valve element 36 In addition, in one between the positions S1 and S2 lying intermediate position Z be moved so that the valve element 36 between the first position S1 , the second position S2 and the intermediate position Z , in particular translationally, can be moved back and forth.

Furthermore, the valve element 36 a spring element 41 assigned, which is formed for example as a helical spring. The spring element 41 is, for example, on the one hand at least indirectly, in particular directly, on the valve element 36 and on the other hand at least indirectly, in particular directly, at the vent line 34 and / or the intake tract 17 and / or the purge line 32 supported. Besides, it is off 3 recognizable that the valve element 36 in the second position S2 is open further than in the first position S1 , In the intermediate position Z is the valve element 36 opposite the first position S1 further opened and closed to the second position on. This means that the flow cross-section of the vent line 34 in the first position S1 a first value, in the second position S2 a second value and in the intermediate position Z has a third value. The first value can be zero, so for example in the first position S1 the flow cross section or the vent line 34 is fluidly locked. Then, for example, no fluid 12 more through the vent line 34 or flow through the flow cross section. Alternatively, it is conceivable that the first value is greater than zero, so that in the first position S1 the flow cross-section is released and so is the fluid 12 from the crank room 7 can flow through the flow cross-section. The second value is greater than zero and greater than the first value. The third value is greater than zero, greater than the first value and less than the second value.

The spring element 41 is in the first position S1 and in the second position S2 more tense than in the intermediate position Z , Thus, the spring element 41 in the first position S1 or in the second position S2 a spring force ready, which in the first position S1 or in the second position S2 on the valve element 36 at least indirectly, especially directly, acts.

The previously described supplying the actuator 38 With electric current is also called Bestromen or energization of the actuator 38 designated. By such energization of the actuator 38 can the valve element 36 from the intermediate position Z in the first position S1 or in the second position S2 to be moved. In particular, the valve element 36 by energizing the actuator 38 in the respective position S1 respectively S2 moves and thereby at least temporarily against the spring force in the respective position S1 respectively S2 being held. Will the energizing of the actor 38 finished, so can the spring element 41 at least partially relax, so that the valve element 36 by means of the spring force and thus by means of the spring element 41 from the respective position S1 respectively S2 in the intermediate position Z moved and in particular in the intermediate position Z is held.

Thus, for example, is there a power failure or a malfunction, so that the actuator 38 can no longer be supplied with electric current, that is, so that the actuator can no longer be energized, then the valve element 36 by means of the spring element 41 in the intermediate position Z moved and in particular in the intermediate position Z held. As a result, an emergency function is created, in whose framework in case of failure of the actuator 38 or in the event of a power failure, the valve element 36 in the intermediate position Z moved and in the intermediate position Z is held. Thus, even with such a power failure, the flow cross-section is released, so even in case of malfunction or power failure, the crankcase 3 can still be vented. As a result, the internal combustion engine 1 be operated in its fired operation, so that, for example, despite the malfunction or despite a power failure, the motor vehicle by means of the internal combustion engine 1 can be driven into a workshop.

Will the actor 38 not supplied with electrical current, that is not energized, so is the actuator 38 in his powerless state. Because in this de-energized state of the actuator 38 the valve element 36 by means of the spring element 41 in the intermediate position Z moved or in the intermediate position Z can be held, even in the de-energized state of the actuator 38 a pressure compensation, in particular between the crankcase 3 and the intake tract 17 , be ensured, so that even in de-energized state and thus in case of malfunction sufficient crankcase ventilation can be realized.

In the third embodiment, the valve element 36 a position sensor 62 assigned, by means of which respective positions, in which the valve element 36 is movable, can be detected. To these by means of the position sensor 62 detectable positions include the positions S1 and S2 and the intermediate position Z , The detection of the positions of the valve element 36 by means of the position sensor 62 is in 3 based on a diagram 63 illustrated on the abscissa 64 the positions also referred to as positions of the valve element 36 are applied. On the ordinate 65 of the diagram 63 For example, an electrical voltage is applied by the position sensor 62 in particular depending on the respective position of the valve element 36 provided. One in the diagram 63 registered history 66 illustrates that of the position sensor 62 provided electrical voltage as a function of the respective position of the valve element 36 , Overall, it can be seen that with varying position of the valve element 36 that from the position sensor 62 provided electrical voltage varies, so on the basis of the position sensor 62 provided electrical voltage, the respective position of the valve element 36 can be detected. The energizing of the actor 38 and thus its control or regulation takes place for example by means of pulse width modulations (PWM).

By using the position sensor 62 a diagnostic function can be realized. As part of the diagnostic function, a diagnosis is carried out, by means of which, for example, the valve element 36 and / or the actor 38 is diagnosed or monitored or checked. For example, is the internal combustion engine 1 deactivated so that it is stationary, this is the actuator 38 in its de-energized state, so that a pressure balance between the crank chamber 7 and the intake tract 17 There is no deflection of the valve element 36 is present. This means that in the de-energized state of the actuator 38 the valve element 36 the intermediate position Z occupies. As a result, there is no change in the position sensor 62 provided voltage or the position sensor 62 should be the intermediate position Z to capture. Will now the internal combustion engine 1 started, so by means of the compressor 22 the intake tract 17 is compressed by flowing air, so for example by this compression of the air at the discharge point e generates a negative pressure. This negative pressure causes, for example, during the actuator 38 is de-energized, a deflection or movement of the valve element 36 such that the valve element 36 from the intermediate position Z in the position S2 or in the direction of the position S2 is moved, especially if the also called blow-by line vent line 34 is tight and thus has no leakage. Is the vent line 34 However, open and thus has a leak, so takes place in spite of starting the internal combustion engine 1 in the de-energized state of the actuator 38 no or only slight deflection of the valve element 36 starting from the intermediate position Z , what through the position sensor 62 can be detected in particular by the fact that the position sensor 62 no or only insufficient deflection of the valve element 36 detected. As a result, may be due to leakage of the vent line 34 be inferred.

Furthermore, it is possible by means of the pressure sensor 49 both a leakage in the purge line 32 as well as a leak in the vent line 34 to detect, in case of error, for example, in a diagnostic system, an error can be output and / or stored. It is also in 3 a bypass line 67 recognizable by which at least a part of the vent line 34 flowing fluid can flow, wherein the bypass line 67 flowing through the valve element 36 or the discharge point e bypasses, that does not over the valve element 36 at the discharge point e in the intake tract 17 flows in, but for example, the bypass line 67 flowing part flows at one of the discharge point e different discharge point in the intake system 17 , in particular directly into the compressor 22 ,

4 shows a fourth embodiment, which differs from the third embodiment in particular in that in the fourth embodiment, the bypass line, also referred to as bypass or by-pass line 67 is not provided. Overall is off 3 and 4 recognizable, preferably an electrical or electronic control of the valve element 36 and thus the flow cross-section is provided, so that the flow cross-section can be controlled electronically as a function of the size by means of the closed control loop. Another difference between the fourth embodiment and the third embodiment is that the valve element 36 formed in the fourth embodiment as a flap, wherein the valve element 36 for adjusting the flow cross-section about a pivot axis 68 relative to the vent line 34 is pivotable.

5 shows a detail of an internal combustion engine, in particular characterized by the internal combustion engine 1 differs that according to 5 a particular purely mechanical adjustment of the flow cross-section is provided, wherein, for example according to 5 the flow cross-section, in particular solely and solely, is adjusted by the said pressure conditions. At the in 5 illustrated mechanical embodiment is achieved by the valve element 36 produces a pressure loss, wherein the valve element 36 For example, is designed as a rotatable and spring-loaded flap. The valve element 36 or the flap is at the designated as a blow-by discharge point discharge point e arranged. Does not flow any air through the intake tract 17 What is the case, for example, when the internal combustion engine according to 5 is deactivated, so takes the valve element 36 his basic position G on. With increasing air flow through the intake tract 17 the flap is increasingly closed and thus moves, for example, from its normal position G first in a position B1 and then into a position B2 so that the valve element 36 according to 5 for example, the position B2 at full load and the position B1 at partial load of the internal combustion engine according to 5 occupies. With increasing movement of the flap from the basic position G in or towards the position B2 For example, the pressure loss is reduced. Also at the in 5 illustrated mechanical variant, the valve element 36 , In particular its positions, by means of a position sensor 62 be checked, the position sensor 62 for example, is designed as a position sensor, which is arranged for example on a swivelable with the flap shaft or axis to detect respective rotational positions of the axis or shaft and thus the flap. In 3 to 5 is the means of the valve element 36 adjustable and from the fluid 12 from the crank room 7 flow-through flow cross section of the vent line 34 each designated by Q.

The valve element 36 becomes in the internal combustion engine 1 used to the respective pressure ratio or the respective pressure difference between the crank chamber 7 and the discharge point e to influence, in particular to stop. This is done in the internal combustion engine 1 and thus in the embodiments of the Q designated flow cross-section of the vent line 34 set. In the fourth embodiment, for example, a flow-through of the air flow cross-section of the intake tract 17 by means of the valve element 36 affected. In particular, by means of the valve element 36 a pressure loss at the discharge point e be adjusted, thereby affecting said pressure ratio or said pressure difference. In the fourth embodiment, the valve element 36 For example, spring loaded and thereby between several positions C1 . C2 and C3 movable, in particular pivotable. In the respective position C2 respectively C3 For example, the spring element is more taut than in the position C1 so that the valve element 36 for example by means of the spring element from the respective position C2 respectively C3 in the position C1 is movable or is moved and in particular in the position C1 is held. Thus, for example, the valve element takes 36 according to 4 in de-energized state of the actuator 38 the position C1 a, because the valve element 36 by means of the spring element in the position C1 moved and in position C1 is held.

In the fourth embodiment, the actuator acts 38 for example, one with the valve element 36 pivoting axle or shaft, so by means of the actuator 38 the valve element 36 can be pivoted about the axis or shaft. In particular, the valve element takes 36 according to 5 the position C1 if no air through the intake system 17 flows. With increasing air flow through the intake tract 17 and in particular to the compressor 22 For example, the valve element 36 in the fourth embodiment by means of the actuator 38 and thus electrically successively closed and thus out of position C1 in or towards the position C3 moves, whereby, for example, the pressure loss is reduced. In the position C1 is for example the flow cross section Q through the valve element 36 further released as in the position C2 , in which the flow cross-section Q through the valve element 36 is released further than in the position C3 , The flow cross-section of the intake tract 17 behaves vice versa, so that, for example, the flow cross-section of the intake 17 in the position C2 through the valve element 36 is released further than in the position C1 , Furthermore, the flow cross section of the intake tract 17 in the position C3 through the valve element 36 further released as in the position C2 , The valve element 36 takes the position C3 for example, at full load of the internal combustion engine 1 on. At partial load of the internal combustion engine 1 takes the valve element 36 for example, the position C2 on.

Also in the fourth embodiment or according to 5 is a position sensor 62 provided by means of which, for example via the axis or via the shaft respective pivoting or rotational positions of the valve element 36 can be detected. To these by means of the position sensor 62 detectable pivot or rotational positions include in particular the position C1 . C2 and C3 or the positions G . B1 and B2 ,

A heating or heating of the valve element 36 can in the fourth embodiment, for example, by appropriate materials and a corresponding contacting of the valve element 36 , in particular the shaft or the axis, be realized. The heating of the valve element 36 can be realized, for example, that the valve element 36 is supplied directly with electrical power or to the valve element 36 directly an electrical voltage is applied. This will cause the valve element 36 for example, directly or even used as a resistance heating, which is characterized in that the electrical voltage directly to the valve element 36 is applied, heated. This can cause icing of the valve element 36 be avoided or such icing of the valve element 36 can be counteracted.

LIST OF REFERENCE NUMBERS

1

internal combustion engine

2

combustion chamber

3

crankcase

4

cylinder wall

5

piston

6

output shaft

7

crankcase

8th

connecting rod

9

oil pan

10

oil

11

oil sump

12

fluid

13

arrow

14

Combustion chamber roof

15

intake valve

16

outlet valve

17

intake system

18

arrow

19

air filter

20

Hot-film air mass meter

22

compressor

23

Intercooler

24

throttle

25

tank

26

fuel

27

ingredients

28

gas

29

Tank venting device

30

pressure sensor

31

adsorption

32

flushing line

33

Crankcase breather

34

vent line

35

Cylinder head cover

36

valve element

37

Electronic computing device

38

actuator

41

spring element

44

heater

45

vent line

47

check valve

48

throttle

49

pressure sensor

50

connecting element

56

temperature sensor

57

cylinder head

58

vent line

59

flush valve

60

component

61

vent line

62

position sensor

63

diagram

64

abscissa

65

ordinate

66

course

67

bypass line

68

swivel axis

A

branching point

A2

branching point

e

inlet point

E2

inlet point

E3

inlet point

B1

position

B2

position

B3

position

C1

position

C2

position

C3

position

G

basic position

Q

Flow area

Z

intermediate position

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 10310452 A1 [0002]
• DE 10300592 A1 [0003]

Claims (10)

Method for operating a crankcase ventilation device (33) of an internal combustion engine (1) for a motor vehicle, in which at least one of a fluid (12) from a crankcase (3) of the internal combustion engine (1) flow cross-section (Q) of the fluid (12) durchströmbaren vent line (34) of the Kurbelgehäuseentlüftungseinrichtung (33) by means of at least one in the vent line (34) arranged valve element (36) is set, characterized in that the flow cross-section (Q) by means of the valve element (36) in dependence on at least one engine load and / or engine speed-dependent variable is regulated by means of a closed loop and thereby adjusted. Method according to Claim 1 , characterized in that the valve element (36), in particular in response to at least one motor load and / or engine speed-dependent variable and / or a temperature of the internal combustion engine (1) to be supplied air, is heated. Method according to Claim 1 or 2 characterized by - a purge line (32) fluidly connected to the vent line (34) and permeable by air for purging an adsorption filter (31) of a tank venting device (29); and - a pressure sensor (49) arranged in the flushing line (32), by means of which at least one pressure in the venting line (34) is detected. Method according to one of the preceding claims, characterized in that between a first position (S1) and a second position (S2) movable valve element (36), which is further opened in the second position (S2) than in the first position (S1 ), by means of an associated spring element (41) in a between the positions (S1, S2) lying intermediate position (Z) is moved, in which the valve element (36) with respect to the first position (S1) further opened and compared to the second position (S2 ) is closed. Internal combustion engine (1) for a motor vehicle, with a crankcase (3), with a crankcase ventilation device (33) which has at least one ventilation line (34) through which the fluid (12) can flow out of the crankcase (3) for venting the crankcase (3), and with at least one valve element (36) arranged in the venting line (34), by means of which a flow cross-section (Q) of the venting line (34) through which the fluid (12) is adjustable, characterized by an electronic computing device (37) designed for this purpose is to control an actuator (38) for moving the valve element (36) in response to at least one motor load and / or engine speed-dependent variable by means of a closed loop, thereby the flow cross-section (Q) as a function of the engine load and / or engine speed-dependent size to regulate by means of the closed loop. Internal combustion engine (1) after Claim 5 , characterized in that the valve element (36) is provided with an electrically operable heater (44), by means of which the valve element (36) electrically heated. Internal combustion engine (1) after Claim 5 or 6 characterized by - a purge line (32) fluidly connected to the vent line (34) and permeable by air for purging an adsorption filter (31) of a tank venting device (29); and - in the flushing line (32) arranged pressure sensor (49), by means of which at least one pressure in the vent line (34) can be detected. Internal combustion engine (1) after Claim 7 , characterized in that the purge line (32) opens into the vent line (34). Internal combustion engine (1) according to one of Claims 5 to 8th , characterized in that by means of the actuator (38) between a first position (S1) and a second position (S2) movable valve element (36) which is further opened in the second position (S2) than in the first position (S1 ), a spring element (41) is assigned, by means of which the valve element (36) with currentless actuator (38) in an intermediate positions (S1, S2) lying intermediate position (Z) is to be held and in the intermediate position (Z), in which the valve element (36) is opened further in relation to the first position (S1) and is closed further in relation to the second position (S2). Internal combustion engine (1) according to one of Claims 5 to 9 , characterized in that the internal combustion engine (1) at least one in addition to the vent line (34) provided and can be flowed through by air ventilation line (45), by means of which the ventilation line (45) flowing through the air in the crankcase (3) can be introduced.

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