internal combustion engine

Abstract

The present invention relates to an internal combustion engine (1) having a cylinder block crankcase housing defining a crankcase cavity and a lubricant tray (2) housing a lubricant bottom shell, the lubricant tray having an upper lubricant tray component (3) disposed between the crankcase cavity and the lubricant bottom shell and a lower lubricant tray component fixed at the upper lubricant tray component (3), wherein a plurality of bridging portions (5) extend from a base member (4) of the upper lubricant tray component (3) toward the lubricant bottom shell, the bridging portions partially intersecting and thereby forming a cavity (6) closed at the edge in cross section therebetween, wherein lubricant constructed in the upper lubricant tray component (3) is introduced into at least a portion of the cavity (6) through an opening (7), the crankcase cavity and the lubricant bottom shell being connected by the lubricant flow through the opening. In this specification, at least one additional ventilation opening (11), which is in flow connection with the crankcase cavity and the lubricant bottom shell and has a smaller flow cross-section than the lubricant through opening (7), is introduced into at least one cavity in the cavity (6), and the lubricant does not flow into said at least one cavity through opening (7).

Description

Technical Field

[0001] The present invention relates to an internal combustion engine having a cylinder block crankcase housing defining a crankcase cavity and a lubricant tray housing a lubricant sump / lubricant pool. The lubricant tray has an upper lubricant tray component disposed between the crankcase cavity and the lubricant sump and a lower lubricant tray component fixed to the upper lubricant tray component. A plurality of bridging portions extend from a base member of the upper lubricant tray component toward the lubricant sump, the bridging portions partially intersecting and thereby forming a cavity with closed edges in cross-section between the bridging portions. Lubricant constructed in the upper lubricant tray component is introduced into at least a portion of the cavity through an opening, and the crankcase cavity and the lubricant sump are connected by the flow of lubricant through the opening. Background Technology

[0002] In the prior art, for example, published document EP 2 039 895 B1 is known. This document describes a structured oil tray for an internal combustion engine, the oil tray having an upper opening and having: an element made of plastic having a plurality of sidewalls defining the boundaries of an internal space around its perimeter; at least one transverse member extending in the internal space such that the transverse member connects at least two of the sidewalls to each other. Here, the element made of plastic is defined as an upper element, which is integrally constructed with the transverse member, wherein the upper element extends between an upper end defining the upper opening and a lower end defining a lower opening, and the tray has a lower element having a bottom and being sealingly fixed to the lower end of the upper element, wherein the upper element has inner ribs arranged opposite each other relative to the bottom. Summary of the Invention

[0003] The object of this invention is to provide an internal combustion engine that has advantages over known internal combustion engines, particularly by reducing engine losses through a lower level of lubricant in the crankcase cavity.

[0004] According to the invention, this objective is achieved by an internal combustion engine having the features of claim 1. Herein, at least one additional ventilation opening, which is in flow connection with the crankcase cavity and the lubricant bottom shell and has a smaller flow cross-section than the lubricant through the opening, is provided into at least one cavity, through which lubricant does not flow into said at least one cavity.

[0005] An internal combustion engine is, for example, a component of a motor vehicle, but it can also exist separately from the motor vehicle. Preferably, the internal combustion engine is used to drive the motor vehicle, that is, to provide the driving torque for driving the motor vehicle. The internal combustion engine has a cylinder block and a crankcase housing, in which a crankcase cavity is constructed.

[0006] The crankshaft of an internal combustion engine is supported within a crankcase cavity in a manner that allows it to rotate about its axis of rotation. For this support, the crankshaft has main journals (Lagerzapfen), by means of which the crankshaft is rotatably supported in bearings, which are held or constituted by the cylinder block crankcase housing. The main journals are arranged coaxially with respect to the crankshaft's axis of rotation. Furthermore, the crankshaft has connecting rod journals (Hubzapfen), which are arranged eccentrically with respect to the main journals or the crankshaft.

[0007] The connecting rod journal is connected to the main journal via the crank arm. The piston of the internal combustion engine is connected to the crankshaft via the connecting rod journal. For this purpose, the connecting rod is rotatably supported on one side at the connecting rod journal and on the other side at the piston. The piston is in turn supported in a linearly movable manner in the cylinder, which is constructed within the cylinder block crankcase.

[0008] The crankcase cavity, in which the crankshaft is disposed, is defined by a lubricant tray in a direction opposite to the cylinder. The lubricant tray has at least an upper lubricant tray component and a lower lubricant tray component. The lubricant tray houses a lubricant bottom shell, which is disposed between the upper and lower lubricant tray components. The upper lubricant tray component is disposed between the lower lubricant tray component and the cylinder block crankcase housing. In this respect, the upper lubricant tray component defines the lubricant bottom shell in the direction of the crankcase cavity and defines the crankcase cavity in the direction of the lubricant bottom shell.

[0009] For example, the upper component of the lubricant tray is directly fixed to the cylinder block crankcase housing, and the lower component of the lubricant tray is directly fixed to the upper component of the lubricant tray. Correspondingly, the lower component of the lubricant tray is fixed to the cylinder block crankcase housing only indirectly through the upper component of the lubricant tray. It is also possible to specify that not only the lower component but also the upper component of the lubricant tray is directly fixed to the cylinder block crankcase housing. The important point is simply that the upper component of the lubricant tray, the lower component of the lubricant tray, and the cylinder block crankcase housing are fixed relative to each other.

[0010] During the operation of an internal combustion engine, lubricant is supplied to the crankcase cavity, particularly for lubricating and / or cooling components such as the crankshaft, pistons, connecting rods, and / or bearings supporting the crankshaft and / or connecting rods. Air is introduced into the lubricant due to the moving parts within the crankcase cavity. When the internal combustion engine is arranged as intended, the lubricant introduced into the crankcase cavity is pushed towards the lubricant sump by gravity, particularly entering the lubricant sump.

[0011] In this regard, the lubricant first reaches the lubricant tray component, specifically the side of the lubricant tray component facing the crankcase cavity. The lubricant tray component is configured with a lubricant through-opening, through which the crankcase cavity and the lubricant bottom shell flow into each other.

[0012] Lubricant flows through an opening in the crankcase cavity into the lubricant sump. The lubricant is buffered in the lubricant sump. At this time, air present in the lubricant is separated from it. The lubricant, now de-aired, can then be removed from the lubricant sump and delivered back into the crankcase cavity. This is done, for example, by means of a lubricant pump, by discharging the lubricant from the lubricant sump and re-directing it towards or into the crankcase cavity. Additionally or alternatively, lubricant is delivered to the cylinder head and / or camshaft adjuster. Preferably, the lubricant removed from the lubricant sump is delivered to a lubricant filter before being delivered to the crankcase cavity, cylinder head, and / or camshaft adjuster. The lubricant filter is used to separate contaminant particles located in the lubricant.

[0013] To achieve the lightest possible or weight-saving internal combustion engine design, at least the components on the lubricant tray are constructed as a frame. Accordingly, the components on the lubricant tray have multiple bridging portions extending from the base member of the components on the lubricant tray. Here, the base member defines the crankcase cavity in the direction toward the lubricant bottom shell, and the bridging portions extend from the base member toward the lubricant bottom shell, that is, toward the direction away from the crankcase cavity.

[0014] The bridging portions partially intersect, particularly at least several of the bridging portions intersect with corresponding additional bridging portions, thereby forming a cavity structure with multiple chambers that open toward the lubricant bottom shell. Thus, in cross-section, the bridging portions enclose multiple chambers therebetween, whose orientation toward the crankcase cavity is defined by the base member of the lubricant tray component. In this respect, in the prescribed mounting position of the internal combustion engine, this base member forms the cover of the chambers.

[0015] For example, the first bridging portion extends in a first direction, and the second bridging portion extends in a second direction different from the first direction. The first bridging portions extend parallel to each other, for example, at least partially or continuously. The first direction is, for example, parallel to the axis of rotation of the crankshaft. The second bridging portion extends at an angle relative to the first bridging portion, that is, it encloses an angle greater than 0° and less than 180° with the first bridging portion.

[0016] It can be stipulated that the second bridging portions extend parallel to each other. However, the second bridging portions can also extend at an angle to each other, or at an angle to each other. Therefore, it is not necessary for the second bridging portions to enclose the same angle as the first bridging portions. Instead, these angles can be different from each other.

[0017] The bridging portions each have a free end on their side away from the base member, extending toward the lubricant base. Preferably, at least one, several, or all of the bridging portions extend at least substantially to the contact surface of the component on the lubricant tray, whereby the component below the lubricant tray is supported, for example, by a seal at the component on the lubricant tray. Preferably, the component below the lubricant tray has a mating contact surface for this purpose, which directly or indirectly abuts against, for example, the contact surface of the component on the lubricant tray via the seal.

[0018] Preferably, the contact surface lies continuously in a contemplated plane, particularly parallel to the axis of rotation of the crankshaft. The distance between the bridging portion, multiple bridging portions, or all bridging portions and the contemplated plane, relative to the total height of the components on the lubricant tray—which, for example, corresponds to the distance between the side of the base member facing the crankcase cavity and the contemplated plane—is preferably a maximum of 25%, 20%, 15%, 10%, or 5%.

[0019] Particularly preferably, the bridging portion transitions into the contact surface via a rounded portion, thereby achieving a particularly small distance between the bridging portion and the contact surface. This results in exceptionally high rigidity for the components on the lubricant tray and, consequently, for the entire internal combustion engine. This has advantages in terms of the acoustic characteristics of the internal combustion engine because the high rigidity reduces vibration excitation.

[0020] However, a drawback of the design of the lubricant tray component with a cavity constructed by the bridging portion is that air separated from the lubricant partially accumulates in this cavity and remains there. Consequently, the capacity of the lubricant base for the lubricant is reduced. This results in a relatively high lubricant level in the crankcase cavity. As a result, the crankshaft may periodically become immersed in the lubricant within the crankcase cavity during engine operation, leading to engine losses. This immersion also introduces more air into the lubricant, exacerbating the problem.

[0021] For this reason, it is stipulated that at least one ventilation opening is constructed in the lubricant tray component. This ventilation opening leads to the crankcase cavity on one side and to one of the cavities on the other. Particularly preferably, such a ventilation opening is provided and constructed in each of the cavities, through which lubricant does not flow. However, in order to obtain high rigidity of the lubricant tray component, the ventilation opening is designed to be smaller compared to the lubricant through opening. This is understood to mean that the ventilation opening has a smaller flow cross-section, i.e., its flow cross-sectional area is smaller than that of the lubricant through opening.

[0022] This ensures, on the one hand, reliable ventilation of the corresponding cavities, i.e., providing the volume of cavities for containing lubricant. On the other hand, it ensures that there is no structural weakening of the internal combustion engine, thereby reliably avoiding undesirable acoustic anomalies of the internal combustion engine.

[0023] An improved embodiment of the invention specifies that the lubricant is constructed in the wall of a component on a lubricant tray through an opening, the wall defining spaced recesses that open toward the crankcase cavity, wherein the recesses are arranged to overlap the connecting rod journal of the crankshaft in an axial direction based on the rotation axis of the crankshaft of the internal combustion engine.

[0024] The wall is understood as an area on the lubricant tray components, that is, these areas are preferably spaced apart from each other on the lubricant tray components. The wall defines a recess in which lubricant accumulates during the operation of the internal combustion engine and passes through the lubricant through the opening to the lubricant bottom shell. In this sense, the recess can also be referred to as a lubricant collection recess.

[0025] The recesses, viewed in the axial direction relative to the crankshaft's axis of rotation, overlap with the crankshaft's connecting rod journals. This is understood to mean that one of the recesses is arranged to overlap with each of the connecting rod journals. Conversely, it is preferable that one of the crankshaft's connecting rod journals is arranged to overlap with each of the recesses. Thus, the lubricant ejected from the crankshaft reaches directly into the recesses and can be discharged from there into the lubricant tray. The components on the lubricant tray, and particularly the walls, accordingly form the "lubricant plane" of the internal combustion engine.

[0026] For example, it can be specified that the connecting rod journals, crank arms, and / or connecting rods of the crankshaft are engaged in the recess at least temporarily during the operation of the internal combustion engine. This allows for particularly efficient discharge of lubricant from the crankcase cavity toward the lubricant base. The recess is designed, for example, toroidal, i.e., preferably having a partially toroidal shape. Preferably, the toroidal shape is understood as a rotating ring, which in turn is a circular body of revolution.

[0027] An improved embodiment of the invention specifies that the lubricant is located through an opening in two rows arranged parallel to each other and parallel to the rotational axis of the crankshaft, wherein a fixed notch is constructed in a lubricant tray component between the two rows, the fixed notch being surrounded by a bridging portion. The arrangement of the rows being parallel to each other and parallel to the rotational axis of the crankshaft is understood as at least a nearly parallel arrangement or a precisely parallel arrangement. In the first case, an angle of, for example, a maximum of 10°, a maximum of 5°, or a maximum of 2.5° exists between the two rows and / or between one of the rows and the rotational axis.

[0028] In each row, lubricant passes through at least two of the openings. Fixed notches are constructed between the rows, completely penetrating the base structure of the component on the lubricant tray. Preferably, each of the fixed notches is surrounded by a bridging portion, for example, one or more bridging portions transitioning into an annular bridging portion that completely surrounds the corresponding fixed notch. Particularly preferably, multiple bridging portions extend from each of the annular bridging portions. For example, the annular bridging portion is surrounded by two bridging portions extending parallel to each other, which abut against or transition into the annular bridging portion.

[0029] The retaining notch is used to accommodate a retaining element, such as a screw or bolt, by means of which a component on the lubricant tray is secured, for example, to a cylinder block crankcase housing and / or a component below the lubricant tray. The centrally located retaining notch relative to the lubricant through an opening achieves a particularly rigid and low-vibration design for the components on the lubricant tray.

[0030] An improved embodiment of the invention specifies that, in addition to the ventilation opening, there is at least one additional ventilation opening, wherein the flow cross-section of the additional ventilation opening is larger than the flow cross-section of the ventilation opening and smaller than the flow cross-section of the lubricant through the opening. The at least one additional ventilation opening exists as a supplement to the at least one ventilation opening. Similar to the ventilation opening, the additional ventilation opening passes through the base member of the lubricant tray component and connects the lubricant bottom shell to the crankcase cavity in a flow-technical manner. Furthermore, it can be specified that the additional ventilation opening leads into one of the cavities.

[0031] The additional vent has a larger flow cross-section than the original vent. For example, the flow cross-sectional area of ​​the additional vent is at least 5 times, at least 7.5 times, or at least 10 times larger than the flow cross-sectional area of ​​the original vent. This additional vent enables particularly efficient ventilation of the lubricant bottom shell.

[0032] Preferably, there are obviously multiple additional ventilation openings. However, in order not to negatively compromise the rigidity of the components on the lubricant tray, the number of these additional ventilation openings is less than the number of the original ventilation openings. For example, the components on the lubricant tray have at least two, three, four, or five times more ventilation openings than the additional ventilation openings. This achieves effective ventilation while maintaining the high rigidity of the internal combustion engine.

[0033] An improved embodiment of the invention specifies that the lubricant passage opening is non-circular, while the ventilation opening is circular. To efficiently guide the lubricant from the crankcase cavity into the lubricant base, the lubricant passage opening has a non-circular shape. For example, the lubricant passage opening is designed as an elongated or stadium-shaped opening. Obviously, the lubricant passage opening can also be elliptical, such as oval.

[0034] In any case, the lubricant extends through the opening in a first direction more than in a second direction perpendicular to the first direction, wherein the lubricant through the opening is defined in each of these directions by a continuous edge formed by the base member of the component on the lubricant tray. For example, the lubricant through the opening passes through the corresponding recess by at least 70%, at least 80%, or at least 90% in an axial direction based on the axis of rotation of the crankshaft.

[0035] Conversely, the ventilation openings are circular to minimize damage to the rigidity of components on the lubricant tray. This means that the edges defining the ventilation openings and forming the base structure are circular or annular. Therefore, this design not only effectively removes lubricant from the crankcase cavity but also achieves effective ventilation of the lubricant tray.

[0036] An improved embodiment of the invention specifies that the ventilation opening is constructed in the geographically highest region of the base member defining the area of ​​the corresponding cavity in the installation position of the internal combustion engine. In this respect, the region of the base member forms the top of the corresponding cavity in the prescribed installation position. This top is penetrated by the ventilation opening, i.e., at the geographically highest point of the top. This achieves particularly effective cavity ventilation.

[0037] An improvement of the invention specifies that the ventilation opening is constructed within one of the walls. The wall is understood to be an area on the lubricant tray component that defines a recess, as described above, that opens toward the crankcase cavity. This is particularly suitable for situations where lubricant does not pass through the opening into the cavity defined by the wall toward the crankcase cavity. Such a cavity may be located, for example, between fixed notches. Creating a ventilation opening within the wall defining the cavity ensures adequate ventilation at that location.

[0038] An improvement of the invention specifies that the size of the additional ventilation opening in the first direction is at least 75% and / or a maximum of 125% of the size of the lubricant through one of the openings in the same direction, and / or the size of the additional ventilation opening in a second direction perpendicular to the first direction is a maximum of 25% of the size of the lubricant through the opening in that direction.

[0039] In any case, not only the additional ventilation openings but also the lubricant through the openings are defined by consecutive corresponding edges not only in the first direction but also in the second direction. These two directions are perpendicular to each other and intersect with the corresponding edges of the respective openings.

[0040] Now, for example, it is specified that the additional ventilation opening has a similar size to the lubricant passage opening in a first direction, but is significantly smaller than the lubricant passage opening in a second direction. Accordingly, the size of the additional ventilation opening in the first direction is at least 75%, at least 80%, at least 85%, or at least 90% of the size of the lubricant passage opening.

[0041] Additionally or alternatively, the size of the additional ventilation opening is a maximum of 125%, 120%, 115%, or 110% of the size through which the lubricant passes. Particularly preferably, the size of the first ventilation opening in the first direction is equivalent to the size of the lubricant passing through the opening in the same first direction.

[0042] Additionally or alternatively, the additional ventilation opening is sized in the first direction to be a maximum of 50%, 25%, 20%, 15%, or 10% of the size of the opening through which lubricant passes, and similarly in the second direction. This design of the additional ventilation opening achieves particularly effective ventilation without unreliably reducing the rigidity of the components on the lubricant tray. Particularly preferably, the additional ventilation opening is circular.

[0043] An improved embodiment of the invention specifies that the dimensions of the ventilation opening in the first and second directions are at most 25% of the dimensions of the other ventilation opening in the corresponding directions. In other words, the ventilation opening is significantly smaller than the other ventilation opening. Preferably, not only the ventilation opening but also the other ventilation opening is circular.

[0044] This means that the diameter of the ventilation opening is at most 25% of the diameter of the other ventilation opening. However, it is particularly preferred that the size or diameter is less than 25%, preferably at most 20%, 15%, or 10%. Thus, high rigidity of the components on the lubricant tray is achieved while maintaining good ventilation.

[0045] An improved embodiment of the invention specifies that the ventilation opening has a minimum diameter of 1 mm and / or a maximum diameter of 6 mm. The lower limit of 1 mm is used to ensure adequate ventilation of the corresponding cavity through the ventilation opening. The upper limit of 6 mm is used to avoid adverse effects on the rigidity of the components on the lubricant tray. Thus, for example, the diameter can be a minimum of 1 mm and a maximum of 6 mm, a maximum of 5 mm, a maximum of 4 mm, a maximum of 3 mm, or a maximum of 2 mm. Alternatively, the diameter can be a minimum of 2 mm and a maximum of 6 mm, a maximum of 5 mm, a maximum of 4 mm, or a maximum of 3 mm. Furthermore, alternatively, the diameter can be a minimum of 3 mm and a maximum of 6 mm, a maximum of 5 mm, or a maximum of 4 mm, and so on. Attached Figure Description

[0046] The invention will now be described in detail with reference to the embodiments shown in the figures, without limiting the invention. The figures show:

[0047] Figure 1 A schematic diagram showing a portion of an internal combustion engine.

[0048] Figure 2 A schematic cross-sectional view showing the area of ​​the internal combustion engine. Detailed Implementation

[0049] Figure 1 A schematic diagram showing a portion of the internal combustion engine 1, namely, the area of ​​the lubricant tray 2. Specifically, the upper lubricant tray component 3 of the lubricant tray 2 is shown, which separates the lubricant bottom shell, defined by the lower lubricant tray component and the upper lubricant tray component 3, from the crankcase cavity housed in the cylinder block crankcase housing of the internal combustion engine 1.

[0050] The lubricant tray component 3 has a base member 4 that defines a crankcase cavity in a direction toward the lubricant tray 2, or in a direction toward the lubricant bottom shell. A plurality of bridging portions 5 extend from the base member 4; only a few of these bridging portions are shown exemplarily. The bridging portions 5 are arranged such that they form a cavity 6 between them that is edge-closed in cross-section. This cavity is also shown exemplarily.

[0051] Lubricant is introduced into a portion of cavity 6 through opening 7, which is constructed within wall 8 forming part of lubricant tray component 3, or base component 4. Wall 8 defines a recess that opens toward the crankcase cavity. It can be seen that the lubricant is arranged through opening 7 in multiple rows that extend at least approximately, or even precisely, parallel to each other.

[0052] Between the two rows of lubricant through the opening 7, a retaining notch 9 is constructed in the lubricant tray component 3, which is surrounded by annular bridging portions 10. The retaining notch 9 is shown only by way of example. Bridging portions 5 extend partially into and out of the annular bridging portions 10. In the embodiment shown here, two of the bridging portions 5 extend parallel to each other and therebetween accommodate the annular bridging portions 10.

[0053] To prevent air from accumulating in the cavity 6 formed by the bridging portion 5, at least one ventilation opening 11 is formed in the lubricant tray component 3. In particular, multiple ventilation openings 11 are present; in the embodiment shown here, at least 10, at least 15, or at least 20 ventilation openings are present. In addition to the at least one ventilation opening 11, at least one additional ventilation opening 12 is also present. Similarly, an additional fixing notch 13 is formed in the lubricant tray component 3. This additional fixing notch is shown only as an example.

[0054] The ventilation opening 11 and the additional ventilation opening 12 are used to ventilate the lubricant tray or cavity 6 towards the crankcase cavity. It can be seen that ventilation opening 11 has a significantly smaller flow cross-sectional area than the additional ventilation opening 12 and each of the lubricant passage openings 7. This achieves adequate ventilation of cavity 6 on the one hand, and does not compromise the rigidity of the component 3 on the lubricant tray, and thus the entire internal combustion engine 1.

[0055] Figure 2 A schematic cross-sectional view of the area of ​​the internal combustion engine 1 is shown in one of the ventilation openings 11. It can be seen that the bridging portion 5 domes around the cavity 6, and the ventilation opening 11 is constructed in the base member 4 at the geographically highest point of the cavity 6 in the mounting position of the internal combustion engine 1. This achieves extremely efficient ventilation of the cavity 6.

[0056] List of reference numerals in the attached diagram:

[0057] 1. Internal Combustion Engine

[0058] 2 Lubricant Tray

[0059] 3. Components on the lubricant tray

[0060] 4. Basic Components

[0061] 5. Bridging section

[0062] 6 chambers

[0063] 7. Lubricant passes through the opening.

[0064] 8 walls

[0065] 9. Fixed notch

[0066] 10. Circular bridging section

[0067] 11 Ventilation openings

[0068] 12 ventilation openings

[0069] 13 Fixed notch

Claims

1. An internal combustion engine (1) having a cylinder block crankcase housing defining a crankcase cavity and a lubricant tray (2) housing a lubricant bottom shell, the lubricant tray having an upper lubricant tray component (3) disposed between the crankcase cavity and the lubricant bottom shell and a lower lubricant tray component fixed at the upper lubricant tray component (3), wherein, Multiple bridging portions (5) extend from the base component (4) of the lubricant tray component (3) toward the lubricant bottom shell. These bridging portions partially intersect, thereby forming a cavity (6) with its edges closed in cross-section between the bridging portions. Lubricant constructed in the lubricant tray component (3) flows through an opening (7) into at least a portion of the cavity (6). The crankcase cavity and the lubricant bottom shell are connected by the flow of lubricant through the opening. Its features are, At least one additional first vent (11) that is flowably connected to the crankcase cavity and the lubricant bottom shell and has a smaller flow cross-section than the lubricant through opening (7) is introduced into at least one cavity in cavity (6), wherein the lubricant does not flow into said at least one cavity through opening (7).

2. The internal combustion engine according to claim 1, characterized in that, The lubricant is constructed in the multiple walls (8) of the lubricant tray component (3) through an opening (7), the multiple walls defining a multiple spaced recesses that open toward the crankcase cavity, wherein the recesses are arranged to overlap the connecting rod journal of the crankshaft in an axial direction based on the rotation axis of the crankshaft of the internal combustion engine (1).

3. The internal combustion engine according to claim 1 or 2, characterized in that, The lubricant is located through an opening (7) in two rows arranged parallel to each other and parallel to the axis of rotation of the crankshaft, wherein a fixing notch (9) is constructed in the lubricant tray component (3) between the two rows, the fixing notch being surrounded by a bridging portion (5).

4. The internal combustion engine according to claim 1 or 2, characterized in that, In addition to the first ventilation opening (11), there is at least one other ventilation opening (12), wherein the flow cross-section of the at least one other ventilation opening (12) is larger than the flow cross-section of the first ventilation opening (11) and smaller than the flow cross-section of the lubricant through the opening (7).

5. The internal combustion engine according to claim 1 or 2, characterized in that, The lubricant passes through the non-circular opening (7), while the first ventilation opening (11) is circular.

6. The internal combustion engine according to claim 1 or 2, characterized in that, The first ventilation opening (11) is constructed in the area of ​​the base component (4) that defines the corresponding cavity (6), in the geographically highest area of ​​the installation position of the internal combustion engine (1).

7. The internal combustion engine according to claim 2, characterized in that, The first ventilation opening (11) is constructed in one of the plurality of walls (8) of the lubricant tray component (3), the plurality of walls (8) being multiple areas of the lubricant tray component (3) located at the lubricant tray component at a distance from each other.

8. The internal combustion engine according to claim 4, characterized in that, The size of the additional ventilation opening (12) in the first direction is at least 75% and / or a maximum of 125% of the size of the lubricant through one of the openings (7) in the same direction, and / or the size of the additional ventilation opening (12) in a second direction perpendicular to the first direction is a maximum of 25% of the size of the lubricant through the opening (7) in that direction.

9. The internal combustion engine according to claim 4, characterized in that, The dimensions of the first ventilation opening (11) in the first direction and in the second direction perpendicular to the first direction are 25% of the dimensions of the other ventilation opening (12) in the corresponding direction.

10. The internal combustion engine according to claim 4, characterized in that, The first ventilation opening (11) has a diameter of at least 1 mm and / or a maximum of 6 mm.

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