Internal combustion engine, especially for a motor vehicle

Abstract

Internal combustion engine (10), in particular for a motor vehicle, with a ventilation device (26) comprising at least one jet pump (40), by means of which blow-by gases can be extracted from the crankcase (12) of the internal combustion engine (10) in order to vent the crankcase (12), and the jet pump (40) has a first inlet (42), a second inlet (44) and an outlet (46), and the jet pump (40) is fluidically connected to an intake tract (14) via its first inlet (42) at a feed point (Z), and is fluidically connected to the crankcase (12) via its second inlet (44), and is fluidically connected to the intake tract (14) via its outlet (46) at an introduction point (E), and the introduction point (E) is upstream and the feed point (Z) is downstream of a compressor arranged in an intake tract (14) (18), characterized in thatthat at least one tank (70) for storing fuel for the internal combustion engine (10) is fluidically coupled to the jet pump (40), by means of which volatile fuel components can be sucked out of the tank (70) in order to vent the tank (70) and, in a partial load operation of the internal combustion engine, air from the intake tract (14) can be introduced into the crankcase (12) via the jet pump (40).

Description

[0001] The invention relates to an internal combustion engine, in particular for a motor vehicle, according to the preamble of patent claim 1.

[0002] Such an internal combustion engine, in particular for a motor vehicle, is already known from WO 2014 / 060831 A2 and WO 2013 / 021456 A1. The internal combustion engine is designed, for example, as a reciprocating piston internal combustion engine and comprises a venting device by means of which a crankcase of the internal combustion engine is to be vented. For this purpose, the venting device comprises at least one jet pump by means of which blow-by gases can be extracted from the crankcase to vent the crankcase. The jet pump is usually also referred to as a propellant pump, jet pump, propulsion jet pump or ejector or ejector pump and uses an air stream flowing through an intake tract of the internal combustion engine to suck in or suck out the blow-by gases from the crankcase.The air flow through the intake tract, i.e., the air flowing through the intake tract, is thus a propellant, while the blow-by gases are a suction medium. The suction medium is drawn in by the propellant, allowing the blow-by gases to be discharged from the crankcase.

[0003] DE 10 2013 221 310 A1, DE 10 2012 220 800 A1, US 2011 / 0 030 658 A1, and DE 102 41 302 B4 each show, viewed individually, an internal combustion engine for a motor vehicle, having a venting device comprising at least one jet pump, by means of which blow-by gases can be extracted from the crankcase of the internal combustion engine to vent the crankcase. A tank for storing fuel for the internal combustion engine is fluidically coupled to the jet pump, by means of which volatile fuel components can be extracted from the tank to vent the tank.

[0004] The object of the present invention is to further develop an internal combustion engine of the type mentioned at the outset in such a way that the number of parts and the installation space requirement of the internal combustion engine can be kept particularly low.

[0005] This object is achieved by an internal combustion engine having the features of patent claim 1. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0006] In order to further develop an internal combustion engine of the type specified in the preamble of patent claim 1 in such a way that the number of parts and the installation space requirement of the internal combustion engine can be kept particularly low, the invention provides that a tank for storing, in particular, liquid fuel for the internal combustion engine is fluidically coupled to the jet pump, by means of which volatile fuel components can be sucked out of the tank in order to vent the tank. This means that the jet pump according to the invention has a dual function. On the one hand, the jet pump is used to vent the crankcase by sucking blow-by gases out of the crankcase by means of the jet pump. In addition, the jet pump is used to vent the tank by sucking volatile fuel components out of the tank by means of the jet pump.

[0007] If the internal combustion engine, which is designed, for example, as a reciprocating piston internal combustion engine, is not operated for a certain period of time, for example, while the tank contains fuel, in particular liquid fuel, the fuel will outgas, so that volatile fuel components collect in the tank during this period, resulting in an increase in pressure in the tank. To prevent the pressure prevailing in the tank from exceeding a predeterminable threshold value, the volatile fuel components must be removed from the tank. For this purpose, the invention uses a jet pump, by means of which the liquid fuel components can be sucked out of the tank in a targeted and defined manner.The jet pump uses air or an air stream flowing through an intake tract of the internal combustion engine as the suction medium for sucking in or sucking out the blow-by gases and the volatile fuel components.

[0008] The jet pump uses air to create a vacuum, which sucks in the blow-by gases or volatile fuel components.

[0009] This negative pressure depends on the pressure of the air and not on the air mass through the internal combustion engine, whereby a particularly high negative pressure can be generated by means of the jet pump for sucking in or sucking out the blow-by gases and the volatile fuel components. If, for example, at least one compressor for compressing the air is arranged in the intake tract, the air pressure is a boost pressure, by means of which a particularly high negative pressure can be achieved for sucking in the blow-by gases or the volatile fuel components. This allows the crankcase or the tank to be vented in a particularly short time. Furthermore, the high negative pressure makes it possible to achieve a particularly advantageous separation of oil from the blow-by gases. This makes it possible to keep oil emissions from the internal combustion engine particularly low.

[0010] The background to the invention is the effort to continuously reduce emissions, in particular exhaust emissions, from vehicles with internal combustion engines. These emissions or exhaust emissions are influenced, among other things, by the oil consumption of the internal combustion engine, whereby the oil consumption is influenced by the effectiveness of separating oil from the blow-by gases. Oil that is used, for example, for cooling and / or lubricating the internal combustion engine and is not separated from the blow-by gases is burned in the internal combustion engine, which leads to corresponding oil and thus exhaust emissions. The better oil can be separated from the blow-by gases, the lower the oil consumption of the internal combustion engine, which is associated with lower emissions.In addition, it has been shown that oil that is not separated from the blow-by gases has a negative impact on the aging of catalysts and causes component sooting.

[0011] Conventional ventilation systems for venting the crankcases of internal combustion engines are designed to maximize the blow-by flow of the internal combustion engine while simultaneously minimizing the pressure drop. Downsizing internal combustion engines increases the boost level, particularly at low engine speeds. At these operating points, a conventional ventilation system only has the low pressure drop of the air filter available to vent the crankcase. Furthermore, it has been shown that improving the oil separation efficiency generally requires a higher permissible pressure drop of the oil separator. Due to the requirement that a negative pressure should always prevail in the crankcase, the oil separator cannot usually be optimally adjusted for efficient oil separation, as this creates a conflict of objectives.However, by using a jet pump, a particularly high vacuum can be generated, allowing the blow-by gases to be extracted from the crankcase particularly effectively and efficiently. As a result, oil can be separated from the blow-by gases particularly effectively and efficiently, allowing emissions from the internal combustion engine to be kept particularly low.

[0012] Further advantages, features, and details of the invention will become apparent from the following description of exemplary embodiments and from the drawings. The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the description of the figures and / or shown alone in the figures, can be used not only in the respective combinations specified, but also in other combinations or on their own, without departing from the scope of the invention.

[0013] The drawing shows: Fig. 1a,b each show a schematic representation of an internal combustion engine according to a first embodiment, with a ventilation device with a jet pump, by means of which blow-by gases can be sucked out of the crankcase in order to vent a crankcase of the internal combustion engine; Fig. 2 a schematic representation of the internal combustion engine according to a second embodiment; Fig. 3a-c each show a schematic representation of the internal combustion engine according to a third embodiment, in which a tank venting device is provided for venting a tank for storing liquid fuel for the internal combustion engine; and Fig. 4a-c each show a schematic representation of an internal combustion engine, in particular for a motor vehicle, with a ventilation device which comprises at least one jet pump, by means of which blow-by gases can be sucked out of the crankcase in order to vent a crankcase of the internal combustion engine, wherein a tank for storing fuel for the internal combustion engine is fluidically coupled to the jet pump, by means of which volatile fuel components can be sucked out of the tank in order to vent the tank.

[0014] Fig. Figures 1 to 3c serve to illustrate the background of the invention. In the figures, identical or functionally equivalent elements are provided with the same reference numerals.

[0015] Fig. 1a and Fig. 1b show a schematic representation of an internal combustion engine, designated as a whole by 10, according to a first embodiment, which is designed as a reciprocating piston internal combustion engine and serves to drive a motor vehicle, in particular a passenger car. For example, the internal combustion engine 10 is designed as a gasoline engine or diesel engine. Fig. 1a and Fig. 1b it can be seen that the internal combustion engine 10 has a crankcase 12 through which at least one Fig. 1b, a combustion chamber 13, shown particularly schematically, is formed, for example, in the form of a cylinder. During operation, the internal combustion engine draws in air from the environment, with the air flowing through an intake tract of the internal combustion engine 10, designated as a whole by 14. An air filter 16 for filtering the air is arranged in the intake tract 14. In addition, the internal combustion engine 10 comprises at least one exhaust gas turbocharger, which has a turbine arranged in an exhaust tract of the internal combustion engine 10 and not visible in the figures.

[0016] Exhaust gas can flow through the exhaust tract, and the turbine is driven by the exhaust gas. The exhaust gas turbocharger further comprises a compressor 18 arranged in the intake tract 14, which compressor can be driven by the turbine. The compressor 18 serves to compress the air flowing through the intake tract 14 and supplied to the combustion chamber 13, so that the air—relative to its flow direction through the intake tract 14—downstream of the compressor 18 has a first pressure that is higher than a second pressure that the air has upstream of the compressor 18. The first pressure is also referred to as boost pressure, and the compressed air is referred to as charge air. Furthermore, an intercooler 20 is arranged in the intake tract 14, by means of which the compressed and thus heated air is cooled. The part of the intake tract 14 arranged downstream of the compressor 18 in the direction of air flow can vary, for example, depending on the engine design and combustion process.

[0017] In addition, a throttle valve 22 is arranged in the intake tract 14, which is, however, provided optionally. Fig. 1a, the throttle valve 22 is arranged downstream of the charge air cooler 20. In Fig. 1b, however, the throttle valve 22 is arranged upstream of the charge air cooler 20. Furthermore, a so-called intake manifold 24 is arranged in the intake tract 14, by means of which the air is guided to the combustion chamber 13. If the internal combustion engine 10 has, for example, a plurality of combustion chambers formed by the crankcase 12, in particular in the form of cylinders, the intake manifold 24 functions as a charge air distributor, by means of which the compressed air, also referred to as charge air, is distributed among the multiple combustion chambers. Fig. 1, the charge air cooler 20 is arranged downstream of the throttle valve 22 and in the intake manifold 24.

[0018] During fired operation of the internal combustion engine, combustion processes take place in the combustion chamber 13, during which fuel-air mixtures are burned. The combustion of the respective fuel-air mixture produces exhaust gas. A piston is accommodated in the combustion chamber 13, which is designed, for example, as a cylinder, so that it can move in translation. During fired operation, at least a portion of the exhaust gas received in the combustion chamber 13 can flow past the piston and into the crankcase 12. This portion of the exhaust gas flowing past the piston is referred to as blow-by gas, so that blow-by gases collect in the crankcase 12 during operation of the internal combustion engine 10. In order to avoid an excessive pressure increase in the crankcase 12 caused by the blow-by gases, a particularly well-designed Fig. 1 and designated as a whole by 26, by means of which the crankcase 12 is vented. During such a venting of the crankcase 12, at least a portion of the blow-by gases is discharged from the crankcase 12.

[0019] In Fig. 1b shows that the internal combustion engine 10 further comprises a cylinder head 28, which is connected to the crankcase 12. Furthermore, the internal combustion engine 10 has a cylinder head cover 30, which is connected to the cylinder head 28. The ventilation device 26 comprises an oil separator 32 with at least one separator plate 33, by means of which oil contained in the blow-by gases discharged from the crankcase 12 can be separated from the blow-by gases. Fig. 1b, so-called full-load lines 34 can be seen, through which the blow-by gases can flow, in particular during full-load operation of the internal combustion engine 10. This full-load operation is also referred to as charging operation or charge air state.

[0020] In order to achieve particularly efficient and effective venting and a particularly effective and efficient separation of oil from the blow-by gases, the venting device 26 comprises a jet pump 40, by means of which the blow-by gases are sucked out of the crankcase 12 to vent the crankcase 12. Fig. 1a and Fig. 1b shows that the jet pump 40 has a first inlet 42, a second inlet 44, and an outlet 46. Via its first inlet 42, the jet pump 40 is fluidically connected to the intake tract 14 at a feed point Z. Via its second inlet 44, the jet pump 40 is fluidically connected to the crankcase 12. Via its outlet 46, the jet pump 40 is fluidically connected to the intake tract 14 at an introduction point E. Fig. 1a and Fig. 1b it can be seen that the feed point Z is located downstream of the compressor 18.

[0021] Furthermore, the supply point Z is arranged upstream of the charge air cooler 20. Alternatively, it is conceivable that the supply point Z is arranged downstream of the charge air cooler 20. The introduction point E is arranged upstream of the compressor 18. The air compressed by the compressor 18 is supplied to the jet pump 40 as a propulsion medium via the first inlet 42, with the blow-by gases being a suction medium which is sucked in via the second inlet 44 by means of the propulsion medium. The charge air and the blow-by gases sucked in by means of the charge air flow via the outlet 46 to the introduction point E, at which the charge air and the blow-by gases are introduced into the intake tract 14. Overall, it can be seen that the jet pump 40 is arranged parallel to the compressor 18 and extracts the charge air as a propulsion jet from the intake tract 14 downstream of the compressor 18.

[0022] At the second inlet 44 of the jet pump 40, a negative pressure is created, particularly depending on the design of the jet pump 40 and the pressure of the charge air, which is used to extract the blow-by gases from the crankcase 12 via the oil separator 32. In Fig. 1a shows that a pressure control valve 48 is arranged upstream of the jet pump 40 and in particular downstream of the oil separator 32 in the flow direction of the blow-by gases, although the pressure control valve 48 is optional. In this case, the blow-by gases are extracted from the crankcase 12 via the pressure control valve 48 by means of the jet pump 40. By using the boost pressure to vent the crankcase 12, a particularly high degree of oil separation can be achieved by means of the oil separator 32, since a particularly high pressure level is available for oil separation.

[0023] A pressure prevailing in the crankcase 12, which is also referred to as crankcase pressure, depends in particular on the boost pressure and not on an air mass flowing through the internal combustion engine 10, whereby a particularly high negative pressure can be generated in the crankcase 12 even when the internal combustion engine 10 provides a high torque via its output shaft, in particular the crankshaft. In other words, the negative pressure that can be generated by the jet pump 40 for venting the crankcase 12 is coupled to the boost pressure and thus to the torque of the internal combustion engine 10 and an accumulating quantity of blow-by gases. In the internal combustion engine 10, it is possible to at least substantially optimally tune the jet pump and thereby achieve a particularly high separation efficiency of the oil separator 32.

[0024] Fig. 2 shows the internal combustion engine 10 according to a second embodiment. The second embodiment differs from the first embodiment in particular in that a partial load branch 50 is provided. The partial load branch 50 is fluidically connected to the intake tract 14 at a first point 52, wherein the first point 52 is arranged downstream of the throttle valve 22. At a second point 54, the partial load branch 50 is fluidically connected to a line leading from the oil separator 32 to the jet pump 40, wherein the optionally provided pressure control valve 48 is arranged on this line. In the present case, the second point 54 is arranged downstream of the oil separator 32 and upstream of the jet pump 40, in particular downstream of the pressure control valve 48 and upstream of the jet pump 40.Furthermore, a check valve 56 is arranged in the line, which in this case is arranged upstream of the jet pump 40 and downstream of the oil separator 32, in particular downstream of the pressure control valve 48.

[0025] Out of Fig. 2 that the part-load branch 50 opens into the intake tract 14 at the first point 52. The part-load branch 50 is a path which uses the negative pressure which prevails at part-load, for example in the intake manifold 24 downstream of the throttle valve 22, in order to suck the blow-by gases out of the crankcase 12 during part-load operation of the internal combustion engine 10. A further check valve 58 is arranged in the part-load branch 50. Furthermore, a ventilation branch 60 is provided, via which the crankcase 12 can be ventilated with air from the intake tract 14. In other words, air can be branched off from the intake tract 14 by means of the ventilation branch 60 and guided into the crankcase 12. For this purpose, the ventilation branch 60 is fluidically connected to the intake tract 14 at a third point 62 and fluidically connected to the crankcase 12 at a fourth point 64. The third location 62 is arranged downstream of the air filter 16 and upstream of the compressor 18.Furthermore, a check valve 66 is arranged in the ventilation branch 60.

[0026] When the crankcase 12 is vented in partial load operation via the partial load branch 50, the check valve 58 is closed. Due to the negative pressure now prevailing in the crankcase 12, air in the form of fresh air is sucked from the intake tract 14 into the crankcase 12 via the ventilation branch 60, which is formed, for example, by a ventilation line 68, via the check valve 66. In the charged state, that is, in full load operation, the internal combustion engine 10 results in the Fig. 1a and Fig. 1b. Here, the check valve 58 blocks the boost pressure and deactivates the partial load branch 50, which is also referred to as the partial load path. The check valve 66 is also closed when the pressure downstream of the air filter and upstream of the compressor 18 is lower than in the crankcase 12. This results in the same flow of blow-by gases as in Fig. 1a and Fig. 1b. In the second embodiment, a negative pressure can thus be created in partial load operation, whereby ventilation of the crankcase can be realized in partial load operation.

[0027] Fig. 3a-c show a third embodiment of the internal combustion engine 10. In the third embodiment, the potential or function of a jet pump is utilized not only to optimize the ventilation of the crankcase 12, but also to regenerate or vent a tank 70, particularly during full-load operation. In other words, in the third embodiment, both the described ventilation of the crankcase 12 and, separately, a ventilation or regeneration of the tank 70 are provided. The internal combustion engine 10 according to the third embodiment comprises a ventilation device, designated as a whole by 72, by means of which the tank 70 is vented. The tank 70 serves to store fuel, particularly in the form of liquid fuel, by means of which the internal combustion engine 10 can be operated. The fuel can be, for example, diesel or gasoline.The fuel held in tank 70 can outgas, so that volatile components of the fuel, i.e., volatile fuel components, can collect in tank 70. To prevent an excessive pressure increase in tank 70 caused by the volatile fuel components, tank venting device 72 is used to remove the volatile components from tank 70, which is referred to as regeneration of tank 70. For this purpose, tank venting device 72 comprises a vent line 74, in which a tank venting valve 76 of tank venting device 72 is arranged. From a synopsis of . Fig. 1 to 3c, it can be seen that the internal combustion engine 10 in the third embodiment is expanded by the tank ventilation device 72 compared to the second embodiment. The function with regard to the ventilation of the crankcase 12 corresponds to the second embodiment, so that only the function of the tank ventilation device 72 will be described below.

[0028] Furthermore, a pressure sensor 78 is arranged in the vent line 74, which is used solely for diagnostic purposes. Furthermore, a check valve 80 is arranged in the vent line 74. Furthermore, a check valve 81 is provided. The vent line 74 is fluidically connected at one end to the tank 70 and at the other end to another jet pump 82 of the tank venting device 72. Like the jet pump 40, the jet pump 82 is also fluidically connected to the intake tract 14 via its one inlet 84. The vent line 74 is connected to a further inlet 86 of the jet pump 82. The jet pump 82 further has an outlet 88, via which the jet pump 82 is connected to the intake tract 14. Thus, the jet pump 82 also uses the charge air as a propellant to suck the volatile fuel components out of the tank 70 as a suction medium.The charge air and the volatile fuel components sucked in by means of the charge air are fed to the intake tract 14 via the outlet 88 or introduced into the intake tract 14.

[0029] Optionally, it is conceivable that the vent line 74 is fluidically coupled directly to the intake tract 14 via an optionally provided connecting line 83. Then, for example, the portion of the vent line 74 designated 85 could be omitted, with the check valve 81 then being arranged in the connecting line 83.

[0030] The tank venting device 72 further comprises a branch line 90, which is fluidly connected at one end to the vent line 74 and at the other end to the intake tract 14. A check valve 92 is arranged in the branch line 90.

[0031] During partial load operation, the volatile fuel components, which are fuel gases, are led from the tank 70 through the tank vent valve 76, which is open, and through the check valve 92 downstream of the throttle valve 22 into the intake tract 14, since a negative pressure exists there. The check valve 80 is closed.

[0032] In the boost pressure case, i.e., during full-load operation, a vacuum is generated at the inlet 86 of the jet pump 82, causing the check valve 80 to open and the check valve 92 to close. The volatile fuel components drawn in by the vacuum then flow through the vent line 74 and via the jet pump 82 into the intake tract 14.

[0033] Fig. 3b shows the third embodiment of the internal combustion engine 10 in partial load operation. Fig. 3b shows that during partial load operation, the crankcase 12 is vented via the partial load branch 50 and ventilated via the ventilation branch 60. Furthermore, the tank 70 is vented via the branch line 90 during partial load operation. Fig. Figure 3c shows the internal combustion engine 10 according to the third embodiment in full-load operation, in which the crankcase 12 is vented via the jet pump 40 and not via the partial-load branch 50. Furthermore, the tank 70 is vented via the jet pump 82 and not via the branch line 90. It is particularly well known from Fig. 3b shows that the crankcase 12 is ventilated during partial load operation via the jet pump 40. This will be explained in more detail below.

[0034] In the third embodiment, the oil separator 32 has the separator plate 33, which is used to separate oil from the blow-by gases during full-load operation. Furthermore, the oil separator 32 comprises a further separator plate 35, which is used to separate oil from the blow-by gases during both full-load and partial-load operation. In other words, the separator plate 33 is used to separate oil only during full-load operation, with respect to partial-load and full-load operation, whereas the separator plate 33 is not used to separate oil during partial-load operation in the third embodiment.

[0035] Fig. 4a-c now show the internal combustion engine 10, wherein, in order to achieve a particularly small installation space requirement and a small number of parts of the internal combustion engine 10, it is provided that the tank 70 is fluidically coupled to the jet pump 40, by means of which the volatile fuel components can be sucked out of the tank 70 in order to vent the tank 70. Fig. 4a-c it can be seen that the fluidic coupling of the tank 70 with the jet pump 40 takes place via the vent line 74, the partial load branch 50 and the oil separator 32. In other words, the vent line 74 is fluidically connected to the tank 70 on the one hand and to the partial load branch 50 on the other hand. In the internal combustion engine 10 according to Fig. 4a-c, check valves 94 and 96 are also used, which can also be used in the third embodiment, as can be seen from Fig. 3b and Fig. 3c is recognizable.

[0036] Fig. Figure 4b shows the partial-load operation of the internal combustion engine 10, in which the ventilation of the tank 70 is integrated into the ventilation of the crankcase 12. During partial-load operation, a negative pressure prevails in the intake tract 14 downstream of the throttle valve 22, causing the check valve 58 to open. When the tank vent valve 76 is open, regeneration gas, i.e., volatile fuel components, can flow from the tank 70 into the intake tract 14 via the check valve 58 at the first point 52. At the same time, blow-by gas is extracted from the crankcase 12 via the partial-load branch 50 of the oil separator 32. For this purpose, the check valves 94 and 96 in the oil separator 32 are closed, and the blow-by gases flow through the separator plate 35 toward the check valve 58.Due to the negative pressure created in the crankcase 12, air is sucked from the intake tract 14 into the crankcase 12 via the check valve 66, which in this case is arranged in the oil separator 32, the optionally provided pressure control valve 48 and the jet pump 40, so that integrated ventilation of the crankcase 12 is ensured without additional components.

[0037] Based on Fig. Figure 4c illustrates the operation in supercharged mode, i.e., full-load operation. The boost pressure creates a vacuum at the second inlet 44 of the jet pump 40, which closes the check valve 66. The check valves 94 and 96 are open, so that the blow-by gases from the crankcase 12 flow through the two separator plates 33 and 35, with the check valve 58 closed. Since Fig.4a, a negative pressure is present between the check valve 94 and the separator plate 35, and the tank venting valve 76 is open. The partial-load branch 50 is fluidly coupled to the jet pump 40 via the connection point 98. The sucked-in regeneration gas flows, together with the blow-by gases, via the check valve 94 from the oil separator 32 toward the intake tract 14. The jet pump 40 thus takes over both the regeneration or venting of the tank 70 and the venting of the crankcase 12. List of reference symbols 10 Internal combustion engine 12 Crankcase 13 Combustion chamber 14 Intake tract 16 air filters 18 compressors 20 intercoolers 22 Throttle valve 24 intake manifold 26 Ventilation device 28 cylinder head 30 cylinder head cover 32 oil separators 33 Separation plate 34 Full load line 35 Separation plate 40 jet pump 42 first entry 44 second entrance 46 Outlet 48 Pressure control valve 50 partial load branch 52 first place 54 second place 56 Check valve 58 Check valve 60 ventilation branch 62 third place 64 fourth place 66 Check valve 68 Ventilation line 70 tanks 72 Tank ventilation device 74 Vent line 76 Tank vent valve 78 Pressure sensor 80 check valve 81 Check valve 82 jet pump 83 connecting line 84 Entrance 85 part 86 Inlet 88 Outlet 90 branch line 92 Check valve 94 Check valve 96 Check valve 98 connection point E insertion point Z feed point

Claims

[1] Internal combustion engine (10), in particular for a motor vehicle, with a ventilation device (26) which comprises at least one jet pump (40), by means of which blow-by gases can be sucked out of the crankcase (12) of the internal combustion engine (10) in order to vent the crankcase (12), and the jet pump (40) has a first inlet (42), a second inlet (44) and an outlet (46), and the jet pump (40) is fluidically connected to an intake tract (14) via its first inlet (42) at a feed point (Z), and is fluidically connected to the crankcase (12) via its second inlet (44) and is fluidically connected to the intake tract (14) via its outlet (46) at an introduction point (E), and the introduction point (E) is upstream and the feed point (Z) is downstream of a compressor arranged in an intake tract (14) (18) is arranged, characterized bythat at least one tank (70) for storing fuel for the internal combustion engine (10) is fluidically coupled to the jet pump (40), by means of which volatile fuel components can be sucked out of the tank (70) in order to vent the tank (70) and, in a partial load operation of the internal combustion engine, air can be introduced from the intake tract (14) via the jet pump (40) into the crankcase (12). [2] Internal combustion engine (10) according to claim 1, characterized by that the tank (70) is fluidically coupled to an intake tract (14) of the internal combustion engine, bypassing the jet pump (40), via at least one partial load branch (50), via which volatile fuel components from the tank (70) can be introduced into the intake tract (14) bypassing the jet pump (40) in partial load operation of the internal combustion engine (10).

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