DE102019132079A1 - Device for venting the crankcase of an internal combustion engine - Google Patents

Abstract

A device for venting a crankcase of an internal combustion engine is described. The device comprises a feed line to a compressor which is set up to compress fresh air for the operation of the internal combustion engine. In addition, the device comprises a return line which is set up to conduct blow-by gas from the crankcase of the internal combustion engine. The feed line and / or the return line are designed such that at an inlet point at which the blow-by gas is fed to the fresh air, a flow direction of the blow-by gas and a flow direction of the fresh air have an angle of at most 45 ° or less to one another.

Description

The invention relates to a device for venting the crankcase of an internal combustion engine.

An internal combustion engine typically includes a crankcase ventilation system, via which so-called blow-by gases can be conducted from the crankcase back into the antechamber of the internal combustion engine in order to enable the internal combustion engine to operate with low emissions.

This document deals with the technical task of enabling the most reliable and energy-efficient recirculation of blow-by gases on an internal combustion engine.

The task is solved by the independent claim. Advantageous embodiments are described, inter alia, in the dependent claims. It is pointed out that additional features of a patent claim dependent on an independent patent claim without the features of the independent patent claim or only in combination with a subset of the features of the independent patent claim can form a separate invention independent of the combination of all features of the independent patent claim, which can be made the subject of an independent claim, a divisional application or a subsequent application. This applies equally to technical teachings described in the description, which can form an invention that is independent of the features of the independent patent claims.

According to one aspect, a device for venting a crankcase of an internal combustion engine (in particular an Otto engine) is described. The device can be designed to conduct blow-by gas (in particular a burned and / or unburned fuel-air mixture), which has entered the crankcase from the one or more cylinders of the internal combustion engine, out of the crankcase and again to the combustion process of the Supply internal combustion engine.

The device comprises a feed line to a compressor, the compressor being set up to compress fresh air for operating the internal combustion engine, in particular for the fuel-air mixture. The feed line to the compressor can comprise a fresh air line which is designed to guide fresh air (i.e. ambient air) from the surroundings of the device to the compressor. The fresh air line can be connected to a housing of the compressor, in particular to an opening in the housing of the compressor. The compressor can comprise a compressor wheel which is set up to compress the gas mixture (e.g. fresh air and possibly blow-by gas) at the inlet of the compressor wheel, and the internal combustion engine for a combustion process, in particular for the fuel-air mixture to be burned, to feed.

Furthermore, the device comprises a return line which is set up to conduct blow-by gas from the crankcase of the internal combustion engine. The blow-by gas can in particular be fed to the feed line to the compressor via the return line.

The feed line and / or the return line can be designed in such a way that at an inlet point at which the blow-by gas is fed to the fresh air, the direction of flow of the blow-by gas and the direction of flow of the fresh air are at an angle of at most 45 ° or less, in particular of at most 30 ° or less to each other. In a preferred example, the feed line and / or the return line are designed in such a way that the direction of flow of the blow-by gas and the direction of flow of the fresh air run parallel to one another at the inlet point. The main flow direction and / or the mean flow direction of the blow-by gas or the fresh air can be considered. The introduction point is typically the point at which the blow-by gas comes into contact with the fresh air for the first time in order to mix the blow-by gas with the fresh air.

The device is thus designed to supply the blow-by gas to the fresh air in such a way that the supply of the blow-by gas causes less turbulence or preferably no turbulence in the fresh air and / or the mixture of blow-by gas and fresh air. In this way, energy-efficient operation of the internal combustion engine can be made possible. Furthermore, a relatively high pressure gradient can be brought about on the return line, which enables the blow-by gas to be reliably discharged from the crankcase.

The device can comprise an antechamber which is arranged between the return line and the inlet point and is designed to deflect the blow-by gas coming from the return line in such a way that the flow direction of the blow-by gas at the inlet point by an angle of at most 45 ° or less, in particular of at most 30 ° or less, deviates from the direction of flow of the fresh air. In a preferred example, the blow-by gas is deflected through the antechamber in such a way that the (main and / or medium) flow direction of the blow-by gas and the (main and / or medium) flow direction of the fresh air are parallel at the inlet point run towards each other. By providing an antechamber for deflecting the blow-by gas, an adaptation of the flow direction of the blow-by gas to the flow direction of the fresh air can be effected in an efficient and reliable manner.

The return line can be arranged (at least in an area directly in front of the antechamber) essentially perpendicular to the feed line to the compressor. Alternatively or additionally, the direction of flow of the blow-by gas in the return line can deviate from the direction of flow of the fresh air in the feed line to the compressor by an angle of 60 ° or more, in particular 75 ° or more or 85% or more. The provision of an antechamber for deflecting the direction of flow of the blow-by gas thus enables an advantageous arrangement of the return line in terms of reducing the installation space required for the device.

The device can comprise a check valve which is designed to prevent blow-by gas from flowing back into the return line from the introduction point. The check valve can be arranged between the return line and the antechamber.

The check valve can thus be protected from direct contact with the (relatively cold) fresh air by the antechamber. Reliable protection against icing of the check valve can thus be provided by providing an antechamber.

The fresh air line for providing the fresh air can be connected at the inlet point to the housing of the compressor, in particular to the opening of the housing of the compressor. The inlet point for BlowBy gas can thus be formed by the transition between the fresh air line and the housing of the compressor. In this way, it can be effected in an efficient manner that the plane of the introduction point is arranged perpendicular to the direction of flow of the fresh air in order to supply the blow-by gas to the fresh air without causing turbulence and / or a detachment of the fluid dynamic boundary layer of the fresh air.

The fresh air line can be designed in such a way that an area of the fresh air line guiding the fresh air, starting from a circular cross section up to the inlet point, in particular flowing and / or continuous, merges into a cross section that is flattened on one side, in particular into a D-shaped cross section. The change in the cross-section of the fresh air line can take place in a deformation section of the fresh air line, the deformation section preferably directly adjoining the inlet point (and e.g. extending over 5-10 cm upstream from the inlet point). In other words, a (continuous and / or flowing) deformation of the cross section of the fresh air line can take place immediately in front of the introduction point. The profile of the fresh air line can be flattened on (exactly) one side so that this side forms the trunk of the letter “D” at the inlet point. On the other hand, the rest of the profile of the fresh air duct can remain unchanged and form the curve of the letter “D” at the inlet point. The profile of the fresh air-conducting area of the fresh air line can be gradually flattened along the deformation section. In this way, the fresh air line can be prepared for the introduction of the blow-by gas, in particular without causing turbulence and / or detachment of the fluid dynamic boundary layer of the fresh air in the deformation section.

The antechamber can have a complementary cross section, at least at the introduction point, which together with the D-shaped cross section of the fresh air-conducting area of the fresh air line forms a circular cross section. In a preferred example, the antechamber extends over the entire deformation section. Furthermore, the prechamber can be designed in such a way that the prechamber forms the respectively complementary cross section along the entire deformation section in order to form a circular cross section from the deformed cross section of the fresh air-conducting region of the fresh air line. The cross section of the antechamber can be sickle-shaped for this purpose. By providing an antechamber shaped in this way, a reliable deflection of the blow-by gas can be effected.

The opening of the housing of the compressor can have a circular cross section at the inlet point. The circular cross-section of the opening of the housing can correspond to the circular cross-section at the inlet point formed by the antechamber and by the area of the fresh air line that conducts fresh air. A reliable connection of the combined pre-chamber and fresh air line to the housing of the compressor can thus be achieved. Furthermore, it can be made possible in this way to efficiently connect the device described in this document to already existing compressors.

The fresh air line can be curved around a center of curvature in the deformation section, the center of curvature being arranged on the side of the fresh air line on which the fresh air line is flattened to the trunk of the D-shaped cross section of the fresh air leading area of the fresh air line form. A detachment of the fresh air flow from the inner wall of the fresh air line and the associated total pressure losses can thus be avoided in a particularly reliable manner. Furthermore, the driving static pressure gradient for the introduction of the blow-by gases from the return line can be increased, in particular maximized.

According to a further aspect, a (road) motor vehicle (in particular a passenger car or a truck or a bus or a motorcycle) is described which comprises an internal combustion engine and the device described in this document for venting the crankcase of the internal combustion engine.

It should be noted that the devices and systems described in this document can be used both alone and in combination with other devices and systems described in this document. Furthermore, any aspects of the devices and systems described in this document can be combined with one another in diverse ways. In particular, the features of the claims can be combined with one another in diverse ways.

• 1 ein beispielhaftes Abgassystem eines Fahrzeugs;
• 2a und 2b eine beispielhafte Vorrichtung zur Entlüftung des Kurbelgehäuses eines Verbrennungsmotors; und
• 3a und 3b eine beispielhafte Vorrichtung zur Entlüftung des Kurbelgehäuses eines Verbrennungsmotors, durch die eine optimierte Zuleitung von BlowBy-Gasen zu der Frischluft bewirkt wird.

The invention is described in more detail below on the basis of exemplary embodiments. Show it

• 1 an exemplary exhaust system of a vehicle;
• 2a and 2 B an exemplary device for venting the crankcase of an internal combustion engine; and
• 3a and 3b an exemplary device for venting the crankcase of an internal combustion engine, by means of which an optimized supply of blow-by gases to the fresh air is effected.

As stated at the beginning, the present document deals with the reliable and efficient recirculation of blow-by gases from an internal combustion engine. In this context shows 1 exemplary components of an exhaust system 100 of a vehicle. In particular shows 1 an internal combustion engine 101 of the vehicle, with exhaust gases 143 the combustion via the exit 121 from the combustion chamber of the internal combustion engine 101 reach. The exhaust gases 143 can be used to use an exhaust gas turbocharger or compressor 113 , 131 to drive. The turbocharger 113 , 131 , especially the compressor 113 , draws in charge air (also referred to as fresh air in this document) 141 at that in an intercooler 114 cooled and the internal combustion engine 101 can be fed. The exhaust gases from the internal combustion engine 101 are typically through a particulate filter 132 and a catalyst 102 out and out of the vehicle 100 directed.

At the entrance 116 of the internal combustion engine 101 A collector can be arranged in which on the basis of fresh air 141 a working gas is provided. The working gas is the internal combustion engine 101 supplied to in the combustion chamber (in particular in the one or more cylinders) of the internal combustion engine 101 to provide a fuel-gas mixture for a combustion process. The amount of fuel supplied is determined via the injection nozzles of the internal combustion engine 101 set.

The exhaust system 100 further comprises a throttle valve 115 that is set up, the amount of charge air 141 that at the entrance 116 of the internal combustion engine 101 is provided to adapt. It also includes the exhaust system 100 typically an intake air duct 112 , e.g. with an intake filter for fresh air 141 .

During the operation of the internal combustion engine 101 can (depending on the operating phase of the combustion engine 101 ) Part of the fuel-gas mixture, (possibly burned) residual gas and / or fresh air 141 in the one or more cylinders of the internal combustion engine 101 are pushed past the piston (in particular during the compression phase after or during the combustion, ie in particular in a phase with increased pressure within the one or more cylinders of the internal combustion engine 101 ). These gases (pushed past the piston) are often referred to as blow-by gas. The BlowBy gases can, as in 1 illustrated by the internal combustion engine 101 , in particular from the crankcase of the internal combustion engine 101 , via a return line 150 to the inlet of the compressor 113 and / or in the fresh air line 145 returned and thus fed back into the combustion process. So can the pollutant emissions of the internal combustion engine 101 be reduced.

To increase, in particular to optimize, the efficiency of the internal combustion engine 101 is typically a most even, turbulence-free and / or laminar flow to the compressor 113 advantageous. Furthermore, it is typically advantageous to reduce the overall pressure loss in the intake air duct 112 result (especially with regard to maximizing the motor efficiency) to reduce or eliminate as much as possible.

The point of introduction of the recirculated blow-by gas from the crankcase of the internal combustion engine 101 can, as in 1 shown, directly in front of the compressor 113 lie. So, due to the upstream one or more Elements of the intake air duct 112 A maximum pressure drop on the return line, in particular due to the air filter 150 be provided in order to cause a sufficiently high negative pressure in the crankcase for sucking off the blow-by gases, and in this way to enable reliable ventilation of the crankcase. On the other hand, the blow-by gases are introduced directly in front of the compressor 113 typically to turbulence and thus to increased pressure losses in the intake air duct 112 which reduces the motor efficiency.

The above-mentioned conflict of objectives between thermodynamic requirements and emission or component protection requirements is further exacerbated when the volume flow of the blow-by gas is increased by measures such as water injection or friction optimization in the tribological system in the internal combustion engine 101 is further increased.

As stated above, the path can 150 the crankcase ventilation (KGE), especially the path 150 for full load operation of the combustion engine 101 , directly in front of the compressor 113 connected to the static negative pressure on the compressor 113 to be used as a scavenging gradient for the blow-by gases from the crankcase. The 2a and 2 B show exemplary device 200 for venting the crankcase of an internal combustion engine 101 . In particular, they show 2a and 2 B exemplary discharge points 151 for blow-by gas 202 with a curved fresh air duct 145 ( 2a) or with a straight fresh air duct 145 ( 2 B) .

The discharge point 151 for blow-by gas 202 can in the fresh air line 145 or in the housing 201 of the compressor 113 , in front of or upstream of the compressor wheel of the compressor 113 be positioned. The BlowBy gases 202 flow at the discharge point 151 typically perpendicular to the main flow direction of the fresh air drawn in 141 and thus locally disrupt the fluid dynamic boundary layer of the fresh air 141 at the discharge point 151 , thereby reducing the total pressure loss on the fresh air line 145 up to the entrance of the compressor 113 is increased.

As a result of the pressure loss on the fresh air line 145 the pressure drop on the return line also decreases 150 for the BlowBy gases 202 . If the flushing gradient is not sufficient for the KGE, the pressure in the fresh air line can 145 can be reduced by throttling, which, however, typically reduces the thermodynamic efficiency of the internal combustion engine 101 is worsened.

To reliably prevent a leakage of BlowBy gases 202 on the return line 150 to be able to detect, can on the return line 150 a pressure sensor (not shown) can be arranged which is set up to measure the pressure on the return line 150 capture. Furthermore, you can directly at the discharge point 151 a check valve 203 be arranged, the check valve 203 is set up, a backflow of gases from the fresh air line 145 to the crankcase of the internal combustion engine 101 to prevent. Here is the check valve 203 preferably relatively close to the compressor 113 arranged so that the entire vacuum line 150 until immediately in front of the compressor 113 can be monitored with the pressure sensor.

At the discharge point 151 and in particular on the check valve 203 meets (especially in winter) relatively cold fresh air 141 Relatively hot and humid blow-by gases 202 . This can lead to the check valve icing up 203 lead, which must be avoided, to a blockage of the high-load path 150 for blow-by gases 202 and as a result overpressure in the crankcase and possible damage to the internal combustion engine's crankshaft seals 101 to prevent. To the check valve 203 A heated check valve can protect against icing 203 can be used, which, however, leads to increased costs and requires installation space, which is why a flow-favorable connection is difficult. Furthermore, it can be on the route between the check valve 203 and the compressor wheel 113 , especially at the discharge point 151 , further to icing and thus to a (partial) blockage of the return for blow-by gases 202 come. The risk of icing is further increased when the blow-by gases are loaded 202 is reinforced with water vapor by additional water injection.

Measures typically lead to a reduction in the pressure in the crankcase by lowering the static pressure at the discharge point 151 to an increase in the total pressure loss on the fresh air line 145 up to the compressor 113 . Furthermore, the integration of a heatable check valve (RSV) 203 the flow of fresh air due to the space required 141 and / or the BlowBy gases 202 affect. The RSV 203 preferably be positioned as close as possible to the fresh air flow to avoid potential deposits of blow-by gases 202 to reduce. However, this can lead to the fresh air being routed in the area close to the wall on the fresh air line 145 through the blow-by gases introduced 202 is disturbed, which increases the pressure loss and can negatively affect the flow to the compressor. In particular, the vertical influx of blow-by gases 202 in the boundary layer of the fresh air drawn in 141 typically increases the total pressure loss and, due to detachments, the static pressure, so that the possible purging gradient for blow-by gases 202 can usually not be used optimally. Furthermore, the disturbance of the fresh air flow promotes due to the shape of the inlet point 151 and, due to the local reduction in the flow velocity, typically a possible icing process. Especially discharge points 151 that results in a relatively strong curvature of the fresh air duct 141 are positioned so that the heated check valve 203 not everywhere up to the boundary layer of the fresh air 141 approach, typically have a relatively high tendency to freeze. The icing of the discharge point 151 can possibly clog the discharge point 151 which can lead to an increase in the crankcase pressure and even damage to the crankshaft oil seal. Furthermore, loosened ice lumps can damage the compressor wheel 113 to lead.

3a and 3b each show a device 200 for venting the crankcase of an internal combustion engine 101 with a discharge point 151 for blow-by gases 202 that are no longer located directly in one of the two components of the fresh air duct 145 or compressor 113 is located, but which is defined or formed by an interface between these two components. The BlowBy gases 202 are parallel to the fresh air drawn in 141 from a chamber 301 inside the clean air line 145 vertically into the opening of the housing 201 of the compressor 113 initiated.

The opening of the case 201 of the compressor 113 is designed so that the BlowBy gases 202 flow into a bulge provided for this purpose, which is drawn from the fresh air 141 is overflowed. The boundary layer dissolves at the end of the clean air line 145 without backflows and rests again at the end of the bulge, so that the static pressure of the detached boundary layer creates the scavenging gradient for the blow-by gases 202 certainly. The rinsing gradient can (as with a suction jet pump) by varying the flow velocity within the boundary layer of the fresh air 141 be adjusted.

It thus becomes a device 200 for venting a crankcase of an internal combustion engine 101 described. The device 200 includes a feed line 201 , 145 to a compressor 113 set up fresh air 141 for the operation of the internal combustion engine 101 to condense. The supply line 201 , 145 can in particular the fresh air line 145 for the fresh air 141 include. Furthermore, the supply line 201 , 145 possibly part of the housing 201 of the compressor 113 include (e.g. the part up to the compressor wheel of the compressor 113 ).

The device also includes 200 a return line 150 that is set up, BlowBy Gas 202 from the crankcase of the internal combustion engine 101 to conduct to the BlowBy gas 202 the compressor 113 to feed. The supply line 201 , 145 and / or the return line 150 are preferably designed such that at the discharge point 151 at which the BlowBy gas 202 the fresh air 141 is supplied, the (main and / or the middle) flow direction of the BlowBy gas 202 and the (main and / or middle) flow direction of the fresh air 141 have an angle of at most 45 ° or less, in particular of at most 30 ° or less, to one another. In a particularly preferred example, the (main and / or the middle) flow direction of the blow-by gas are 202 and the (main and / or middle) flow direction of the fresh air 141 at the discharge point 151 aligned parallel to each other.

Through the in the 3a and 3b The illustrated embodiments can be the conflict of objectives between the greatest possible static flushing gradient and the smallest possible total pressure loss on the fresh air line 145 can be optimally solved. Furthermore, the tendency to freeze in the area of the discharge point 151 be reduced, because relatively cold, fresh air drawn in 141 no longer hits the discharge point vertically 151 , the BlowBy gases laden with water 202 promotes. This means that no detachment bubble is formed by the blow-by gases introduced 202 , whereby a disturbance of the compressor flow is reduced or avoided entirely.

The optionally heated check valve 203 lies protected in the antechamber 301 the clean air line 145 and therefore has no direct contact with the fresh air flow. Blow-by gases loaded with water 202 only mix in the housing 201 of the compressor 113 with the fresh air 141 . Through the in the 3a and 3b shown discharge point 151 the flow onto edges, on which ice could form, can be reliably avoided. Furthermore, water can be reliably prevented from moving downstream from the RSV 203 collects.

In the lower part of the 3a and 3b are the cross section of the opening of the compressor housing 201 (Cross section AA) and the cross section of the fresh air line 145 (Cross section BB) at the discharge point 151 shown. From the 3a and 3b becomes the cross section of the antechamber 301 visible (with the antechamber 301 possibly within the fresh air line 145 is arranged). The antechamber 301 and the fresh air 141 leading area 302 the fresh air duct 145 can together form a circular cross-section. The antechamber 301 may have a sickle-shaped cross-section and the remaining cross-section for the area 302 for the fresh air 141 can have a D-shaped contour.

Using a D-shaped cross section for the area 302 for the fresh air 141 is particularly in conjunction with a relatively strong deflection between the clean air line 145 and the compressor wheel inlet is advantageous. To avoid detachment during the deflection, a relatively large deflection radius that remains constant across the main flow is typically advantageous. Based on a circular cross-section in the clean air line 145 corresponds to the requirement for a constant deflection radio with a D-shaped inner contour in the area of the maximum deflection. When the interface, that is, the discharge point 151 , between the clean air line 145 and the compressor housing 201 lies in the area of the maximum deflection, the area leading to the D-shaped inner contour of the fresh air can 302 opposite side as an antechamber 301 and thus as a discharge point 151 for the BlowBy gases 202 used so that the combined transfer point for fresh air 141 and blow-by gases 202 on the compressor side is circular again (as in the 3a and 3b shown). This simplifies the interface on the side of the compressor housing 201 and enables the use of uniform wall thicknesses. Furthermore, a particularly cost-efficient retrofitting can thus be made possible, since the compressor housing 201 can remain unchanged and only the clean air duct 145 is adjusted.

The present invention is not restricted to the exemplary embodiments shown. In particular, it should be noted that the description and the figures are only intended to illustrate the principle of the proposed devices and systems.

Claims (10)

Device (200) for venting a crankcase of an internal combustion engine (101); wherein the device comprises (200) - A feed line (201, 145) to a compressor (113) which is set up to compress fresh air (141) for the operation of the internal combustion engine (101); and - A return line (150) which is set up to conduct blow-by gas (202) from the crankcase of the internal combustion engine (101); wherein the supply line (201, 145) and / or the return line (150) are designed in such a way that at an inlet point (151) at which the BlowBy gas (202) is supplied to the fresh air (141), a flow direction of the BlowBy- Gas (202) and a flow direction of the fresh air (141) have an angle of at most 45 ° or less, in particular of at most 30 ° or less, to one another. Device (200) according to Claim 1 , wherein the device (200) comprises an antechamber (301) which is arranged between the return line (150) and the introduction point (151) and is designed to deflect the blow-by gas (202) coming from the return line (150) in such a way that the The direction of flow of the blow-by gas (202) at the inlet point (151) deviates from the direction of flow of the fresh air (141) by an angle of at most 45 ° or less, in particular by at most 30 ° or less. Device (200) according to Claim 2 wherein - the device (200) comprises a check valve (203) which is designed to prevent BlowBy gas (202) from flowing from the introduction point (151) back into the return line (150); and - the check valve (203) is arranged between the return line (150) and the antechamber (301). Device (200) according to one of the Claims 2 to 3rd wherein - the return line (150) is arranged essentially perpendicular to the feed line (201, 145) to the compressor (113); and / or - the direction of flow of the blow-by gas (202) in the return line (150) at an angle of 60 ° or more, in particular 75 ° or more, from the direction of flow of the fresh air (141) in the supply line (201, 145) ) differs from the compressor (113). Device (200) according to one of the preceding claims, wherein - The feed line (201, 145) to the compressor (113) comprises a fresh air line (145) which is designed to guide fresh air (141) from the surroundings of the device (200) to the compressor (113); and - The fresh air line (145) is connected to a housing (201) of the compressor (113) at the introduction point (151). Device (200) according to Claim 5 with reference to Claims 2 to 4th , wherein the fresh air line (145) is designed in such a way that - a region (302) of the fresh air line (145) guiding the fresh air (141) starting from a circular cross section up to the inlet point (151), in particular flowing and / or steady, in a D-shaped cross section merges; and - the antechamber (301) has a complementary cross section, at least at the inlet point (151), which together with the D-shaped cross section of the fresh air (141) leading region (302) of the fresh air line (145) forms a circular cross section. Device (200) according to Claim 6 - The change in the cross section of the fresh air line (145) takes place in a deformation section of the fresh air line (145) which in particular directly adjoins the inlet point (151); and - the fresh air line (145) is curved in the deformation section about a center of curvature which is arranged on a side of the fresh air line (145) on which the fresh air line (145) is flattened to form a stem of the D-shaped cross-section. Device (200) according to one of the Claims 6 to 7th - The housing (201) of the compressor (113) at the inlet point (151) has an opening with a circular cross-section; and - the circular cross section of the opening corresponds to the circular cross section formed through the antechamber (301) and the fresh air (141) of the fresh air line (145) leading. Device (200) according to one of the preceding claims, wherein the feed line (201, 145) and / or the return line (150) are designed such that the flow direction of the blow-by gas (202) and the flow direction of the Fresh air (141) run parallel to one another. A vehicle (100) comprising - an internal combustion engine (101); - A compressor (113) which is set up to compress fresh air (141) for the operation of the internal combustion engine (101); and - A device (200) according to one of the preceding claims.

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