Oil separator for a crankcase ventilation system of an internal combustion engine

Abstract

An oil separator (32) for a crankcase ventilation system (30) of an internal combustion engine (10), comprising a first venting path (36) through which gas from a crankcase (26) of the internal combustion engine (10) can flow, in which at least one first separation element (38) is arranged for separating oil from the gas, a second venting path (40) through which gas from the crankcase (26) can flow, in which at least one second separation element (42) is arranged for separating oil from the gas, and a ventilation path (50) via which air can be introduced into the crankcase (26) to ventilate the crankcase (26), characterized in that a bypass line (62) is assigned to the first venting path (36), by means of which at least part of the air from the ventilation path (50) can be branched off and bypassed the crankcase (26) and the first separation element (38). can be introduced into the second venting path (40).

Description

[0001] The invention relates to an oil separator for a crankcase ventilation system of an internal combustion engine according to the preamble of patent claim 1.

[0002] Such separators for crankcase ventilation systems of internal combustion engines, in particular for motor vehicles, are already well known from the general state of the art and in particular from series vehicle construction. Such an oil separator has a first venting path through which gas from the crankcase can flow, which is also referred to as the first separation path. At least one first separation element for separating oil from the gas is arranged in the first venting path. Furthermore, the oil separator has a second venting path through which gas from the crankcase can flow, which is also referred to as the second separation path. At least one second separation element for separating oil from the gas is arranged in the second venting path.Furthermore, the oil separator has a ventilation path through which air, in particular from an intake tract of the internal combustion engine, can be introduced into the crankcase to ventilate the crankcase. The crankcase can be vented via the ventilation paths by discharging gas from the crankcase via the ventilation paths. This gas typically comprises so-called blow-by gas and can contain at least oil, whereby the oil can be at least partially separated from the gas by means of the respective separation element.

[0003] The ventilation path is used primarily to supply air to the crankcase, thereby preventing excessive negative pressure in the crankcase. The crankcase is ventilated via the ventilation path particularly during overrun fuel cut-off of the internal combustion engine, since during overrun fuel cut-off, blow-by gas from the combustion chambers of the internal combustion engine typically does not flow into the crankcase.

[0004] Furthermore, DE 10 2012 001 049 A1 discloses a crankcase ventilation system with an oil mist separation device designed to separate oil contained in blow-by gases. For this purpose, the oil mist separation device has at least one first oil mist separator. Furthermore, it is provided that the first oil mist separator has at least one full-load range and at least one partial-load range that is at least partially separate from the full-load range.

[0005] Furthermore, EP 2 505 798 A1 discloses a return device for returning blow-by gas to an intake tract of an internal combustion engine.

[0006] From the state of the art of DE 11 2015 001 827 T5, DE 10 2014 013 714 A1, DE 10 2007 054 762 A1 and DE 10 2006 058 072 A1, other generic oil separators for crankcase ventilation of internal combustion engines, in particular for motor vehicles, have become known.

[0007] The object of the present invention is to further develop an oil separator of the type mentioned at the outset in such a way that a particularly advantageous ventilation and venting of the crankcase is possible in a simple manner.

[0008] This object is achieved by an oil separator having the features of patent claim 1. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0009] In order to further develop an oil separator of the type specified in the preamble of patent claim 1 in such a way that a particularly advantageous ventilation and venting of the crankcase can be realized in a particularly simple manner, it is provided according to the invention that a bypass line is assigned to the first venting path, by means of which at least part of the air can be branched off from the venting path and introduced into the second venting path, bypassing the crankcase and the first separating element.Bypassing the crankcase and the first separation element means that the air branched off from the ventilation path and flowing through the bypass line does not flow through the first separation element and not through the crankcase, but the air flowing through the bypass line bypasses both the first separation element and the crankcase and flows into the second ventilation path without the air flowing through the bypass line flowing through the crankcase or through the first separation element.

[0010] The invention is based in particular on the following insight: Due to increasingly stringent emissions regulations, it is necessary to further reduce exhaust emissions from vehicles and thus from internal combustion engines. Engine oil consumption – and the associated unseparated engine oil from the crankcase ventilation system – also contributes to these exhaust emissions. Furthermore, unseparated engine oil and blow-by gas have a negative impact on the aging of an internal combustion engine's catalytic converter and on so-called component sooting. The crankcase ventilation systems predominantly used today are designed for the maximum blow-by flow rate of the engine while simultaneously minimizing the pressure loss.

[0011] At the same time, crankcase ventilation occurs primarily at low partial loads and during overrun, i.e., when the internal combustion engine is coasting. Particularly during unfired overrun, i.e., during overrun cutoff, the continued operation of the ventilation system flushes the crankcase with fresh air. The blow-by gas in the crankcase, with its HC components, passes unburned through the internal combustion engine into the catalytic converter, where it is converted in an exothermic reaction (catalytic converter exotherm). The HC components mentioned above mean that the blow-by gas typically contains oil, i.e., engine oil, and / or unburned hydrocarbons (HC). If the HC content, i.e., the quantity of unburned hydrocarbons in the blow-by gas, is too high, catalyst temperature limits can be exceeded, which can lead to premature damage to the catalyst's reaction layer.

[0012] It is known that a valve, electrically or pneumatically actuated, is arranged in the second venting path, which may be configured as a partial-load path or partial-load branch. This valve, at the aforementioned operating point, shuts off the so-called partial-load venting—that is, the crankcase venting via the partial-load path—and thus also the crankcase ventilation. However, the problem here is that these are the points with the highest purge volume and are therefore completely suppressed. This can therefore lead to an increasing fuel and water content in the engine oil.

[0013] These disadvantages and problems can be avoided by means of the oil separator according to the invention. Furthermore, the oil separator according to the invention makes it possible to protect the catalyst of the internal combustion engine from damaging exothermic reactions while simultaneously allowing ventilation. The oil separator according to the invention represents a highly integrated component, since all necessary parts or components are preferably contained in a single component in the form of the oil separator.

[0014] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment 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 specified combinations, but also in other combinations or on their own, without departing from the scope of the invention.

[0015] The drawing shows: Fig. 1 a schematic representation of an internal combustion engine for a motor vehicle, with an oil separator, which has a first venting path, a second venting path, a ventilation path and a bypass line associated with the first venting path, by means of which at least a portion of air can be branched off from the ventilation path and introduced into the second venting path, bypassing a crankcase and a first separating element, wherein Fig. 1 shows the oil separator in full load or boost pressure operation; Fig. 2 is a further schematic representation of the internal combustion engine, in which Fig. 2 a partial load operation or a suction motor operation of the oil separator is illustrated; and Fig. 3 is a further schematic representation of the internal combustion engine, in which Fig. 3 illustrates the overrun operation of the internal combustion engine and the oil separator.

[0016] In the figures, identical or functionally identical elements are provided with the same reference symbols.

[0017] Fig. 1 shows, in a particularly schematic representation, an internal combustion engine, designated overall by 10, for a motor vehicle, which can be driven by the internal combustion engine 10. For example, the internal combustion engine 10 is designed as a reciprocating piston internal combustion engine and comprises at least one combustion chamber 12 designed as a cylinder, in which combustion processes take place during fired or fired operation of the internal combustion engine. The internal combustion engine 10 has an air path, designated overall by 14, which, for example, comprises the combustion chamber 12. The air path 14 is an intake tract of the internal combustion engine 10, wherein the intake tract is also referred to as the inlet tract.An air filter 16, at least one compressor 18, a throttle valve 20, a charge air cooler 22, and an intake manifold 24 through which the air can flow are arranged in the intake tract, through which the air to be supplied to the combustion chamber 12 can flow. The air flowing into and through the intake tract is filtered by the air filter 16.

[0018] Furthermore, the air flowing through the intake tract is compressed by the compressor 18, thereby heating the air. The compressor 18 is, for example, a component of an exhaust gas turbocharger, which also includes a turbine driven by exhaust gas from the internal combustion engine 10. The compressor 18 is driven by the turbine, so that the energy contained in the exhaust gas from the internal combustion engine 10 can be used to compress the air. The throttle valve 20 is used, for example, to adjust pressure conditions in the intake tract as needed. Alternatively or additionally, the throttle valve 20 is used to adjust the amount of air flowing into the combustion chamber 12. The charge air cooler 22 is a cooling device by means of which the compressed and thus heated air is cooled. The compressed and cooled air is then distributed, for example, to the respective combustion chambers of the internal combustion engine 10 by means of the intake manifold 24.The air path leading downstream of the air filter 16 and the exhaust gas turbocharger or compressor 18 may vary depending on the engine design and combustion process and may differ from that shown in . Fig. 1. For example, the intercooler 22 can be integrated into the intake manifold 24. Alternatively or additionally, it is conceivable that the throttle valve 20 is arranged upstream of the intercooler 22 with respect to the direction of air flow through the air path.

[0019] During the fired or fired operation of the internal combustion engine 10, combustion processes take place in the combustion chamber 12, so that so-called blow-by gas can flow from the combustion chamber 12 into a crankcase 26 of the internal combustion engine 10. This blow-by gas, which flows into the crankcase 26, is in Fig. 1 by arrows 28. In order to prevent an excessive pressure increase in the crankcase 26, a crankcase ventilation system, designated as a whole by 30, is provided, by means of which a gas can be discharged from the crankcase 26. This gas, which can be discharged from the crankcase 26 by means of the crankcase ventilation system 30, comprises at least the blow-by gas, wherein the blow-by gas can comprise or contain unburned hydrocarbons (HC) and / or oil. In other words, unburned hydrocarbons and / or oil can be contained in the blow-by gas and thus in the gas to be discharged from the crankcase 26 by means of the crankcase ventilation system 30.

[0020] The oil is also referred to as engine oil and is a lubricant used to lubricate and / or cool components of the internal combustion engine 10. The crankcase ventilation system 30 includes an oil separator 32, through which the gas discharged from the crankcase 26 via the crankcase ventilation system 30 can flow or through which it flows. At least a portion of the oil contained in the discharged gas can be separated from the gas by means of the oil separator 32.

[0021] The oil separator 32 comprises a coarse oil separator 34 and a first venting path 36, which is also referred to as the first separation path, full-load path, or full-load branch (FV branch). A first separation element 38, which is designed as a fine separator, is arranged in the first venting path 36. By means of the first separation element 38, oil remaining in the gas after the coarse oil separator 34 can be at least partially separated from the gas, since, for example, the gas can flow through the first separation element 38.

[0022] The oil separator 32 further has a second venting path 40, which is also referred to as a second separation path, part-load path, or part-load branch (TL branch). A second separation element 42, which is designed as a fine separator, is arranged in the second venting path 40, which, like the first venting path 36, can be flowed through by at least a portion of the gas. The second separation element 42 can be flowed through by at least a portion of the gas and can at least partially separate oil that remains in the gas after the coarse oil separator 34. The gas flowing through the respective venting path 36 or 40 can be fed to a line 44 common to the venting paths 36 and 40.Thus, the gas flowing through the respective vent path 36 or 40 can flow out of the respective vent path 36 or 40 and into the line 44, which is fluidly connected, for example, to the intake tract. As a result, the gas flowing through the line 44 can flow out of the line 44 and into the intake tract (air path 14).

[0023] Furthermore, a first check valve 46, also referred to as a full-load check valve (VL-RSV), is arranged in the first venting path 36. A second check valve 48, also referred to as a part-load check valve (TL-RSV), is arranged in the second venting path 40. The respective check valve 46 or 48 opens in the direction of the line 44 and closes in the opposite direction, so that an undesired flow of gas can be avoided. The oil separator 32 further comprises a ventilation path 50, via which air from the air path 14 can be introduced into the crankcase 26 to ventilate the crankcase 26.

[0024] As will be explained below, in certain operating states, the gas discharged from the crankcase 26 by means of the crankcase ventilation 30 can flow through the line 44 and is introduced into the air path 14 via the line 44. In at least one further operating state, which differs from this, gas or air from the air path 14 can flow through the line 44 and is guided to the ventilation path 50 via the line 44, so that the air from the air path 14 can flow through the ventilation path 50 and into the crankcase 26 via the ventilation path 50. The crankcase 26 is thereby ventilated.

[0025] A third check valve 52 is arranged in the ventilation path 50, which opens in the direction of the crankcase 26 and closes in the opposite direction. Furthermore, a throttle 54, also referred to as a ventilation throttle, is arranged in the ventilation path 50. In this case, the throttle 54 is arranged upstream of the check valve 52 with respect to the direction of air flow through the ventilation path 50.

[0026] Furthermore, a vent line 56 is provided, which is fluidically connected to the air path 14 on the one hand and to the second vent path 40 on the other hand, so that the vent line 56 belongs, for example, to the vent path 40. A fourth check valve 58 is arranged in the vent line 56, which opens in the direction of the air path 14 and closes in the opposite direction. It is conceivable that the check valve 58 is also integrated into the oil separator 32. Fig. 1 that the oil separator 32 is a highly integrated component in which the coarse oil separator 34, the first venting path 36, the first separating element 38, the second venting path 40, the second separating element 42, at least a portion of the line 44, the check valve 46, the check valve 48, the venting path 50, the check valve 52, and the throttle 54 are integrated. Fig. 1 it can be seen that the vent paths 36 and 40 are used to remove the gas from the crankcase 26.

[0027] In order to be able to realize particularly advantageous ventilation and venting of the crankcase 26, a bypass device 60, which is also integrated into the oil separator 32 and comprises a bypass line 62 integrated into the oil separator 32, is assigned to the first venting path 36. The bypass line 62 is thus assigned to the first venting path 36. As will be explained in more detail below, at least a portion of the air from the venting path 50, i.e. at least a portion of the air flowing through the venting path 50, can be branched off from the venting path 50 by means of the bypass line 62 and introduced into the second venting path 40, bypassing the crankcase 26 and the first separation element 38.This means that the air flowing through the bypass line 62 bypasses the crankcase 26 and the first separation element 38 and thus does not flow through the crankcase 26 and not through the first separation element 38, but is guided into the second venting path 40 without flowing through the crankcase 26 and the first separation element 38.

[0028] The bypass device 60 comprises a valve 64 arranged in the bypass line 62 and designed, for example, as a check valve, which opens, for example, in the direction of the second venting path 40 and closes in the direction of the ventilation path 50. For example, the valve 64 is a controllable or adjustable valve whose flow cross-section through which the air can flow can be adjusted. For example, the valve 64 can be actuated pneumatically, electrically, or hydraulically.

[0029] The crankcase ventilation 30 is a ventilation system of the internal combustion engine 10 designed as a supercharged engine. The ventilation system has functional states which can essentially be divided into the states "naturally aspirated operation (partial load)" and supercharged operation "(historically referred to as full load)". By using the oil separator 32, the partial load operation can be further divided into the overrun operation, since the oil separator 32 is particularly advantageous for the overrun operation of the internal combustion engine 10. The overrun operation of the internal combustion engine 10 is an unfired operation which is different from the fired operation and in which no combustion processes take place in the combustion chambers or cylinders of the internal combustion engine 10, so that, for example, no blow-by gas flows from the combustion chamber 12 into the crankcase 26 during the overrun operation.

[0030] In Fig. 1 illustrates the full-load or boost pressure operation of the crankcase ventilation 30 and thus in particular of the oil separator 32. In this full-load operation, the blow-by gas flows from the combustion chamber 12 into the crankcase 26, which in Fig. 1 is illustrated by the arrows 28. Furthermore, the blow-by gas, or the gas to be discharged from the crankcase 26 by means of the crankcase ventilation 30, flows from the crankcase 26 into the oil separator 32 and initially through the coarse oil separator 34. The gas flows in particular via the first venting path 36 (VL branch) through the check valve 46 and the separation element 38 to line 44 and via this to an inlet point E in the air path 14, wherein the discharged gas flows out of the line 44 at the inlet point E and into the air path 14. Relative to the flow direction of the air through the air path 14, the inlet point E is arranged downstream of the air filter 16 and upstream of the compressor 18.

[0031] Out of Fig. 1 that, for example, a first partial flow of the gas from the crankcase 26 flows via the first venting path 36 to the inlet point E. A second partial flow, which is smaller than the first partial flow, can, for example, take the path via the second venting path 40 and thus via the second separation element 42 and the check valve 48 to the line 44 and thus to the inlet point E. A division of the two partial flows depends, for example, on a differential pressure and thus on a resistance between the parallel-connected venting paths 36 and 40. In full-load or boost pressure operation, the check valves 58 and 52 are closed, so that the venting line 56 and the ventilation path 50 are fluidically blocked.

[0032] In Fig. 2 illustrates partial load operation, i.e., naturally aspirated engine operation. In this partial load operation, blow-by gas is generated, which—as illustrated by arrows 66—flows into the crankcase 26. The blow-by gas, or the total gas to be discharged from the crankcase 26 by means of the crankcase ventilation 30, flows into the oil separator 32 and initially through the coarse oil separator 34 and via the second venting path 40 and thus the second separation element 42 to the vent line 56 and via this and via the check valve 58 to a second inlet point E2, at which the discharged gas flows out of the vent line 56 and into the air path 14. An inlet point E2 is arranged downstream of the inlet point E and downstream of the throttle valve 20 and upstream of the charge air cooler 22.

[0033] As a result of a pressure gradient between the crankcase 26 and the inlet point E upstream of the compressor 18, a fresh air flow is established into the crankcase 26. As part of this fresh air flow, air flows from the air path 14 at the inlet point E into the line 44 and from there into the ventilation path 50, whereby the air flowing through the ventilation path 50 flows from the air path 14 into the crankcase 26. Both the pressure prevailing in the crankcase 26 and the ventilation quantity are regulated by means of a quantity regulation of the second ventilation path 40, whereby the quantity regulation is dependent in particular on the characteristics of the separation element 42, as well as by means of the operating point-dependent quantity of blow-by gas and by means of the throttling of the throttle 54. The ventilation quantity is the quantity of air that flows into the crankcase 26 via the ventilation path 50.The air from the ventilation path 50 mixes with the blow-by gas, in particular in the crankcase 26, and together with the blow-by gas takes the path via the TL branch (second ventilation path 40), in particular to the second inlet point E2.

[0034] In Fig. Figure 3 illustrates overrun mode, in which the internal combustion engine 10 delivers no power and is not burning. This means that no combustion processes take place in the combustion chambers, which is also referred to as overrun cutoff. Overrun mode, or overrun cutoff, is a special form of partial load operation, in which combustion is usually switched off because the motor vehicle is driving downhill or coasting to a stop.

[0035] Without the use of the bypass device 60, the following situation would arise: Because no combustion processes are taking place, no blow-by gas flows into the crankcase 26; the fresh air flow flushes the crankcase 26 to its maximum extent. This can result in the problem that the blow-by gas present in the crankcase 26 before the onset of the overrun phase contains a high proportion of unburned hydrocarbons (HC). During overrun, the crankcase 26 is then flushed with fresh air to its maximum extent, so that the unburned hydrocarbons enter an exhaust system of the internal combustion engine 10 and are exothermically converted in a catalyst arranged in the exhaust system. This can lead to excessive temperatures in the catalyst, which can drastically shorten its service life.

[0036] The use of electric valves in the part-load line, i.e. in the second ventilation path 40, is known. These electric valves completely switch off the part-load ventilation and thus also the ventilation of the crankcase 26 in the previously described operating state, i.e. during overrun. The disadvantage of this is that the blow-by gases are not flushed out of the crankcase 26, so that the fuel content in the engine oil can increase. Studies have shown that when the flushing quantity falls below a critical level, the exothermic energy in the catalytic converter is tolerable or no longer occurs. This is where the use of the bypass device 60 comes into play. By using the bypass device 60, the harmful exothermic energy in the catalytic converter can be prevented and, at the same time, a tolerable flushing of the crankcase 26 can be maintained.A further advantage is that the bypass device 60 can be integrated into the oil separator 32 very cost-effectively without additional electrical components.

[0037] Through the use of the bypass device 60, the following condition arises during overrun operation: During unfired operation, no new blow-by gas is generated; however, blow-by gas containing a high quantity of unburned hydrocarbons is still present in the crankcase 26. Due to a pressure gradient between the crankcase 26 and the inlet point E, a fresh air flow is established into the crankcase 26 via the ventilation path 50. Due to the high vacuum or negative pressure downstream of the throttle valve 20, the maximum part-load volume flow flows via the TL branch (second ventilation path 40). Without the bypass device 60, the entire volume flow would now flush the crankcase 26 in the form of fresh air and quickly remove the maximum quantity of unburned hydrocarbons.At the same time, the pressure in the crankcase 26 assumes its lowest value of, for example, minus 80 millibar, since the entire part-load air quantity is drawn via the throttle 54 and no blow-by gas is produced in the internal combustion engine 10.

[0038] This can, however, be avoided by using the bypass device 60, in particular by using the valve 64. The valve 64 is also referred to as a bypass ventilation valve (BBV) and has a characteristic behavior. The valve 64 opens, for example, at a differential pressure of 50 millibars and has a relatively low flow resistance. Since the coarse oil separator 34 has a negligible pressure drop, the valve 64 monitors the differential pressure between the fresh air line downstream of the air filter 16, in which at least almost atmospheric pressure prevails in this operating state, and the crankcase 26. For this reason, the valve 64 opens in the described state at approximately minus 50 millibars crankcase pressure and allows a bypass flow of fresh air in the oil separator 32, whereby this bypass flow flows through the bypass line 62 and not through the crankcase 26.

[0039] This reduces the purge air. Due to this reduction in purge air through the crankcase 26, the catalyst-damaging, unburned hydrocarbons are now removed from the crankcase 26 in a tolerable amount. At the same time, the valve 64 functions as a partial-load pressure control valve, by means of which the pressure in the crankcase 26 is regulated at approximately minus 50 millibars, since the differential pressure barely increases due to the low flow resistance of the valve 64. The purge air quantity can be adjusted via the throttle 54 and the opening pressure of the valve 64. The use of the bypass device 60 offers the following advantages: the bypass device 60 can be cost-effectively integrated into the oil separator 32; no electrical components are required; a tolerable residual purge quantity can be set; during partial-load operation, the pressure prevailing in the crankcase 26 can be regulated, which, for example, makes a pressure control valve unnecessary. List of reference symbols 10 Internal combustion engine 12 combustion chamber 14 Air path 16 air filters 18 compressors 20 Throttle valve 22 intercooler 24 intake manifold 26 Crankcase 28 arrows 30 Crankcase ventilation 32 oil separators 34 coarse oil separators 36 first vent path 38 first separation element 40 second vent path 42 second separation element 44 Line 46 Check valve 48 Check valve 50 Ventilation path 52 Check valve 54 Throttle 56 vent line 58 Check valve 60 bypass facility 62 bypass line 64 valve 66 arrows E Discharge point E2 discharge point

Claims

[1] Oil separator (32) for a crankcase ventilation (30) of an internal combustion engine (10), with a first ventilation path (36) through which gas from a crankcase (26) of the internal combustion engine (10) can flow, in which at least one first separation element (38) is arranged for separating oil from the gas, with a second ventilation path (40) through which gas from the crankcase (26) can flow, in which at least one second separation element (42) is arranged for separating oil from the gas, and with a ventilation path (50) via which air can be introduced into the crankcase (26) for ventilating the crankcase (26), characterized by that the first venting path (36) is assigned a bypass line (62), by means of which at least part of the air can be branched off from the ventilation path (50) and introduced into the second venting path (40) bypassing the crankcase (26) and the first separation element (38). [2] Oil separator (32) according to claim 1, characterized by that a check valve (64) is arranged in the bypass line (62), which opens in the direction of the second venting path (40) and closes in the direction of the ventilation path (50). [3] Oil separator (32) according to claim 1 or 2, characterized by in that the oil separator (32) is designed to ventilate the crankcase (26) via the ventilation path (50) during partial load operation of the internal combustion engine (10) and to discharge the air introduced into the crankcase (26) via the ventilation path (50) and blow-by gas from the crankcase (26) via the second ventilation path (40), while the bypass line (62) is fluidically blocked. [4] Oil separator (32) according to one of the preceding claims, characterized bythat the oil separator (32) is designed to ventilate the crankcase (26) via the ventilation path (50) when the internal combustion engine (10) is decelerated, to discharge blow-by gas from the crankcase (26) via the second ventilation path (40) and to branch off air from the ventilation path (50) by means of the bypass line (62) and to introduce it into the second ventilation path (40) bypassing the crankcase (26) and the first separation element (38). [5] Oil separator (32) according to one of the preceding claims, characterized by in that the oil separator (32) is designed to discharge blow-by gas from the crankcase (26) at least via the first ventilation path (36) during load operation with a higher load of the internal combustion engine (10) compared to partial load operation and to supply it to the intake tract of the internal combustion engine (10), while the ventilation path (50) is fluidically blocked.

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