DE102020200038B4 - Internal combustion engine with a venturi nozzle provided in a fluid-carrying component fluidly connected to a tank ventilation line, and method for determining a leak in a fluid-carrying component of such an internal combustion engine - Google Patents

Abstract

Internal combustion engine with a fuel tank (36), a tank ventilation line (38) and a venturi nozzle (30) provided in a fluid-carrying component (16), the fluid-carrying component (16) and/or the venturi nozzle (30) having an inflow channel (28), a has an outlet point (40) downstream of the inflow channel (28) with a fluid connection to the tank ventilation line (38) and an outflow channel (32) downstream of the outlet point (40), with an outflow section (48) of the Venturi nozzle (30) downstream the opening point (40) is surrounded by the component (16) in such a way that a detection space (46) is formed around the outflow section (48), the detection space (46) having at least one inflow opening (50) via which the detection space ( 46) can be pressurized, characterized in that at least one pressure sensor (76) is arranged in a section of the tank ventilation line (38, 38a) and is exc is designed to detect a pressure in the tank ventilation line (38) that changes due to a leak in the detection chamber (46).

Description

The invention relates to an internal combustion engine with at least one Venturi nozzle provided in a fluid-carrying component according to the preamble of claim 1 and a method for determining a leak in a fluid-carrying component of such an internal combustion engine.

Out of DE 10 2014 012 427 A1 a vapor return line system of a fuel vapor collection canister is known, which comprises a vapor outlet line with a first check valve arranged in the vapor outlet line of the fuel vapor collection canister. A first vapor return line branch is arranged between the vapor outlet line of the fuel vapor storage canister and a charge air line. A second vapor return line branch is arranged between the vapor outlet line of the fuel vapor canister and a fresh air intake line of the compressor of the turbocharger. The first branch vapor return line is connected to the charge air line via a first check valve and the second branch vapor return line is connected via a second check valve to a suction inlet of a venturi nozzle which is arranged via a second shut-off valve in a bypass line between the charge air line and the fresh air intake line. While a variety of sensors are described in connection with this system, there appears to be no provision for monitoring the correct installation and integrity of a venturi.

Out of DE 10 2014 204 187 A1 discloses a multi-path purge ejector system for an engine having an ejector including a restriction, first and second inlets, and an outlet, and a shut-off valve fixedly attached to an inlet of the engine and coupled to the outlet. Also disclosed is that the ejector includes a venturi and the shut-off valve is configured to close in response to isolation of the shut-off valve from the intake of the engine. In order to detect a leak, it is provided in particular to monitor the flow through the shut-off valve in order to detect a disconnection.

Out of US 2016/0069304 A1 an internal combustion engine with a tank ventilation line and a venturi nozzle is known, in which a pressure sensor is provided as an integral part of the venturi nozzle, by means of which pulsations of the internal combustion engine and defects causing these pulsations are to be detected. Further exemplary embodiments are also described, in which sensors detecting pulsations are arranged at other points of the internal combustion engine.

With some of the systems described above, some malfunctions cannot be detected or can only be detected to a limited extent, in particular minor leaks caused by the breakage of plastic parts with venturi nozzles or venturi elements in an internal combustion engine that are not properly inserted. Some of the systems are also very complex and therefore expensive to implement in practice.

From the post-published DE 10 2018 212 149 A1 the applicant is aware of an internal combustion engine with a fuel tank according to the preamble of claim 1 .

The object of the invention is to provide an internal combustion engine according to the preamble of claim 1 and a method for determining a leak in a fluid-carrying component of such an internal combustion engine, by means of which it is possible to prevent fuel-containing air from entering the environment.

The object is achieved according to the invention with the features of the independent claims. Further practical embodiments and advantages of the invention are described in connection with the dependent claims.

An internal combustion engine according to the invention comprises a fuel tank, a tank ventilation line and a venturi nozzle provided in a fluid-carrying component, the fluid-carrying component and/or the venturi nozzle having an inflow channel which is in particular fluidly connected to a pressure pipe downstream of a compressor of an exhaust gas turbocharger. The fluid-carrying component and/or the Venturi nozzle also has an outlet point downstream of the inflow channel with a fluid connection to the tank ventilation line and an outflow channel downstream of the outlet point. In particular, the outflow channel opens into an intake section upstream of a compressor of an exhaust gas turbocharger. The flow of intake air through the venturi nozzle along the main flow direction from the inflow channel in the direction of the outflow channel generates a vacuum in the tank ventilation line, at least when the compressor of the turbocharger is active, which causes the fuel tank to be vented by means of the venturi nozzle. An outflow section of the Venturi nozzle downstream of the orifice is surrounded by the component of the intake path in such a way that a detection space is formed around the outflow section. The detection space has at least one inlet opening, via which the detection space can be pressurized. Furthermore, at least one pressure sensor is in arranged in a section of the tank ventilation line and designed to detect a pressure in the tank ventilation line that changes due to a leak in the detection space. For this purpose, the pressure sensor is preferably arranged in a section of the tank ventilation line through which the flow is forced and thus lies in front of any branching of the tank ventilation line into a first section, into a second section and optionally into further sections. This structural design makes it possible, especially in connection with plugged Venturi nozzles or Venturi elements, to analytically detect an incorrectly plugged connection and/or a defective Venturi element or a defective Venturi nozzle, in particular by continuously and/or randomly monitoring the pressure value of the pressure sensor and using it is compared to a setpoint or a suitable range of values. In other words, a changing negative pressure in the tank ventilation line is used to detect leaks. With this type of monitoring and evaluation, it is possible to implement a sensitive monitoring that can in particular be carried out in the many operating states of an internal combustion engine.

It is pointed out that a pressure sensor within the meaning of the invention is any sensor with which the pressure can be measured or can be determined in some other suitable way. In this respect, the term at least also includes the pressure/temperature sensor combinations known from practice and other pressure sensor combinations.

In particular, the entire outflow channel is surrounded by the detection space formed by the component, in particular by a venturi element. Apart from the one inflow opening or several inflow openings, the detection space is preferably a closed space, i.e. a space that is suitably sealed off from other spaces that may be accessible via gaps and from the environment that may be accessible via gaps, for example by the suitable arrangement of sealing elements.

There are government regulations to monitor automotive fuel tank ventilation systems to ensure arrival of fuel tank ventilation gases into the engine for addition to combustion. Among other things, this is intended to detect defects in a Venturi nozzle that is not plugged in and/or is broken, which is often used in tank ventilation lines. These defects could possibly be the result of improper maintenance, especially if you forget to reconnect the venturi. Damage that can occur over the entire service life of the vehicle (material fatigue) must also be identified. In the same way, damage to the inflow channel of the Venturi nozzle upstream of the orifice or a line that is not plugged in can also be detected because in this case no negative pressure is generated in the tank ventilation line.

On the other hand, damage to the venturi nozzle in the area downstream of the opening is problematic, since particularly high leverage forces are at work here—especially in the case of venturi nozzles of great length downstream of the opening. To this extent, unnoticed damage can result in fuel-containing vapors escaping into the environment over a longer period of time. Monitoring is therefore recommended or necessary in this area.

With the internal combustion engine according to the invention, damage in the outflow section can be reliably detected. This ensures that no fuel-laden intake air from this area gets into the environment. The arrangement of the section of the Venturi nozzle downstream of the orifice in a detection space formed by the component has two effects.

If, on the one hand, only the Venturi nozzle is damaged downstream of the orifice, the intake air containing fuel flows into the pressurized detection chamber and cannot escape from it into the environment.

On the other hand, this section is particularly well protected against damage by the surrounding arrangement of the section downstream of the opening point of the component of the intake section. If the Venturi nozzle and the component surrounding it are damaged—rather unlikely—the intake air volume present in the detection chamber is so large that a pressure drop caused by escaping intake air can be easily and reliably detected by the pressure sensor.

The internal combustion engine according to the invention with a surrounding arrangement of the Venturi nozzle thus counteracts damage to the Venturi nozzle in the area of a section downstream of the orifice point and also enables reliable detection if the Venturi nozzle and the surrounding component are damaged.

A comparison module is preferably provided, which uses the pressure sensor to record pressure values and/or values derived therefrom and/or compares other measured values with target values and, depending on the result, determines whether there is a leak in the area of the fluid-carrying component and/or the Venturi nozzle. Such a comparison module is further preferably designed as a sub-element or connected element of a so-called on-board diagnosis (OBD), which is part of most motor vehicles with internal combustion engines anyway.

Damage to the Venturi nozzle is counteracted particularly well if the entire outflow section, i.e. the entire outflow channel, is surrounded by the component. For this purpose, the fluid-carrying component can also be designed in such a way that the inflow channel and/or at least part of a connection to the tank ventilation line is also surrounded by the fluid-carrying component, in particular a Venturi element. In this case, the detection space is designed in such a way that a predominant part of the Venturi nozzle or the entire Venturi nozzle is surrounded by the fluid-carrying component and a detection space formed therein. As a result, the Venturi nozzle is also effectively protected against external forces and damage in the relevant sections and areas.

In a practical embodiment, the fluid-carrying component is a Venturi element, an intake scoop and/or an exhaust gas turbocharger. The intake air flowing out of the venturi nozzle with the fuel-containing tank ventilation gases accordingly flows either via a venturi element and/or an intake scoop, which is fluidly connected to an exhaust gas turbocharger, directly into an intake path upstream of an exhaust gas turbocharger or directly into an exhaust gas turbocharger. In this case, either the Venturi element, the intake scoop itself and/or the exhaust gas turbocharger are designed in particular in such a way that at least one outflow section of the Venturi nozzle is surrounded downstream of the outlet point in such a way that the respective component (intake scoop or exhaust gas turbocharger) at least partially forms a detection space.

In particular, the inlet opening for applying pressure to the detection chamber is fluidly connected to a pressure pipe downstream of an exhaust gas turbocharger or another component that can generate a pressure that is higher than the ambient pressure. In this case, the pressure pipe is connected downstream of a compressor of the exhaust gas turbocharger or of the other component. Compressed intake air flows from the pressure pipe in the direction of the combustion chamber. A partial flow branches off from the pressure pipe and flows into the inlet channel of the Venturi nozzle. This partial flow is again divided into two partial flows, one partial flow opening into the inlet channel of the Venturi nozzle and one partial flow being used to apply pressure to the detection space. The same pressure thus prevails in the Venturi nozzle and in the detection chamber. In particular, no further additional pressure source is required to apply pressure to the detection space, but the pressure provided by the compressor is used in a simple manner.

Alternatively or in addition to a pressure sensor upstream of a branch of the tank ventilation line into two or more branches, a sensor arranged in an intake manifold downstream of a throttle valve is also suitable as a pressure sensor. In this case, a pressure sensor, which is already present in most internal combustion engines, can be used additionally or alternatively to monitor the pressure in the intake manifold downstream of the exhaust gas turbocharger and thus carry out a desired detection of a defect in the area of a Venturi nozzle or a Venturi element. There are then no additional costs for a corresponding pressure sensor.

In a further practical embodiment of an internal combustion engine according to the invention, the at least one inlet opening into the detection space is formed in front of or in the inflow channel of the Venturi nozzle. When the inlet opening is formed in the inflow channel, a plurality of inlet openings in the detection space are preferably formed distributed over the circumference of the inflow channel. In this way, in particular, a radial inflow of intake air into the detection space can be implemented. The formation of inlet openings in the inflow channel represents a particularly space-saving solution. The sum of the diameters of all inlet openings is in particular at least 5 mm, preferably at least 7 mm and particularly preferably at least 10 mm. In comparison, the smallest diameter of the Venturi nozzle is in particular a maximum of 3 mm, preferably a maximum of 2.5 mm and in particular a maximum of 2 mm.

In particular in connection with an inlet opening in front of the inflow channel, the at least one inlet opening into the detection chamber is preferably formed parallel to the flow of the inflow channel of the Venturi nozzle, e.g. above, below or next to the inflow channel. In particular, the inflow of intake air into the detection space takes place in a direction parallel to the inflow of intake air into the inflow channel. The parallel or axial inflow represents a simple way of allowing intake air to flow from a uniform mass flow into the detection space as well.

To realize intake air flowing parallel to the main flow direction into the detection chamber, a connecting piece is arranged in particular on the Venturi nozzle in the area of the inflow channel, the inside diameter of which is larger than the inside diameter of the inflow channel. Such a connecting piece can be designed in one piece with the Venturi nozzle or it can be produced as a separate element and arranged accordingly. The entire partial flow, which is divided in the connecting piece into two partial flows into the inflow duct and into the at least one inflow opening, preferably first flows into the connecting piece upstream of the inflow channel, in particular a radially inner partial flow and a partial flow radially surrounding and enclosing this.

In a further practical embodiment, the Venturi nozzle is designed in several parts. In particular, the inflow duct, the outflow duct and a connection for the tank ventilation line can be designed as separate elements which are only connected to one another during assembly of the internal combustion engine, e.g. by plugging together and/or welding. The Venturi nozzle includes in particular a base body, for example in the form of a Venturi element, wherein the base body can be formed in one piece with the inflow channel and in which the separate inflow channel and a connecting piece for the tank ventilation line are provided. Alternatively, the Venturi nozzle can be designed in one piece with the Venturi element or another base body.

The Venturi nozzle can also have two or more openings which are connected to the tank ventilation line in a fluid-conducting manner in order to bring about a particularly effective tank ventilation. The Venturi nozzle is narrowed in each case in the area of the outlet. If several outlet points are provided, then in particular a section of the Venturi nozzle is surrounded by the component and the detection space, which section extends downstream of the first outlet point viewed in the main flow direction.

The invention was made primarily in connection with fluid-carrying components and/or venturi nozzles in fluid-carrying components that are made entirely or partially of plastic. After all, plastic components in particular can become brittle after a long period of use and then suddenly fail. Such a failure can be detected with the internal combustion engine according to the invention.

The invention also relates to a method for determining a leak in a fluid-carrying component of an internal combustion engine as described above, according to which pressure values detected by means of the pressure sensor are compared with setpoint values of a reference map in order to use the comparison result to determine whether in the area of the fluid-carrying component and/or the there is a leak in the venturi nozzle.

At least one measurement and the comparison with a pressure sensor arranged upstream or downstream of a tank vent valve is preferably carried out in the open state of the tank vent valve and/or at least one measurement and the comparison with a pressure sensor arranged downstream of the one tank vent valve is carried out in the closed state of the tank vent valve.

Reference is hereby once again made to the advantages already described above in connection with the internal combustion engine.

• 1 einen diagrammartigen Aufbau einer erfindungsgemäßen Brennkraftmaschine,
• 2 ein Ausführungsbeispiel des in 1 mit II gekennzeichneten Bereichs mit einer Venturidüse und einem Detektionsraum in einer Schnittdarstellung,
• 3 ein weiteres Ausführungsbeispiel des in 1 mit II gekennzeichneten Bereichs mit einer Venturidüse und einem Detektionsraum in einer Schnittdarstellung sowie
• 4 ein Druck-Zeit-Diagramm.

Further practical embodiments of the invention are described below in connection with the drawings. Show it:

• 1 a diagrammatic structure of an internal combustion engine according to the invention,
• 2 an embodiment of the in 1 Area marked with II with a Venturi nozzle and a detection space in a sectional view,
• 3 another embodiment of the in 1 Area marked with II with a Venturi nozzle and a detection space in a sectional view and
• 4 a pressure-time diagram.

1 shows an internal combustion engine 10 according to the invention in a schematic representation, with only those elements being explained in detail below which are potentially relevant in connection with the invention.

An intake path 12 is provided in the internal combustion engine 10 , via which fresh air can be conveyed from the atmosphere in the direction of a combustion chamber 14 . An intake hood 18 is provided as a fluid-carrying component 16 of the intake path 12 . A compressor of an exhaust gas turbocharger 20 and a throttle valve 22 follow downstream of the intake scoop 18.

The area downstream of the compressor is referred to as the pressure pipe 24 . At a junction 26 downstream of the exhaust gas turbocharger 20, a partial flow T branches off from the pressure pipe 24, the partial flow T as a motive flow in a one flow channel 28 of a Venturi nozzle 30 is guided. An outflow channel 32 of the venturi nozzle 30 leads back into the intake hood 18.

Intake air from the Venturi nozzle 30 is conducted upstream of the exhaust gas turbocharger 20 into the intake section 12 via the outflow channel 32 and the intake scoop 18 .

As in 1 As can be seen, an optional pressure sensor 34 is arranged in the pressure pipe 24, here downstream of the branch 26 of the partial flow T.

Exhaust gas conducted from the combustion chamber 14 flows via the exhaust gas turbocharger 20 in the direction of an exhaust system (not shown).

The internal combustion engine 10 also includes a fuel tank 36 which is vented via a tank vent line 38 . A first branch 38a of the tank ventilation line 38 leads to an orifice 40 in the Venturi nozzle 30. A second branch 38b of the tank ventilation line 38 leads into the area downstream of the throttle valve 22.

The section downstream of the throttle valve 22 is also referred to as the intake manifold 82 . in the in 1 embodiment shown, a pressure sensor 84 is arranged in the intake manifold 82 .

A first pressure sensor 44, a fuel tank isolation valve (FTIV) 72, an activated charcoal canister 42, a tank leakage diagnostic module (DMTL) 74 and a pressure sensor 76 are also optionally arranged in the path of the tank ventilation line 38 . A tank vent valve (TEV) 78 is arranged in the tank vent line 38 as a mandatory element. The pressure sensor 76 is arranged upstream of the tank vent valve (TEV) 78 here.

Alternatively, an in 1 tank ventilation valve 78 ′ shown in dashed lines can also be arranged upstream of the pressure sensor 76 . The pressure sensor is then arranged downstream of the tank ventilation valve 78`.

As in 1 is also already shown schematically and is explained in detail below with reference to the other figures, the Venturi nozzle 30 is at least partially of a - in 1 only shown as a dashed box - detection space 46 surrounded.

2 12 shows a first embodiment of a venturi nozzle 30 which is formed in one piece in a venturi element 86 . An inflow channel 28 and an outflow channel 32 are formed in the Venturi element 86 , the partial flow T serving as the motive flow being introduced into the inflow channel 28 . The first branch 38a of the tank ventilation line 38, via which the venturi nozzle 30 is supplied with a suction flow S, opens out from above at the opening point 40. As in 1 As can be seen, the Venturi element 86 and a suction connection 94 serving as a connecting element and connecting piece 68 to the tank ventilation line 38 and which is introduced into the Venturi element 86 from above are each designed as plug-in elements. A non-return valve 88 with a membrane 92 is arranged in the connecting area between tank ventilation line 38 and suction port 94, which prevents a backflow from venturi element 30 in the direction of branch 38b and/or tank ventilation valve 78 in the event of negative pressure. Alternatively, a check valve (not shown) can also be arranged further upstream outside of the venturi nozzle in the branch 38b of the tank ventilation line 38 .

The one from the pressure pipe 24 (cf. 1 ) The branched-off partial flow T partially flows into the inflow duct 28 and further in the main flow direction through the Venturi nozzle 30 in the direction of the outflow opening of the outflow duct 32. Due to the geometric design, a negative pressure is generated in the tank ventilation line 38 in the area of the outlet point 40, so that gases containing fuel are actively released from the fuel tank 36 or from the activated charcoal canister 42, which open out via the outflow channel 32 upstream of the exhaust gas turbocharger 20 into the intake path 12 (cf. 1 ).

In the representation according to 2 Almost the entire outflow channel 32 and almost the entire opening 40 of the tank ventilation line 38 are surrounded by the Venturi element 86 as a section downstream of the opening 40 in such a way that a detection space 46 enclosing these areas is formed.

In the present case, the detection space 46 has two inflow openings 50 (or alternatively an annular inflow opening or a plurality of inflow openings), via which the detection space 46 is filled with intake air and is therefore subjected to a certain pressure (overpressure). In the present case, the detection space 46 is sealed off from the tank ventilation line 38 and from the outflow channel 32 by means of O-rings 52. Alternatively, the sealing off from the inflow channel 28 can also take place in the same way (not shown), if such a seal is structurally necessary and/or or makes sense.

As in 2 As can be seen clearly, the partial flow T branched off from the pressure pipe 24 is divided due to the structural design of the venturi element 86 in that a partial flow flows into the venturi nozzle 30 is passed and another partial flow is passed through the inflow openings 50 into the detection space 46 . The pressure in the Venturi nozzle 30 is therefore the same as that in the detection chamber 46.

3 shows a further exemplary embodiment with an inflow channel 28, orifices 40 provided in a Venturi nozzle 30 and an outflow channel 32, wherein in connection with this embodiment identical or at least functionally identical elements are given the same reference numbers as in 2 be used. This embodiment differs essentially in that the Venturi nozzle 30 is manufactured as a separate element and is inserted into a Venturi element 86 manufactured as a further, separate element. Furthermore, it is a double Venturi nozzle 30, ie two orifices 40 are provided, in which fluid of the suction flow S from the tank ventilation line 38 is supplied to the partial flow T. Furthermore, the detection space 46 is designed in such a way that it only extends over part of the circumference and only for monitoring the outflow channel 32 .

A suction nozzle 94 is at the in 3 illustrated embodiment integrally formed on the venturi element 86, so that the tank ventilation line 38 can be connected directly to the suction port 94 by means of a plug connection.

In the 2 and 3 The embodiments shown are merely examples of two different variants. In practice, there are a large number of other variants, all of which can be combined with the invention, for example variants with angled suction nozzles 94, with a large number of other individual elements and with other types of non-return valves and/or suction nozzles 94 in which no non-return valves are provided . A suitable check valve can also be provided further upstream in the tank ventilation line 38 .

In connection with the diagram in 4 the functional principle of the internal combustion engine 10 according to the invention is explained below. When the tank ventilation valve 78 is open, the current pressure in the tank ventilation line 38 can be determined by means of the pressure sensor 76 or alternatively with another sensor arranged at a suitable point in the tank ventilation line 38 . The measured pressure value is then compared with a value range that is known from a characteristic map or another assignment table for the respective operating point of the internal combustion engine and is stored in a memory. The solid line 54 in 4 represents a measured value for the pressure P, which is determined by the pressure sensor 76 during normal operation during a specific, constant operating state. The two solid lines 56, 58 arranged above and below represent the measurement tolerance within which the measured pressure may fluctuate during normal operation.

If, on the other hand, a situation arises in an internal combustion engine 10 according to the invention which can result in intake air containing fuel escaping into the environment, for example because the venturi nozzle 30 or the venturi element 86 has not been inserted correctly and/or because one of these elements is broken, so there is a significant pressure drop according to the dot-dash line 62 in 3 in the tank ventilation line 38. This drop in pressure lies outside the measuring tolerance of the pressure sensor 76, so that it can be detected by an evaluation unit assigned to this pressure sensor 76. It can thus be prevented that intake air containing fuel, which flows out of the damaged Venturi nozzle 30 downstream of the orifice point 40, escapes unnoticed into the environment.

For the sake of completeness, it is pointed out that an evaluation as described above is also possible when the tank ventilation valve 78' is closed if the pressure sensor 76 is arranged downstream of the tank ventilation valve 78'.

It is also pointed out that a measurement can be carried out using pressure sensors which are only arranged in branch 38a of tank ventilation line 38 . This only makes sense if this branch 38a is suitable for detecting faults such as a defective Venturi element 86 and/or an incorrectly inserted Venturi nozzle and/or an incorrectly inserted Venturi element 86 due to the operating state of the internal combustion engine 10. This is the case in particular when a negative pressure is established in the branch 38a, as a result of which a fluid flow is established if the tank ventilation valve 78 is open.

The features of the invention disclosed in the present description, in the drawings and in the claims can be essential both individually and in any combination for the realization of the invention in its various embodiments. The invention can be varied within the scope of the claims and taking into account the knowledge of the person skilled in the art.

Reference List

10

internal combustion engine

12

suction line

14

combustion chamber

16

fluid-carrying component

18

intake scoop

20

exhaust gas turbocharger

22

throttle

24

pressure pipe

26

junction

28

inflow channel

30

venturi nozzle

32

outflow channel

34

pressure sensor

36

fuel tank

38

tank vent line

38a

first branch of the tank ventilation line

38b

second branch of the tank ventilation line

40

estuary

42

activated carbon canister

44

pressure sensor

46

detection room

48

outflow section

50

inflow opening

52

o ring

54

line

56

line

58

line

60

line

62

line

64

connection

66

body

68

connecting piece

72

fuel tank isolation valve

74

Potion leakage diagnostic module

76

pressure sensor

78

tank vent valve

80

propulsion jet line

82

intake manifold

84

Pressure sensor (in the intake manifold)

86

venturi element

88

check valve

90

check valve

92

membrane

94

suction port

Claims (9)

Internal combustion engine with a fuel tank (36), a tank ventilation line (38) and a venturi nozzle (30) provided in a fluid-carrying component (16), the fluid-carrying component (16) and/or the venturi nozzle (30) having an inflow channel (28), a has an outlet point (40) downstream of the inflow channel (28) with a fluid connection to the tank ventilation line (38) and an outflow channel (32) downstream of the outlet point (40), with an outflow section (48) of the Venturi nozzle (30) downstream the opening point (40) is surrounded by the component (16) in such a way that a detection space (46) is formed around the outflow section (48), the detection space (46) having at least one inflow opening (50) via which the detection space ( 46) can be pressurized, characterized in that at least one pressure sensor (76) is arranged in a section of the tank ventilation line (38, 38a) and is designed to is set to detect a changing pressure in the tank ventilation line (38) due to a leak in the detection space (46). Internal combustion engine according to the preceding claim, characterized in that a comparison module is provided, which compares pressure values detected by the pressure sensor (76) and/or values derived therefrom and/or other measured values with setpoint values and, depending on the result, determines whether in the range of fluid-carrying component (16) and/or the Venturi nozzle (30) there is a leak. Internal combustion engine according to one of the preceding claims, characterized in that the inflow channel (28) and/or a connection (64) to the tank ventilation line (38) are at least partially surrounded by the fluid-carrying component (16). Internal combustion engine according to one of the preceding claims, characterized in that the inflow opening (50) for subjecting the detection chamber (46) to fluid pressure is connected to a pressure pipe (24) downstream of an exhaust gas turbocharger (20) or another component which has a pressure that is higher than the ambient pressure can generate is connected. Internal combustion engine according to one of the preceding claims, characterized in that the at least one inflow opening (50) in the detection chamber (46) is formed in front of or in the inflow channel (28) of the Venturi nozzle (30) and/or the at least one inflow opening (50) is in the detection space (46) is formed parallel to the inflow channel (28) of the Venturi nozzle (30). Internal combustion engine according to one of the preceding claims, characterized in that upstream of the inflow channel (28) of the Venturi nozzle (30) and/or upstream of the orifice (40) with the fluid connection to the tank ventilation line (38), a connecting piece (68) is provided. Internal combustion engine according to one of the preceding claims, characterized in that the Venturi nozzle (30) is constructed in several parts and/or the fluid-carrying component (16) is made entirely or partially of plastic. Method for determining a leak in a fluid-carrying component (16) of an internal combustion engine (10) according to one of Claims 1 until 7 , characterized in that the pressure values detected by the pressure sensor (76) are compared with setpoint values of a reference characteristic map in order to use the comparison result to determine whether there is a leak in the area of the fluid-carrying component (16) and/or the Venturi nozzle (30). Method according to the preceding claim, characterized in that at least one measurement and the comparison with the pressure sensor (76) arranged upstream or downstream of a tank ventilation valve (78, 78') is carried out in the open state of the tank ventilation valve (78, 78') and/or at least one measurement and the comparison with the pressure sensor (76) arranged downstream of the tank ventilation valve (78) is carried out when the tank ventilation valve (78') is in the closed state.

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