Freely positionable crankcase ventilation system and method

Abstract

Internal combustion engine (100), comprising: a crankcase (102) having a first plurality of openings and a second plurality of openings, wherein the first plurality of openings are aligned with each other along a length of the crankcase (102) at a first height, and the second plurality of openings are aligned with each other along the length of the crankcase (102) at a second height, an oil pan (132) connected to a bottom section of the crankcase (102); a first oil separation module (200, 300) comprising at least one first inlet housing (202, 302), wherein the at least one first inlet housing (202, 302) is fluidly connected to a first channel (220), and a first oil separation filter (228) is arranged in fluid connection between the channel (220) and the oil pan (132); wherein the at least one first inlet housing (202, 302) can be connected to an opening from the first plurality of openings or from the second plurality of openings, such that a fluid circuit for venting gases present in the crankcase (102) is defined from an inner cavity of the crankcase (102) to the at least one first inlet housing (202, 302), to the first channel (220) and through the first oil separator filter (228).

Description

Technical field

[0001] This patent disclosure relates generally to crankcase ventilation systems and in particular to a filtered crankcase ventilation system for an internal combustion engine. background

[0002] Typical internal combustion engines work by introducing fuel and air into cylinders for combustion. Pistons move within the cylinders to compress the fuel / air mixture, which then burns. The burning fuel expands the volume of air in the cylinder, producing power. A sliding seal between each piston and the bore in which the piston operates helps to compress the fuel / air mixture and also seals combustion products into the cylinder as the volume expands and the pressure inside the cylinder increases. However, exhaust products can escape past the piston seals and enter an internal volume of the crankcase. Exhaust products can also enter internal engine cavities through intake or exhaust valve seals, turbocharger cooling oil flows, and potentially other sources. These combustion products are sometimes referred to as "blow-by gases" or "blow-by."Blow-by gases contain contaminants normally found in exhaust gases, such as hydrocarbons (HC), carbon monoxide (CO), NOx, soot, and unburned or partially burned fuel. Lubricating oil in the crankcase tends to be atomized or otherwise carried along by the hot blow-by gases to form an aerosol.

[0003] Blow-by gases in the crankcase, including entrained lubricating oil, are typically filtered or otherwise treated to remove oil before being returned to the engine's air intake system or released into the environment. Other systems route crankcase emissions into the engine's exhaust system, where they undergo the same emission treatment as engine exhaust gases before being released to the environment. Systems that recirculate crankcase emissions back into the engine for combustion are classified as closed crankcase ventilation (CCV) systems, while systems that treat crankcase emissions and release them to the environment are commonly referred to as open crankcase ventilation (OCV) systems.

[0004] Some engines, such as large diesel engines, use forced induction to increase engine power output. This can involve superchargers or turbochargers. Recirculating crankcase emissions to the intake side of a supercharger or turbocharger can lead to fouling on the compressor wheel in a relatively short period of time. This fouling is exacerbated in multi-turbocharger systems because the heat in downstream compressor units increases. The cooling units downstream of a supercharger or turbocharger can also be affected by this fouling. Therefore, crankcase emissions are typically cleaned before being recirculated to the intake in a supercharged or turbocharged engine.

[0005] A crankcase ventilation system is disclosed in published US patent application US 2014 / 0290634A1 to Slaughter et al. ("Slaughter"). Slaughter describes a crankcase ventilation system for an internal combustion engine comprising a cylinder block that defines at least one cylinder, and a valve cover designed to be mounted on an individual cylinder head corresponding to an individual cylinder and to define a cavity therein. A crankcase ventilation port is associated with a valve cover, and a crankcase ventilation element is incorporated into the valve cover.

[0006] US 8 210 135 B2 and DE 11 2008 001 692 B4 each describe a crankcase ventilation system.

[0007] DE 603 ​​18 520 T2 describes a two-stage filter device for a diesel internal combustion engine crankcase ventilation device.

[0008] DE 100 63 903 A1 describes a free-jet centrifuge with an integrated oil separator. Summary

[0009] According to one aspect of the disclosure, an internal combustion engine is described. The internal combustion engine comprises a crankcase with a first plurality of openings and a second plurality of openings, wherein the first plurality of openings are aligned with one another along a length of the crankcase at a first height, and the second plurality of openings are aligned with one another along the length of the crankcase at a second height. An oil pan is connected to a bottom section of the crankcase. A first oil separation module has at least one first inlet housing, wherein the at least one first inlet housing is fluidly connected to a first channel, and a first oil separator filter is arranged in fluid communication between the channel and the oil pan.The at least one first inlet housing is connectable to an opening from the first plurality of openings or from the second plurality of openings, such that a fluid circuit for venting gases present in the crankcase is defined from an inner cavity of the crankcase to the at least one first inlet housing, to the first channel and through the first oil separator filter.

[0010] According to another aspect, the disclosure describes a crankcase ventilation system for an internal combustion engine with a crankcase that defines an internal cavity. The crankcase has a first plurality of openings and a second plurality of openings. The first plurality of openings are aligned with each other along a length of the crankcase at a first height, and the second plurality of openings are aligned with each other along the length of the crankcase at a second height. The internal combustion engine further includes an oil pan connected to a bottom section of the crankcase. The crankcase ventilation system includes a first oil separator module with two first inlet housings, each of the two first inlet housings being fluidically connected to a first channel, and a first oil separator filter arranged in fluid communication between the channel and the oil pan.The first two inlet housings are selectively connectable to two adjacent openings from the first plurality of openings or from the second plurality of openings, so that a fluid circuit for venting gases present in the crankcase is defined from an inner cavity of the crankcase to the first two inlet housings, to the first channel and through the first oil separator filter.

[0011] The crankcase ventilation system further comprises a second oil separator module with two second inlet housings, each of which is fluidically connected to a second channel, and a second oil separator filter is arranged in fluid communication between the second channel and the oil pan. The two second inlet housings are selectively connectable to two further adjacent openings from either the first plurality of openings or the second plurality of openings, thus defining an additional fluid circuit for venting gases present in the crankcase from an internal cavity of the crankcase to the two second inlet housings, to the second channel, and through the second oil separator filter.

[0012] According to yet another aspect, the disclosure describes a method for venting gases from an engine crankcase during operation. The method comprises providing a crankcase with a first plurality of openings and a second plurality of openings formed along a row of cylinders, wherein the first plurality of openings are aligned with each other along a length of the crankcase at a first height, and the second plurality of openings are aligned with each other along the length of the crankcase at a second height, wherein the crankcase has an oil pan connected to a bottom section of the crankcase.The method further comprises providing a first oil separation module with two first inlet housings, each of the two first inlet housings being fluidly connected to a first channel, and a first oil separator filter being arranged in fluid communication between the channel and the oil pan, and connecting the two first inlet housings to two adjacent openings from the first plurality of openings or from the second plurality of openings, such that a fluid circuit for venting gases present in the crankcase is defined from an inner cavity of the crankcase to the two first inlet housings, to the first channel and through the first oil separator filter.

[0013] If the cylinder in an embodiment has a number X of cylinders, the first oil separation module can be connected to the engine at a number equal to (X-1) possible locations with respect to the crankcase and with respect to each of the first plurality of openings and the second plurality of openings. Accordingly, the method can also include selecting a possible location for the first oil separation from a total of (2X-2) locations, such that the first oil separation does not interfere with the surrounding engine structures. Brief description of the drawings Fig. Figure 1 is a block diagram of an internal combustion engine according to the disclosure. Fig. Figure 2 is a perspective view of an embodiment of a CCV device in accordance with the disclosure. Fig. Figure 3 is a perspective view of another embodiment of a CCV device in accordance with the disclosure. Fig. 4 and Fig. 5 are block diagrams of an engine, each from a top and front perspective, in accordance with the revelation. Detailed description

[0014] This disclosure relates to a crankcase ventilation (CV) system and a corresponding method for an internal combustion engine. The CV system comprises modular devices that can be replicated on a single engine to selectively adjust the engine's CV capacity based on an engine configuration, rated power, or the like. The CV system according to this disclosure can be mounted on various sections of the engine that are fluidically connected to an internal cavity of the engine's crankcase, thus enabling efficient removal of CV gases during engine operation. In the embodiments illustrated herein, the described structures advantageously combine a high blow-by flow capacity crankcase ventilation system, an oil separation module, or a "venting element" within a structural valve cover and / or directly within the engine's crankcase.The CV or oil separator device supports a downstream high-efficiency oil mist separator where applicable. Since the oil separator module integrated into the valve cover is associated with a unit cylinder head, or alternatively, an oil separator module associated with ports in the cylinder head and / or directly with the crankcase, the resulting crankcase ventilation module can be freely positioned as required at the front or rear along the length of the engine, or on top or bottom of the crankcase between a top of the crankcase and an interface with an engine oil pan, and simply on the left, right, top, bottom, and / or one or both sides of the engine. The modular approach also allows for incremental blow-by flow capacity by adding additional crankcase ventilation modules to an engine configuration.This system can also be applied to other cylinder-based engine platforms simply by creating a new valve cover base component. Standardization enables the shared use of interface geometries between components, including existing mounting patterns on the front of the valve cover, integrated breather elements, and common components such as hoses, mounting brackets, high-efficiency oil mist separators, heaters, and insulators, across engine platforms.

[0015] An outline drawing of an engine 100 from a side perspective is in Fig. Figure 1 illustrates the engine 100, which has a known V-configuration; however, the present disclosure is also applicable to other engine types, such as engines with an inline configuration, also referred to as "I". While the engine 100 is shown with a total of sixteen cylinders (eight cylinders per row), engines with fewer or more cylinders are also suitable for the advantages of the present disclosure. The engine 100 comprises a crankcase 102 that surrounds a crankshaft (not shown). The crankshaft is connected to a plurality of pistons (not shown) via connecting rods (not shown).The pistons are arranged to slide and reciprocate in bores (not shown) formed in a cylinder housing 104, which may be integrated into a single assembly with the crankcase 102, and drive the crankshaft to provide, in a known manner, useful mechanical working motion to a flywheel 108 and a front balancer 106 of the engine 100. A cylinder head 110 covers the upper open ends of the bores that accommodate the pistons to form a plurality of power cylinders 111 of the engine 100. Eight power cylinders 111 are arranged on the engine 100 from the one shown in . Fig. 1 illustrated perspective visible.

[0016] The cylinder head 110 includes valves to supply fuel and air to the cylinders, and also to remove exhaust gases and other byproducts from the cylinders during operation in the usual manner. Air is supplied to the cylinders via an intake manifold 112, and exhaust gases from the various engine cylinders are collected in an exhaust manifold 114. As shown, the exhaust manifold 114 is connected to a turbine 116, which operates to drive a compressor 118. The compressor 118 is part of an intake system 120 of the engine 100, which may also include an intake air cooler 122. During engine operation, the compressor 118 draws in air from an inlet 124 and compresses the air before delivering it to the cylinders through the intake air cooler 122 and the intake manifold 112.

[0017] To cover the activation mechanisms that operate the various inlet and outlet valves for each power cylinder 111, the engine 100 includes a valve cover 126 arranged to cover each cylinder in each set of power cylinders 111. Alternatively, a single valve cover can cover all cylinders in an engine bank, or all engine cylinders in an inline engine configuration. The engine crankcase 102 further forms additional openings, each of which can be sealed by a cover or plate.In the illustrated embodiment, the crankcase 102 forms a plurality of cam openings, each of which is closed by a cam cover 128, which is plate-shaped and engages in a sealing and releaseable manner in an area of ​​the crankcase 102 around the respective cam opening to allow access for inspection of the cam projections corresponding to a specific power cylinder 111, for example during maintenance when the cam cover 128 is removed.

[0018] Similarly, the crankcase 102 forms a plurality of crankshaft openings, each closed by a crank cover 130. This cover is plate-shaped and engages in a sealing and releaseable manner within a region of the crankcase 102 surrounding the respective crank opening to allow access for inspection of the crankshaft bearing and connecting rod corresponding to a specific power cylinder 111, for example, during maintenance when the crank cover 130 is removed. The crankcase 102 may also form additional openings covered by removable covers for inspection and other purposes.

[0019] At a lower section of the engine 100, an oil pan 132 covers a bottom section of the crankcase 102 to tightly enclose the internal volume of the crankcase 102. The oil pan 132 defines a cavity that collects engine lubricating oil and acts as a sump in a known manner.

[0020] The engine 100 may incorporate oil separation or CV devices that fluidically connect the inner cavity of the crankcase 102 to a sink for CV gases generated by the engine during operation. These gases, which typically contain exhaust components and engine lubrication droplets of various sizes suspended in aerosol form, are filtered to remove as much oil as possible before being released to the environment, recirculated into an engine air intake, or mixed with engine exhaust gases for the treatment and control of certain exhaust components. In cases where the gases are released to the environment, the oil separation configuration is referred to as an open crankcase ventilation (OCV) system, while in cases where the CV gases are recirculated into the engine intake or exhaust, the oil separation configuration is referred to as a closed crankcase ventilation (CCV) system.

[0021] In the present disclosure, two embodiments of the oil separation module are presented, which can be used with either an OCV or CCV oil separation configuration. In a first embodiment of the oil separation, an oil separation module 200 is configured to operate with a crankcase and to receive gases from it through the engine valve covers 126. An outline drawing of the oil separation module 200 is shown in Fig. 2 shown. The oil separation module 200 comprises two inlet housings 200, each containing a valve cover (e.g. 126, as shown in Fig. (shown in 1) replace, and is equipped with the 100 engine ( Fig. 1) connected at the location of two adjacent valve covers 126. Each intake housing 202 includes a mounting flange 204 with a plurality of fastening elements 206 which, when mounted on an engine, engage with an engine structure to mount the oil separation module 200 to the engine.

[0022] Each inlet housing 202 further forms an outlet flange 208, which surrounds an outlet opening. A cap 210 is connected to the outlet flange 208 and secured to it by fastening elements 212. A pattern for mounting the cap 210 on the respective outlet flange 208 can be symmetrical, so that the same cap 210 can be used in mirror-image positions between the two inlet housings 202, as shown in Fig. Figure 2 shows that each cap 210 forms an outlet bore 214, to which an outlet channel 216 may be connected. The outlet channel 216, which is generally T-shaped or Y-shaped, forms two inlet openings, each fluidically connected to a respective outlet bore 214, and an outlet opening 218, which is formed at the end of an elongated channel 220.

[0023] During operation, gases escaping through piston seals can accumulate within the otherwise sealed crankcase cavity. These gases are carried into the area surrounding the cylinder valves and fill the space within the engine's valve covers. Gases reaching the hollow intake housings 200 are allowed to pass through the intake housing due to a pressure differential created between the relatively high pressure in the crankcase and the relatively low pressure at the outlet 226 of the oil separator module. In particular, gases generated and accumulated within the crankcase cavity during engine operation tend to increase the pressure within the crankcase cavity.By supplying CV gases to a low-pressure area such as an engine air intake, a pressure differential is created across the oil separation module 200, which tends to direct gases through the same from the oil separation module inlet 224 and the oil separation module outlet 226.

[0024] In the illustrated embodiment, the oil separation module structure 222 has an oil separation module inlet 224 and an oil separation module outlet 226. The oil separation structure 222 is arranged to receive and process gases from the inner cavity of the crankcase during engine operation. These gases are supplied through the elongated channel 220, which is connected via a clamp 236. The oil separation module structure 222, which can assume any known configuration, includes an oil separator or filter 228, which is fluidly arranged between the oil separation module inlet 224 and the oil separation module outlet 226 and is configured to remove oil droplets entrained in a stream of crankcase gases collected by the oil separation module to provide a filtered gas stream through the oil separation module outlet 226.Oil that condenses or separates from the gas stream is removed and returned to the engine via an oil return channel 230.

[0025] During operation, a flow path for crankcase gases is defined through the oil separation module 200. Gas enters the oil separation module 200 through openings defined within the mounting flanges 204. The gases pass through a hollow internal volume defined within the body 232 of each housing 202 and then into a hollow internal volume defined within the body 234 of each cap 210. The caps are funnel-shaped to direct the gases passing through them into their respective outlet bores 214. The gases enter the elongated channel 220 and pass through the filter 228 before being delivered either to a closed or open gas sink via the oil separation module outlet 226, which may include releasing the gases into the environment, recirculating the gases into the engine inlet, mixing the gases with engine exhaust gases, or the like, as already described above.

[0026] An alternative embodiment for an oil separation module 300 is described in Fig. Figure 3 is shown. For the sake of simplicity, the structures and features of the oil separation module 300 are shown alongside the corresponding structures and features of the oil separation module 200, which is described above and in Figure 3. Fig. 2 shown, are the same or similar, and are designated by the same reference numbers used above. The oil separation module 300 differs from the oil separation module 200 ( Fig. 2) primarily with regard to its mounting position on the engine 100. While the oil separation module 200 in particular is designed to be mounted on the engine 100 in place of two adjacent valve covers 126, the oil separation module 300 is designed to be mounted in place of two adjacent cam covers 128 (see Fig. 1) to be mounted on the side of the crankcase 102. The oil separation module 300 is otherwise functionally identical to the oil separation module 200 and uses many parts in common with or interchangeably with the oil separation module 200.

[0027] As in Fig. As shown in Figure 3, the oil separation module 300 comprises two inlet housings 302, each of which has a respective cam cover 128 ( Fig. 1) replaced and thus with the engine 100 ( Fig. 1) is connected. Each inlet housing 302 includes a mounting flange 304 with a plurality of fastening elements 306 which, when mounted on an engine, engage in an engine structure to mount the oil separation module 300 to the engine.

[0028] In this embodiment, which is also applicable to the oil separation module 200, the cap 210 includes a heater 303. The heater 303, which can be an electric heating element, works to heat CV gases that pass through the cap 210 during engine operation, thereby generally reducing the viscosity of the oil. This oil can then collect upstream or within the oil separation module to facilitate its discharge from the filter 228 by gravity back into the engine 100 through the drain line 230. Furthermore, the heater helps to maintain the CV gases above their dew point temperature. Commercial applicability

[0029] The present disclosure is applicable to internal combustion engines, and in particular to CV systems for internal combustion engines. The disclosure provides a freely positionable crankcase ventilation system. In the context of this disclosure, "freely positionable" refers to the ability to mount one or more oil separation modules on an engine at various locations at the front, rear, both sides, top, middle, or bottom of the engine or of several engine types, depending on the packing envelope around the engine, which is available for various engine applications. Furthermore, the modularity and interchangeability of the engine mounting structures for oil separation modules provides the flexibility to install more than one oil separation module in a parallel configuration on an engine to selectively increase the crankcase ventilation capacity based on the specific application.

[0030] Diagrammatic views of several oil separation module placements on the engine 100 are in Fig. 4 and Fig. 5 shown. Fig. Figure 4 shows a top view of the engine 100, showing the various valve cover locations 402, and Fig. Figure 5 shows a front view of engine 100 to illustrate the placement of oil separation modules at different heights on the engine. In particular, and with reference to Fig. 4 and Fig. 5, is an oil separation module 200 in a position at the top right of the engine 100 in Fig. Figure 4 shows the assembly. The oil separation module 200 occupies the positions of two valve covers 402, to which the inlet housings 202 are connected. As shown here, each inlet housing 202 includes a screen 404, which helps to capture larger oil droplets entering the oil separation module 200. The screen 404 can be implemented in any manner known in the prior art, which includes, but is not limited to, deflector plates, perforated plates, stretched metal media, and other structures. The inlet housings 202 are connected to the channel 220, which supplies gases to the filter 228. A gas line 406 delivers filtered gas from the filter to the schematically shown engine intake system 408, for example, through the compressor inlet 124 ( Fig. 1), and a drain line 410 conveys liquid oil that has been removed or separated from the vent gas to the oil pan 132. As shown with dashed lines, the oil separation module 200 can assume any position on the engine 100 by occupying adjacent positions of valve covers 402, and more than one oil separation module can also be connected to the engine in parallel, i.e., by each oil separation module inlet being in fluid communication with an internal cavity of the crankcase, and each oil separation module outlet being in fluid communication with a common fluid sink, such as the compressor inlet of the engine for an exemplary CCV-type oil separation module, or some other fluid sink.

[0031] As seen from the front view of the engine in Fig. As can be seen in Figure 5, an oil separation module 300 is connected to one side of the crankcase 102 at a position that is lower than that of the oil separation module 200, which is also located in Fig. 5 is shown. The oil separation module 300 takes the place of two cam covers 128 (as in Fig. (1 shown from a side perspective), to which the inlet housings 302 (only one housing is visible) are connected. As shown here, each inlet housing 302 includes a screen 404, which helps to capture larger oil droplets entering the oil separation module 300. The inlet housings 302 are connected to the channel 220, which supplies gases to the filter 228. A gas line 406 delivers filtered gas from the filter to the schematically shown engine intake system 408, and a drain line 410 carries liquid oil, removed or separated from the CV gas, to the oil pan 132.As with the oil separation module 200, the oil separation module 300 can be positioned anywhere along the engine 100 by occupying the positions of two adjacent cam covers 128, and more than one oil separation module can be connected to the engine in parallel, with each oil separation module inlet being in fluid communication with an internal cavity of the crankcase, and each oil separation module outlet being in fluid communication with a common fluid sink, such as the compressor inlet of the engine for an exemplary CCV-type oil separation module, or some other fluid sink.

[0032] Considering the arrangement of Fig. Figure 4, where the engine has twelve cylinders arranged in two banks of six cylinders each, shows that the oil separation module 200 can occupy any one of five possible positions along each cylinder bank. Thus, in general, for an engine with X cylinders arranged along a cylinder bank, the oil separation module can occupy any one of (X-1) positions along the cylinder bank for each of the valve cover and cam cover openings. In the figure shown in Fig. 4 and Fig.In the engine 100 shown in Figure 5, where, for example, each bank has six cylinders, there are two sets of five possible positions each, or (2X-2) possible positions, where X = 6, for a total of 10 possible positions for mounting an oil separation module 200 or an oil separation module 300. Considering both sides of the engine, there are therefore twenty possible mounting positions for an oil separation module, resulting in considerable flexibility in the design of the engine space. Furthermore, it is considered that a single intake housing can be used, occupying only a single mounting position on the engine. In this case, there are X possible positions along the engine for mounting an oil mist separation module for each set of openings, resulting in a total of 2X possible positions in the exemplary engine configurations illustrated here.

[0033] It is understood that the foregoing description provides only examples of the disclosed system or technology. However, it is acknowledged that other implementations of the disclosure may differ in detail from the examples given above. All references to the disclosure or its examples are to be understood as referring specifically to the example discussed at this point and do not constitute a limitation of the scope of the disclosure in general. Any formulations of a distinction or a reduction with respect to certain features are intended to indicate a lesser preference for these features, but not to exclude them from the scope of the disclosure unless otherwise stated.

[0034] The mention of value ranges here serves only as a shorthand method for listing each separate value falling within the range, unless otherwise indicated here, and each separate value is included in the description just as if it had been listed individually. All procedures described here may be carried out in any suitable order, unless otherwise specified or it is clearly contrary to the specific context.

[0035] The use of the terms "a", "an", "the", "at least one", and similar referential terms in the context of the description of the invention (particularly in the context of the following claims) shall be interpreted as encompassing both singular and plural forms, unless otherwise indicated herein or clearly contradicted by the context. The use of the term "at least one" followed by a list of one or more items (for example, "at least one A and / or B") shall be interpreted as meaning either one item from the listed items (A or B) or any combination of two or more of the listed items (A and B), unless otherwise indicated herein or clearly contradicted by the context.

[0036] Accordingly, this disclosure includes all modifications and equivalents of the subject matter specified in the appended claims, to the extent permitted by applicable law. Furthermore, any combination of the elements described above, in all possible variations thereof, is included in the disclosure unless otherwise stated herein or unless it is in clear contradiction to the context. Reference symbol list 100 engine 102 Crankcase 104 cylinder housings 106 Front compensating device 108 Flywheel 110 cylinder head 111 power cylinders 112 Admission assembly line 114 Exhaust gas manifold 116 Turbine 118 Compressor 120 entry system 122 Inlet air cooler 124 Admission 126 Valve covers 128 cam covers 130 Crank cover 132 Oil pan 200 Oil Separation Module 202 Inlet housing 204 Mounting flange 206 fasteners 208 Outlet flange 210 cap 212 fasteners 214 Outlet bore 216 Outlet channel 218 Outlet opening 220 Oblong Canal 222 Oil separation module structure 224 Oil Separation Module Inlet 226 Oil Separation Module Outlet 228 Oil separators / filters 230 Oil return channel / drain line 232 Inlet housing body 234 Body of the cap 236 bell 300 Oil Separation Module 302 Inlet housing 303 Heating unit 304 Mounting flange 306 fasteners 402 Valve cover / Valve cover positions 404 sieve 406 Gas pipeline 408 Engine intake system 410 Drain line

Claims

[1] Internal combustion engine (100), comprising: a crankcase (102) having a first plurality of openings and a second plurality of openings, wherein the first plurality of openings are aligned with each other along a length of the crankcase (102) at a first height, and the second plurality of openings are aligned with each other along the length of the crankcase (102) at a second height, an oil pan (132) connected to a bottom section of the crankcase (102); a first oil separation module (200, 300) comprising at least one first inlet housing (202, 302), wherein the at least one first inlet housing (202, 302) is fluidly connected to a first channel (220), and a first oil separation filter (228) is arranged in fluid connection between the channel (220) and the oil pan (132); wherein the at least one first inlet housing (202, 302) can be connected to an opening from the first plurality of openings or from the second plurality of openings, such that a fluid circuit for venting gases present in the crankcase (102) is defined from an inner cavity of the crankcase (102) to the at least one first inlet housing (202, 302), to the first channel (220) and through the first oil separator filter (228). [2] Internal combustion engine (100) according to claim 1, further comprising a second oil separation module (200, 300) with two second inlet housings (202, 302), wherein each of the two second inlet housings (202, 302) is fluidly connected to a second channel (220), and a second oil separator filter (228) is arranged in fluid connection between the channel (220) and the oil pan (132), wherein the two second inlet housings (202, 302) are selectively connectable to two further adjacent openings from the first plurality of openings or from the second plurality of openings, so that an additional fluid circuit for venting gases present in the crankcase (102) from the inner cavity of the crankcase (102) to the two second inlet housings (202, 302), to the second channel (220) and through the second Oil separator filter (228) is defined. [3] Internal combustion engine (100) according to claim 1, wherein at least one of the first inlet housings (202, 302) further comprises a heating device (303). [4] Internal combustion engine (100) according to claim 1, wherein at least one of the first inlet housings (202, 302) further comprises a screen (404). [5] Internal combustion engine (100) according to claim 1, wherein each of the first plurality of openings is associated with a valve activation mechanism for a power cylinder (111) of the internal combustion engine (100). [6] Internal combustion engine (100) according to claim 5, further comprising a valve cover (126, 402) which fluidly separates each of the first plurality of openings from an environment outside the inner cavity of the crankcase (102). [7] Internal combustion engine (100) according to claim 1, wherein the first oil separation module (200, 300) comprises two first inlet housings (202, 302), wherein the two first inlet housings (202, 302) are connectable to two adjacent openings from the first plurality of openings or from the second plurality of openings, and wherein the fluid circuit of each of the two first inlet housings (202, 302) comprises a parallel arrangement between the inner cavity of the crankcase (102) and the first channel (220). [8] Internal combustion engine (100) according to claim 7, further comprising a cam cover (128) covering each of the second plurality of openings. [9] Crankcase ventilation system for an internal combustion engine (100) comprising a crankcase (102) defining an internal cavity, wherein the crankcase (102) has a first plurality of openings and a second plurality of openings, the first plurality of openings being aligned with each other along a length of the crankcase (102) at a first height, and the second plurality of openings being aligned with each other along the length of the crankcase (102) at a second height, wherein the internal combustion engine (100) further comprises an oil pan (132) connected to a bottom section of the crankcase (102), wherein the crankcase ventilation system comprises: a first oil separation module (200, 300) with two first inlet housings (202, 302), wherein each of the two first inlet housings (202, 302) is fluidly connected to a first channel (220), and a first oil separator filter (228) is arranged in fluid connection between the first channel (220) and the oil pan (132); wherein the first two inlet housings (202, 302) can be selectively connected to two adjacent openings from the first plurality of openings or from the second plurality of openings, so that a fluid circuit for venting gases, which are present in the crankcase (102), defined from the inner cavity of the crankcase (102) to the two first intake housings (202, 302), to the first channel (220) and by the first oil separator filter (228); and a second oil separation module (200, 300) with two second inlet housings (202, 302), wherein each of the two second inlet housings (202, 302) is fluidly connected to a second channel (220), and a second oil separation filter (228) is arranged in fluid connection between the second channel (220) and the oil pan (132); wherein the two second inlet housings (202, 302) are selectively connectable to two further adjacent openings from the first plurality of openings or from the second plurality of openings, so that an additional fluid circuit for venting gases present in the crankcase (102) is defined from the inner cavity of the crankcase (102) to the two second inlet housings (202, 302), to the second channel (220) and through the second oil separator filter (228). [10] Crankcase ventilation system according to claim 9, wherein at least one of the two first inlet housings (202, 302) further comprises a heating device (303). [11] Crankcase ventilation system according to claim 9, wherein at least one of the two second inlet housings (202, 302) further comprises a heating device (303). [12] Crankcase ventilation system according to claim 9, wherein each of the two first inlet housings (202, 302) further comprises a screen (404). [13] Crankcase ventilation system according to claim 9, wherein each of the two second inlet housings (202, 302) further comprises a screen (404). [14] Crankcase ventilation system according to claim 9, wherein each of the first plurality of openings is associated with a valve activation mechanism for a power cylinder (111) of the internal combustion engine (100). [15] Crankcase ventilation system according to claim 14, further comprising a valve cover (126, 402) which fluidly separates each of the first plurality of openings from an environment outside the inner cavity of the crankcase (102). [16] Crankcase ventilation system according to claim 9, wherein each of the second plurality of openings is formed along a side of the crankcase (102) to provide access to an engine camshaft for maintenance purposes. [17] Crankcase ventilation system according to claim 16, further comprising a cam cover (128) covering each of the second plurality of openings. [18] Method for venting gases from an engine crankcase (102) during operation, comprising: Providing a crankcase (102) with a first plurality of openings and a second plurality of openings formed along a row of cylinders, wherein the first plurality of openings are aligned with each other along a length of the crankcase (102) at a first height, and the second plurality of openings is aligned with each other along the length of the crankcase (102) at a second height, the crankcase (102) having an oil pan (132) which is connected to a bottom section of the crankcase (102); Providing a first oil separation module (200, 300) with two first inlet housings (202, 302), wherein each of the two first inlet housings (202, 302) is fluidly connected to a first channel (220), and a first oil separation filter (228) is arranged in fluid connection between the first channel (220) and the oil pan (132); Connecting the two first inlet housings (202, 302) with two adjacent openings from the first plurality of openings or from the second plurality of openings, so that a fluid circuit for venting gases present in the crankcase (102) is defined from an inner cavity of the crankcase (102) to the two first inlet housings (202, 302), to the first channel (220) and through the first oil separator filter (228); wherein, if the cylinder has a number X of cylinders, the first oil separation module (200, 300) can be connected to the engine (100) at a number equal to (X-1) possible locations with respect to the crankcase (102) and with respect to each of the first plurality of openings and the second plurality of openings; and wherein a possible location for the first oil separation module (200, 300) is selected between the first and second plurality of openings from a total of (2X-2) locations, such that the first oil separation module (200, 300) does not interfere with the surrounding engine structures. [19] The method of claim 18, further comprising: Providing a second oil separation module (200, 300) with two second inlet housings (202, 302), each of the two second inlet housings (202, 302) being fluidically connected to a second channel (220), and a second oil separator filter (228) being arranged in fluid communication between the second channel (220) and the oil pan (132); and Connecting the two second inlet housings (202, 302) with two further adjacent openings from the first plurality of openings or from the second plurality of openings, so that a second fluid circuit for venting gases present in the crankcase (102) is defined from an inner cavity of the crankcase (102) to the two second inlet housings (202, 302), to the second channel (220) and through the second oil separator filter (228). [20] Method according to claim 18, further comprising heating a gas which passes through at least one of the two first inlet housings (202, 302).

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