Method for operating a crankcase ventilation device of an internal combustion engine for a motor vehicle, and an internal combustion engine with such a crankcase ventilation device

Abstract

Method for operating a crankcase ventilation device (33) of an internal combustion engine (1) for a motor vehicle, in which at least one flow cross-section (Q) of a vent line (34) of the crankcase ventilation device (33) through which a fluid (12) from a crankcase (3) of the internal combustion engine (1) can flow is adjusted by means of at least one valve element (36) arranged in the vent line (34), wherein the flow cross-section (Q) is controlled and thereby adjusted by means of the valve element (36) as a function of at least one engine load and / or engine speed dependent variable by means of a closed control loop, characterized by a purge line (32) fluidically connected to the vent line (34), which is permeable to air for purging an adsorption filter (31) of a tank venting device (29); and a pressure sensor (49) arranged in the flushing line (32), by means of which at least a pressure in the venting line (34) is detected.

Description

[0001] The invention relates to a method for operating a crankcase ventilation device of an internal combustion engine for a motor vehicle according to the preamble of patent claim 1 and to an internal combustion engine with such a crankcase ventilation device according to the preamble of patent claim 4.

[0002] DE 103 10 452 A1 discloses a crankcase ventilation device of an internal combustion engine, which has at least one vent line for discharging blow-by gas from a crankcase of the internal combustion engine. The blow-by gas is a gas or gas mixture comprising or containing at least one gas, in particular exhaust gas from the internal combustion engine, water, and oil, in particular lubricating oil. The blow-by gas is discharged from the crankcase via the vent line to prevent an excessive pressure increase in the crankcase.

[0003] Furthermore, DE 103 00 592 A1 discloses a method for operating an internal combustion engine with a combustion engine and with an actuator in an air supply for adjusting an air mass to be supplied to the combustion engine, which method enables the diagnosis of leaks in the air supply. In this process, the position of the actuator is adjusted using long-term adaptation to compensate for longer-term influencing factors on the position of the actuator. During long-term adaptation, a long-term adaptation value for the position of the actuator is formed depending on a minimum short-term adaptation value for the position of the actuator formed during short-term adaptation. A leak in the air supply is diagnosed depending on the long-term adaptation value.

[0004] For further prior art, reference is made to DE 103 31 344 B4, DE 10 2013 224 030 B4, DE 10 2006 058 072 A1 and DE 11 2012 001 650 T5.

[0005] The object of the present invention is to provide a method and a crankcase ventilation device for an internal combustion engine so that a particularly advantageous crankcase ventilation can be realized.

[0006] This object is achieved by a method having the features of patent claim 1 and by an internal combustion engine having the features of patent claim 5. Advantageous embodiments of the invention are the subject of the dependent claims.

[0007] A first aspect of the invention relates to a method for operating a crankcase ventilation device of an internal combustion engine for a motor vehicle, in particular for a motor vehicle such as a passenger car. In the method, at least one flow cross-section of a vent line of the crankcase ventilation device through which a fluid from a crankcase of the internal combustion engine, designed for example as a reciprocating piston engine, can flow is adjusted by means of at least one valve element arranged in the vent line. In other words, for example, the fluid is discharged from the crankcase by means of the vent line, so that the fluid flows through the vent line. The vent line has at least one flow cross-section through which the fluid can flow, which is adjusted, i.e., varied or changed, by means of the valve element.

[0008] In order to be able to vent the crankcase particularly advantageously and thus implement particularly advantageous crankcase ventilation, the invention provides that the flow cross-section is controlled and thereby adjusted by means of the valve element as a function of at least one engine load- and / or engine speed-dependent variable by means of a closed control loop. The engine load- and / or engine speed-dependent variable is, as its name suggests, dependent on a particular current load of the internal combustion engine, also referred to as the motor, which provides the load, in particular via an output shaft of the internal combustion engine, designed as a crankshaft, for example, and is thus operated with or at this load. The feature that the variable is or depends on the load and / or the speed of the internal combustion engine can be understood in particular to mean that the variable varies when the load varies.This means that, for example, changes in the load of the combustion engine are accompanied by changes in the size or cause changes in the size. By taking the size into account when adjusting the flow cross-section, and by not simply adjusting the flow cross-section in a controlled manner but rather regulating it using a closed control loop depending on the size, the size is taken into account in the crankcase ventilation, allowing the crankcase to be ventilated effectively and efficiently, as needed. In particular, excessively high and therefore low, thus impermissible pressure values ​​in the crankcase can be avoided.

[0009] The crankcase ventilation device has, for example, at least one inlet point at which the fluid flowing through the ventilation line and also referred to as blow-by gas or at least comprising blow-by gas can be introduced or is introduced into an air line of an intake tract of the internal combustion engine through which at least air can flow, wherein the blow-by gas or the fluid can comprise or be a gas. Furthermore, the blow-by gas or the fluid can comprise or be at least one liquid such as water. The intake tract or the air line, which is also referred to as the intake manifold or air distributor, guides, for example, the air flowing through the intake tract to at least one and in particular into at least one combustion chamber of the internal combustion engine, which is designed, for example, as a cylinder.The invention is based on the finding that crankcase ventilation depends at least on a pressure difference between the inlet point and the crankcase, in particular a chamber of the crankcase. The fluid is discharged from this chamber. For example, at least one compressor can be arranged in the air line to compress the air flowing through the intake tract. The inlet point is preferably arranged upstream of the compressor, i.e., before the compressor.

[0010] Using the method according to the invention, the pressure difference can be adjusted according to the engine load and / or engine speed-dependent variable, and thus according to the load of the combustion engine, also referred to as the engine load. This is advantageous in that the pressure difference can depend on or be influenced by the load, which can now be taken into account by the method according to the invention.

[0011] The valve element arranged in the vent line can have different designs. For example, the valve element can be designed as an automatic adjustment unit, which adjusts the flow cross-section, in particular solely based on the pressure difference and / or a pressure ratio prevailing in an intake tract of the internal combustion engine and / or an air flow in the intake tract. Furthermore, it is generally conceivable for the valve element to be designed as a control unit, which uses a characteristic map to adjust the flow cross-section and thus the respective flow rates of the fluid through the vent line.Preferably and according to the invention, a closed and active control of the flow cross-section is provided via the valve element, so that the valve element and, via this, the flow cross-section are controlled by means of the closed control loop as a function of the engine load- and / or engine speed-dependent variable. The active control can, for example, bring about adjustments of the valve element as a function of the pressure difference, i.e., for example, as a function of respective, in particular mutually different, values ​​of the pressure difference, whereby the flow cross-section is adjusted or set. The engine load- and / or engine speed-dependent variable is or includes, for example, at least the pressure difference, which can be measured, for example, by means of at least one sensor, in particular a pressure sensor, and / or calculated by means of an electronic computing device.

[0012] For active control of the valve element and thus the flow cross-section, an actuator is provided, which can be operated electrically, for example. The valve element is designed, for example, as a flap that can be pivoted about a pivot axis relative to the vent line. The flow cross-section can be adjusted by means of the valve element, in particular by moving the valve element, in particular pivoting it, relative to the vent line. The valve element can be moved, in particular pivoted, by means of the actuator, in particular relative to the vent line. Within the scope of active control, the actuator is controlled, for example, by means of the closed control loop, in particular by means of the electronic computing device, also referred to as the control unit.To adjust or adjust the flow cross-section, the control unit, for example, controls the actuator, particularly electrically, whereby the actuator is controlled by the control unit. The valve element is moved by the control unit via the actuator and thus controlled, so that the flow cross-section is adjusted in a controlled manner, depending on the size and by means of the closed control loop.

[0013] It is conceivable for the valve element to be installed in and / or on an exhaust gas turbocharger which, for example, comprises the aforementioned compressor. The air which is compressed by means of the compressor is also referred to as charge air. The intake tract in this case comprises, for example, a charge air duct for guiding the charge air, wherein the charge air duct is formed, for example, by the air line. It is conceivable for the valve element to be arranged or installed at least partially in the charge air duct. Furthermore, it is possible for the valve element to be installed in a separate housing of the charge air duct. Within the scope of the invention, the valve element is arranged in particular in the ventilation line, which is also referred to, for example, as a blow-by line.

[0014] In an advantageous embodiment of the invention, the valve element is heated, in particular as a function of at least one of the engine load- and / or engine speed-dependent variables and / or a temperature of the air to be supplied to the internal combustion engine. This can prevent icing of the valve element, in particular at low outside temperatures. The engine load- and / or engine speed-dependent variable on the basis of which the valve element is heated, in particular actively, can be the engine load- and / or engine speed-dependent variable on the basis of which the flow cross-section is regulated, or the variable on the basis of which the valve element is heated, in particular actively, can be a variable that is different from the variable on the basis of which the flow cross-section is regulated.To heat the valve element, an electric or electrically operated heater is provided, for example, by means of which the valve element is heated using electrical current. This consideration of the engine load when heating the valve element is particularly advantageous because it allows a sufficiently high temperature of the valve element to be achieved, for example, if the engine load is insufficient. This can prevent the valve element from icing up, even when the engine load is low. In particular, the use of the valve element with the heater makes it possible to dispense with the need for an additional, separate heater, thus keeping the number of parts and costs particularly low.Alternatively or additionally, the use of the valve element can eliminate the need for at least one conventionally used check valve, particularly in a full-load path for full-load crankcase ventilation. Furthermore, the valve element can be used with direct or indirect charge air cooling.

[0015] A further embodiment is characterized in that a purge line is fluidically connected to the vent line, through which air can flow to purge an adsorption filter of a tank venting device. A pressure sensor is arranged in the purge line, by means of which at least one pressure in the vent line is detected. By detecting the pressure prevailing in the vent line, a leak in the vent line can be detected based on a change in the pressure. The valve element can thus be used separately from or with the tank venting device, in particular in such a way that the pressure sensor that is already used in the vent line, for example, is used to detect the pressure in the vent line. This allows the vent line to be checked or monitored and thus diagnosed in a simple and cost-effective manner.The pressure sensor can, for example, also be used to detect the pressure prevailing in the flushing line, so that the pressure sensor has a dual function. On the one hand, the flushing line and the pressure prevailing therein can be monitored using the pressure sensor, and on the other hand, the venting line and the pressure prevailing therein can be monitored using the pressure sensor. This means, for example, that both the venting line and the flushing line can be checked and monitored for leaks. In particular, it is conceivable that a diagnostic function can be easily implemented within the framework of the method. Alternatively or additionally, for example, a conventionally used pressure sensor can be omitted, so that the number of parts and thus the weight can be kept particularly low.

[0016] Finally, it has proven particularly advantageous if the valve element can be moved between a first position and a second position and is open wider in the second position than in the first position. In this case, the valve element is preferably moved by an associated spring element into an intermediate position between the positions, in which intermediate position the valve element is wider open than in the first position and wider closed than in the second position. In the first position, the flow cross-section has, for example, a first value, wherein the flow cross-section in the second position has, for example, a second value which is different from the first value. The first value can be 0, so that in the first position the flow cross-section is, for example, closed or fluidically blocked by means of the valve element, in particular so that no fluid can flow through the vent line.Alternatively, it is conceivable that the first value is greater than 0, so that the flow cross-section is open in the first position, and so that fluid can flow through the vent line in the first position. The second value is greater than 0 and greater than the first value, so that the flow cross-section is open in the second position and is wider open or released than in the first position. In the intermediate position, for example, the flow cross-section has a third value, which is smaller than the second value and larger than the first value and greater than 0.

[0017] For example, the actuator is provided by means of which the valve element can be electrically moved at least into the first position and into the second position, so that the spring element is, for example, tensioned in the first position and in the second position, in particular is more strongly tensioned than in the first position and in the second position. In the first or second position, the spring element therefore provides a spring force which acts on the valve element. In this case, for example, the valve element is held in the first or second position by means of the actuator against the spring force. In particular, the valve element is moved into the first or second position by means of the actuator and held in the first or second position by supplying the actuator with electrical current. Supplying the actuator with electrical current is also referred to as energizing or energizing the actuator.

[0018] If, for example, the valve element is initially in the first or second position and then the power supply to the actuator is stopped, for example, the valve element is moved by the spring force and thus by the spring element from the first or second position into the intermediate position and in particular is held in the intermediate position. In other words, when the actuator is not powered, i.e. when the actuator is not supplied with electrical power, the valve element is held in the intermediate position in which the flow cross-section is open or released. This is particularly advantageous in the event of a power failure or a malfunction due to which the actuator cannot be supplied with electrical power, so that the valve element cannot be moved into the first or second position by means of the actuator.The valve element is then moved into the intermediate position by the spring element, or held in the intermediate position, in which the flow cross-section is open. This ensures sufficient crankcase ventilation even in the event of a power failure or malfunction, so that the internal combustion engine, also known as the combustion engine, can still be operated in its fired mode. The spring element is thus used to implement an emergency function, in which the valve element is moved into the intermediate position in the event of a power failure, or held in the intermediate position, so that the flow cross-section is open during the power failure.In the event of a power failure or malfunction, the emergency function requests a power limitation of the internal combustion engine, allowing the internal combustion engine to operate at reduced power in its fired mode. This allows the vehicle to be driven to a workshop using the internal combustion engine, for example, despite the malfunction.

[0019] The first position is set, for example, when the internal combustion engine is operated with a first load or when the load of the internal combustion engine has a first load value which is greater than 0. The second position of the valve element is set, for example, when the internal combustion engine is operated with a second load which is different from the first load or when the load of the internal combustion engine has a second load value which is different from the first load value and is greater than 0. The second load or the second load value can be greater or smaller than the first load or the first load value. In particular, the first load is a partial load of the internal combustion engine, with the second load being the full load of the internal combustion engine which is greater than the partial load.Furthermore, the first load may be the full load of the internal combustion engine, while the second load may be a partial load of the internal combustion engine that is lower than the full load.

[0020] A second aspect of the invention relates to an internal combustion engine for a motor vehicle, comprising a crankcase, a crankcase ventilation device which has at least one ventilation line through which fluid from the crankcase can flow for venting the crankcase, and at least one valve element arranged in the ventilation line, by means of which a flow cross-section of the ventilation line through which the fluid can flow can be adjusted.

[0021] In order to vent the crankcase particularly advantageously and thus realize particularly advantageous crankcase ventilation, the invention provides an electronic computing device designed to control an actuator for moving the valve element as a function of at least one engine load- and / or engine speed-dependent variable by means of a closed control loop, in order to thereby regulate the flow cross-section as a function of the engine load- and / or engine speed-dependent variable by means of the closed control loop. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention, and vice versa.

[0022] According to one embodiment, the valve element is provided with an electrically operated heater, by means of which the valve element can be electrically heated. This prevents icing of the valve element, so that advantageous crankcase ventilation can be realized even at low outside temperatures. According to the invention, a purge line is provided which is fluidically connected to the vent line and through which air can flow to purge an adsorption filter of a tank ventilation device. A pressure sensor is arranged in the purge line, by means of which at least a pressure in the vent line can be detected. The pressure sensor, which is used anyway, is thus used to detect a pressure prevailing in the vent line. This allows the vent line to be monitored, in particular for leaks, without the need for an additional, separate pressure sensor.

[0023] The purge line preferably opens into the vent line. This has the advantage that the purge line is or can be connected to the air line via the vent line, in particular at the aforementioned inlet point, so that, for example, both the fluid flowing through the vent line and a purge gas flowing through the purge line and coming, for example, from the adsorption filter and possibly containing unburned hydrocarbons can flow into the air line at the inlet point. This allows both the vent line and the purge line to be connected to the air line cost-effectively. Via the inlet point, both components of the fluid from the vent line and components of the purge gas from the purge line can then be supplied to at least one combustion chamber of the internal combustion engine without reaching its surroundings unburned.

[0024] In a particularly advantageous embodiment of the invention, the valve element is movable between a first position and a second position by means of the actuator. In addition, a spring element is assigned to the valve element, which is wider open in the second position than in the first position, by means of which spring element the valve element can be moved into an intermediate position between the positions when the actuator is de-energized, i.e. when the actuator is not supplied with electrical current, and can be held in the intermediate position in which the valve element is wider open than in the first position and wider closed than in the second position. The combustion engine is thus equipped with the aforementioned emergency function, which always enables crankcase ventilation and, if necessary, requests engine power limitation in the event of a fault.

[0025] Preferably, the internal combustion engine has at least one ventilation line provided in addition to the ventilation line and through which air can flow, by means of which the air flowing through the ventilation line can be introduced into the crankcase. As a result, the blow-by gas present in the crankcase is discharged from the crankcase via the ventilation line. Furthermore, the ventilation can prevent excessive negative pressure in the crankcase.

[0026] Further details of the invention will become apparent from the following description of preferred embodiments with the accompanying drawings. In the drawings: Fig. 1 is a schematic representation of a first embodiment of an internal combustion engine according to the invention for a motor vehicle; Fig. 2 a schematic representation of a second embodiment of the internal combustion engine; Fig. 3 shows a partial schematic sectional view of a third embodiment of the internal combustion engine; Fig. 4 shows a partial schematic sectional view of a fourth embodiment of the internal combustion engine; and Fig. 5 shows a partial schematic sectional view of an internal combustion engine for a motor vehicle.

[0027] In the figures, identical or functionally identical elements are provided with the same reference numerals.

[0028] Fig. 1 shows a schematic representation of a first embodiment of an internal combustion engine 1 of a motor vehicle, which can be driven by the internal combustion engine 1. The internal combustion engine 1 has a cylindrical combustion chamber 2, which is delimited by a crankcase 3 of the internal combustion engine 1, designed as a cylinder crankcase. The combustion chamber 2 is delimited laterally in particular by a cylinder wall 4. The internal combustion engine 1 is designed as a reciprocating piston engine and has at least one piston 5, which is accommodated in the combustion chamber 2, also referred to as the cylinder, so as to be movable in translation and can be supported in its radial direction on the cylinder wall 4 when it moves cyclically in translation in the combustion chamber 2, in other words moves back and forth.

[0029] The internal combustion engine 1 comprises an output shaft 6, which is designed in particular as a crankshaft and is rotatably arranged or mounted on the crankcase 3. The output shaft 6 is at least partially rotatably received in a crank chamber 7 that is at least partially delimited by the crankcase 3. The piston 5 is coupled to the output shaft 6 via a connecting rod 8, in particular connected in an articulated manner, so that the translational movements of the piston 5 cause a rotational movement of the output shaft 6.

[0030] Furthermore, the internal combustion engine 1 comprises an oil pan 9 connected to the crankcase 3. The oil pan 9 serves as a container for holding oil 10, for example lubricating oil or engine oil. This allows the respective lubrication points of the internal combustion engine 1 to be supplied with oil 10 during operation, so that the lubrication points or the internal combustion engine 1 is lubricated and / or cooled. When the internal combustion engine 1 is at a standstill, the oil 10 can collect to form an oil sump 11. During fired operation of the internal combustion engine 1, a fuel for operating the internal combustion engine 1 and air are supplied to the combustion chamber 2, so that a fuel-air mixture is created in the combustion chamber 2. This fuel-air mixture is ignited, in particular by spark ignition, and thereby combusted, resulting in exhaust gas from the internal combustion engine 1.During a cold start and warm-up phase, during which the combustion engine 1 has only low temperatures, water can be produced during the combustion of the fuel-air mixture.

[0031] When high pressures arise in the combustion chamber 2 due to the combustion of the fuel-air mixture, at least a portion of the exhaust gas or combustion products can flow between the piston 5 and the cylinder wall 4 into the crankcase 7 of the crankcase 3. This exhaust gas flowing between the cylinder wall 4 and the piston 5 into the crankcase 7 is also referred to as blow-by gas, which is referred to simply as fluid 12 below. The exhaust gas flowing into the crankcase 7 can entrain at least a portion of the water resulting from the combustion and at least a portion of the oil 10, by means of which the cylinder wall 4 is wetted, and thus convey it into the crankcase 7. As a result, the blow-by gas, which is also referred to as vent gas, comprises, for example, at least exhaust gas, fuel, water, and oil. The remaining exhaust gas can, for example, flow out of the combustion chamber 2 and is discharged by the internal combustion engine 1.The blow-by gas (fluid 12) flowing between the cylinder wall 4 and the piston 5 into the crank chamber 7 is in . Fig. 1 also represented by arrows 13.

[0032] The combustion chamber 2 is delimited at the top by a combustion chamber roof 14, on which at least one intake valve 15 and at least one exhaust valve 16 are arranged and which is connected to the crankcase 3 via the cylinder wall 4. The combustion chamber roof 14 is formed by a cylinder head 57 of the internal combustion engine 1, wherein the cylinder head 57 is at least partially covered and thus closed by a cylinder head cover 35 on a side facing away from the crankcase 3 and, for example, pointing upwards. The internal combustion engine 1 also has an intake tract 17 through which at least air can flow, by means of which the aforementioned air from the environment is guided into the combustion chamber 2. This is illustrated in Fig. 1, an arrow 18 indicates the air flowing into and through the intake tract 17, which is guided into the combustion chamber 2 by means of the intake tract 17. An air filter 19 for filtering the air is arranged in the intake tract 17. Additionally, a hot-film air mass meter (HFM) 20, which is designed to measure the incoming air mass, is arranged downstream of the air filter 19 in the intake tract 17.

[0033] The internal combustion engine 1 also has an exhaust gas turbocharger, which comprises at least one turbine (not visible in the figures) driven by the exhaust gas of the internal combustion engine 1, and a compressor 22 driven by the turbine and arranged in the intake tract 17. The compressor 22 can compress the air flowing through the intake tract 17. The air is heated by compressing it. In order to still achieve high levels of supercharging, a charge air cooler 23 is arranged in the intake tract 17 downstream of the compressor 22, by means of which the air compressed and thus heated by the compressor 22 is cooled. In order to adjust the air mass or quantity of air flowing through the intake tract 17, a throttle valve 24 is arranged in the intake tract 17 downstream of the charge air cooler 23, by means of which, for example, the quantity of air to be supplied to the combustion chamber 2 can be adjusted.The internal combustion engine 1 further comprises at least one tank 25 for holding a liquid fuel 26 for operating the internal combustion engine 1. The fuel 26 comprises, for example, volatile components 27. When the internal combustion engine 1 is not operating, the liquid fuel 26 can outgas, so that the volatile components 27 of the fuel 26 form a gas 28. This gas 28 can collect in the tank 25 and comprises, for example, unburned hydrocarbons (HC).

[0034] In order to prevent excessive pressure increase in the tank 25 resulting from outgassing of the fuel 26, at least one tank venting device 29 with at least one vent line 58 is provided, by means of which at least a portion of the gas 28 can be conducted from the tank 25 to an adsorption filter 31, designed, for example, as an activated carbon filter. The unburned hydrocarbons contained in the gas 28 can be adsorbed by the adsorption filter 31 and thereby retained. The gas 28 can then be released into the environment without an excessive amount of unburned hydrocarbons being released into the environment. In order to regenerate the adsorption filter 31, it is flowed through by air in the form of purge air, which is branched off from the intake tract 17 at a branch point A via a purge line 32.In other words, air can flow through the purge line 32 to purge the adsorption filter 31 of the tank ventilation device 29. The purge air can flow through the adsorption filter 31 and thereby entrain the unburned hydrocarbons captured in the adsorption filter and—as will be explained below—carry them into the intake tract 17. The hydrocarbons can then pass from the adsorption filter 31 into the combustion chamber 2 and be burned there. A purge valve 59 is accommodated in the purge line 32, by means of which a quantity of purge air flowing through the purge line 32 and the adsorption filter 31 can be adjusted. Furthermore, a pressure sensor 49 is arranged in the purge line 32, by means of which at least one pressure in the purge line 32 can be or is detected.

[0035] In order to prevent an excessive pressure increase in the crankcase 7 and thus in the crankcase 3 resulting from the fluid 12, the internal combustion engine 1 has a crankcase ventilation device, designated as a whole by 33. The crankcase ventilation device 33 is a ventilation device by means of which the crankcase 3, in particular the crankcase 7, can be vented. For this purpose, the crankcase ventilation device 33 has at least one vent line 34 by means of which at least a portion of the blow-by gas (fluid 12) can be discharged from the crankcase 7 and thus from the crankcase 3. The cylinder head cover 35 is arranged in the vent line 34 so that the blow-by gas is discharged from the crankcase 7 and guided through the cylinder head cover 35.

[0036] The vent line 34, which is fluidically connected on the one hand to the cylinder head cover 35 and via this to the crankcase 7, is connected on the other hand to the intake tract 17 at an inlet point E, so that the vent line 34 opens into the intake tract 17 at the inlet point E. As a result, the fluid 12 flowing through the vent line 34 from the crankcase 7 can flow out of the vent line 34 at the inlet point E and into the intake tract 17, thereby realizing ventilation of the crankcase 3, also referred to as crankcase ventilation. The inlet point E is arranged in the intake tract 17 upstream of the compressor 22.The crankcase ventilation device 33 is dependent, for example through the arrangement of its inlet point E, on pressure conditions or pressure differences that arise between a first pressure prevailing upstream of the compressor 22 and, for example, at the inlet point E, and a second pressure prevailing downstream of the compressor 22 and upstream of the throttle valve 24 in the intake tract 17. The pressure upstream of the compressor 22 is measured by means of a pressure sensor 30, and the pressure upstream of the throttle valve 24 is measured by means of a pressure sensor 56. A pressure prevailing downstream of the compressor 22 and upstream of the throttle valve 24 in the intake tract is detected, for example, by means of a pressure sensor 30. Alternatively or additionally, a pressure prevailing downstream of the compressor 22 and downstream of the throttle valve 24 and upstream of the combustion chamber 2 in the intake tract is detected, for example, by means of the pressure sensor 56.The pressure prevailing at the inlet point E can, for example, be detected in the first embodiment by means of the pressure sensor 49.

[0037] The crankcase ventilation device 33 comprises a valve element 36 arranged in the ventilation line 34, by means of which a flow cross section of the ventilation line 34 through which the fluid from the crankcase 7 can flow can be adjusted or is adjusted within the framework of a method for operating the crankcase ventilation device 33.

[0038] In order to be able to vent the crankcase 3 particularly advantageously and thus realize particularly advantageous crankcase ventilation, the invention provides that the flow cross-section is controlled and thereby adjusted by means of the valve element 36 as a function of at least one engine load- and / or engine speed-dependent variable by means of a closed control loop. The engine load- and / or engine speed-dependent variable is dependent, in particular, on a current load of the internal combustion engine 1, also referred to as the engine, which provides the load, in particular via its output shaft, designed, for example, as a crankshaft, and is thus operated with or at this load.The internal combustion engine 1 comprises an electronic computing device 37, also referred to as a control unit, which is designed to control an actuator 38 for moving the valve element 36 as a function of the engine load and / or engine speed-dependent variable by means of the closed control loop, in order to thereby control the flow cross-section as a function of the engine load and / or engine speed-dependent variable by means of the closed control loop.

[0039] The engine load- and / or engine speed-dependent variable is detected, for example, by a sensor of the internal combustion engine 1 and / or calculated by the control unit and varies, for example, with the load of the internal combustion engine 1. Thus, when adjusting the flow cross-section, the varying load of the internal combustion engine 1 is taken into account, whose varying load affects, for example, the aforementioned pressure differences. In particular, the engine load- and / or engine speed-dependent variable can directly be the load of the internal combustion engine 1, also referred to as the internal combustion engine, or it can be a variable that is dependent on the load but differs from the load itself.

[0040] In order to achieve a particularly advantageous crankcase ventilation, a Fig. 1, a heater 44 is provided, which is particularly schematically illustrated and preferably electrically operated, by means of which the valve element 36 is heated, in particular as a function of a variable dependent on the engine load and / or engine speed and / or a temperature of the air to be supplied to the internal combustion engine 1. By heating the valve element 36 in this way, freezing or icing of the valve element 36 can be prevented, for example at low outside temperatures, whereby ventilation of the crankcase 3 can be ensured even at low outside temperatures. The heater 44 is, for example, part of a component 60 which comprises at least the heater 44. The component 60 can further comprise a connection element by means of which the ventilation line 34 is connected to the intake tract 17 and is thus fluidly connected to the intake tract 17.Alternatively or additionally, the component 60 may comprise a check valve, by means of which, for example, an undesired flow from the intake tract 17 into the vent line 34 can be avoided.

[0041] Furthermore, in the first embodiment, it is provided that the purge line 32 is fluidically connected to the vent line 34 by means of a connecting element 50, so that in the first embodiment, the purge line 32 opens into the vent line 34 via the connecting element 50, in particular at a point on the vent line 34 arranged upstream of the component 60 and downstream of the valve element 36. In the first embodiment, the purge line 32 is thus connected to the intake tract 17 via the vent line 34 and thus in particular via the component 60 or its connecting element at the inlet point E, so that at the inlet point E not only the fluid 12 flowing through the vent line 34, but also the purge gas can flow into the intake tract 17.In the first embodiment, the same connection element, in particular component 60, is used to connect the vent line 34 and, via the vent line 34, the purge line 32 to the intake tract 17. Thus, for example, only one connection is required at the inlet point E or at the intake tract 17 in order to fluidically connect both the vent line 34 and the purge line 32 to the intake tract 17 via this connection.

[0042] The pressure sensor 49 is also used to detect a pressure prevailing in the vent line 34. In other words, the pressure sensor 49 can detect both the pressure prevailing in the purge line 32 and the pressure prevailing in the vent line 34, so that the same pressure sensor 49 can detect both the pressure in the vent line 34 and the pressure in the purge line 32. Based on the pressure detected by the pressure sensor 49, leaks in the purge line 32 and the vent line 34 can be detected, particularly when unexpected fluctuations in the pressure detected by the pressure sensor 49 occur or when such expected fluctuations in the pressure detected by the pressure sensor 49 fail to occur.In the first embodiment, it is thus possible to use the pressure sensor 49 common to the purge line 32 and the vent line 34 to check both the purge line 32 and the vent line 34 for leaks and thus to monitor and diagnose them. This allows the number of parts and thus the costs to be kept particularly low. Furthermore, the pressure prevailing at the inlet point E can be detected via the vent line 34 using the pressure sensor 49.

[0043] In addition, the internal combustion engine 1 has at least one ventilation line 45 provided in addition to the ventilation line 34 and through which air from the intake tract 17 can flow, which is fluidly connected to the intake tract 17, for example, at a second branch point A2. At the second branch point A2, at least a portion of the air flowing through the intake tract 17 can flow out of the intake tract 17 and into the ventilation line 45. The air flowing into the ventilation line 45 can flow through the ventilation line 45 and is introduced by means of this to the crankcase 3 and in particular into the crank chamber 7. This means that the air flowing through the ventilation line 45 can be introduced into the crankcase 3 by means of the ventilation line 45. As a result, the crankcase 3 or the crank chamber 7 can be ventilated, so that excessive negative pressure in the crank chamber 7 can be avoided.The ventilation line 45 is connected to the crankcase 7 via a check valve 47, with the check valve 47 opening toward the crankcase 7 and closing toward the ventilation line 45. This prevents unwanted flow from the crankcase 7 into the ventilation line 45. Furthermore, the ventilation line 45 opens into the crankcase 7 via a throttle 48, which may be calibrated or adjusted, for example, so that the air flowing through the ventilation line 45 is introduced, or can be introduced, into the crankcase 7 via the throttle 48.

[0044] Fig. 2 shows a second embodiment of the internal combustion engine 1. The second embodiment differs from the first embodiment in particular in that the purge line 32 is not connected to the intake tract 17 via the vent line 34, but rather at an inlet point E2 that is different from the inlet point E and is additionally provided thereto, and is thus fluidically connected to the intake tract 17. The vent line 34 is used in particular for venting the crankcase 3 at full load of the internal combustion engine 1, so that the vent line 34 is used to implement full-load crankcase ventilation.

[0045] In the first embodiment and the second embodiment, the crankcase ventilation device 33 comprises a ventilation line 61 provided in addition to the ventilation line 34, which is used to ventilate the crankcase 3 at partial load of the internal combustion engine 1. In other words, the ventilation line 61 is used to implement partial load crankcase ventilation. The ventilation line 61 branches off from the cylinder head cover 35 and opens into the intake tract 17 at a third inlet point E3, wherein the third inlet point E3 is arranged downstream of the inlet points E and E2, in particular downstream of the compressor 22 and downstream of the throttle valve 24. The inlet point E is arranged upstream of the compressor 22.

[0046] Fig. 3 shows a detail of a third embodiment of the internal combustion engine 1. In the third embodiment, the valve element 36, which is also simply referred to as a valve, is designed, for example, as a poppet valve. The actuator 38 is designed, for example, as a coil, in particular as a magnetic coil, or comprises at least one such coil, in particular a magnetic coil. By means of the actuator 38, the valve element 36 can be moved by supplying the actuator 38 with electrical energy or electrical current, in particular via the control unit (electronic computing device 37). In other words, within the scope of control of the actuator 38 effected by means of the electronic computing device 37, the actuator 38 is supplied with electrical energy or electrical current via the electronic computing device 37, wherein this supply of the actuator 38 with electrical current is regulated by means of the electronic computing device 37.As a result, the actuator 38 is controlled by the electronic computing device 37 based on the closed control loop, whereby the valve element 36 is controlled via the actuator 38 by the electronic computing device 37 as a function of the engine load and / or engine speed-dependent variable, and based on the closed control loop. As a result, the flow cross-section of the vent line 34 is controlled as a function of the variable by means of the closed control loop, i.e., it is adjusted in a controlled manner and thus varied in a controlled manner.

[0047] In the third embodiment, the valve element 36 is translationally movable, in particular by means of the actuator 38, between a first position S1 and a second position S2, in particular relative to the intake tract 17 and / or relative to the vent line 34. This means that the valve element 36 can be moved into the positions S1 and S2 by means of the actuator 38, i.e. by means of the electronic computing device 37 via the actuator 38. The valve element 36 can also be moved into an intermediate position Z lying between the positions S1 and S2, so that the valve element 36 can be moved back and forth, in particular translationally, between the first position S1, the second position S2 and the intermediate position Z.

[0048] Furthermore, a spring element 41 is assigned to the valve element 36, which is designed, for example, as a helical spring. The spring element 41 is supported, for example, on the one hand, at least indirectly, in particular directly, on the valve element 36 and, on the other hand, at least indirectly, in particular directly, on the vent line 34 and / or the intake tract 17 and / or the purge line 32. In addition, Fig. 3 that the valve element 36 is wider open in the second position S2 than in the first position S1. In the intermediate position Z, the valve element 36 is wider open than in the first position S1 and wider closed than in the second position. This means that the flow cross-section of the vent line 34 has a first value in the first position S1, a second value in the second position S2, and a third value in the intermediate position Z. The first value can be zero, so that, for example, in the first position S1, the flow cross-section or the vent line 34 is fluidically blocked. Then, for example, no more fluid 12 can flow through the vent line 34 or through the flow cross-section.Alternatively, it is conceivable that the first value is greater than zero, so that in the first position S1, the flow cross-section is open, allowing fluid 12 to flow from the crankcase 7 through the flow cross-section. The second value is greater than zero and greater than the first value. The third value is greater than zero, greater than the first value, and less than the second value.

[0049] The spring element 41 is more strongly tensioned in the first position S1 and in the second position S2 than in the intermediate position Z. Thus, the spring element 41 provides a spring force in the first position S1 or in the second position S2, which acts at least indirectly, in particular directly, on the valve element 36 in the first position S1 or in the second position S2.

[0050] The previously described supply of electrical current to the actuator 38 is also referred to as energizing or energizing the actuator 38. By energizing the actuator 38 in this way, the valve element 36 can be moved from the intermediate position Z into the first position S1 or into the second position S2. In particular, by energizing the actuator 38, the valve element 36 can be moved into the respective position S1 or S2 and can be held at least temporarily in the respective position S1 or S2 against the spring force. When the energization of the actuator 38 is stopped, the spring element 41 can at least partially relax, so that the valve element 36 is moved by the spring force and thus by means of the spring element 41 from the respective position S1 or S2 into the intermediate position Z and in particular is held in the intermediate position Z.

[0051] If, for example, a power failure or a malfunction occurs so that the actuator 38 can no longer be supplied with electrical current, i.e. so that the actuator can no longer be energized, the valve element 36 is moved into the intermediate position Z by means of the spring element 41 and in particular is held in the intermediate position Z. This creates an emergency function within the framework of which, in the event of a failure of the actuator 38 or a power failure, the valve element 36 is moved into the intermediate position Z and held in the intermediate position Z. Thus, even in the event of such a power failure, the flow cross-section is released so that the crankcase 3 can still be vented even in the event of a malfunction or a power failure.As a result, the internal combustion engine 1 can be operated in its fired mode, so that, for example, despite the malfunction or despite a power failure, the motor vehicle can be driven to a workshop using the internal combustion engine 1.

[0052] If the actuator 38 is not supplied with electrical current, i.e., is not energized, the actuator 38 is in its de-energized state. Since, in this de-energized state of the actuator 38, the valve element 36 is moved into the intermediate position Z or held in the intermediate position Z by the spring element 41, pressure equalization, in particular between the crankcase 3 and the intake tract 17, can be ensured even in the de-energized state of the actuator 38, so that sufficient crankcase ventilation can be achieved even in the de-energized state and thus in the event of a malfunction.

[0053] In the third embodiment, the valve element 36 is assigned a position sensor 62, by means of which respective positions into which the valve element 36 is movable can be detected. These positions that can be detected by the position sensor 62 include the positions S1 and S2 and the intermediate position Z. The detection of the positions of the valve element 36 by means of the position sensor 62 is in Fig. 3 is illustrated using a diagram 63, on whose abscissa 64 the positions of the valve element 36 are plotted, also referred to as positions. On the ordinate 65 of the diagram 63, for example, an electrical voltage is plotted which is provided by the position sensor 62, in particular as a function of the respective position of the valve element 36. A curve 66 entered in the diagram 63 illustrates the electrical voltage provided by the position sensor 62 as a function of the respective position of the valve element 36. Overall, it can be seen that with varying position of the valve element 36, the electrical voltage provided by the position sensor 62 varies, so that the respective position of the valve element 36 can be detected based on the electrical voltage provided by the position sensor 62.The actuator 38 is energized and thus controlled or regulated, for example, by means of pulse-width modulation (PWM).

[0054] A diagnostic function can be implemented by using the position sensor 62. As part of the diagnostic function, a diagnosis is carried out by means of which, for example, the valve element 36 and / or the actuator 38 is diagnosed, monitored or checked. For example, if the combustion engine 1 is deactivated so that it is stopped, the actuator 38 is in its de-energized state, so that pressure equalization occurs between the crankcase 7 and the intake tract 17 and there is no deflection of the valve element 36. This means that in the de-energized state of the actuator 38, the valve element 36 assumes the intermediate position Z. As a result, there is no change in the voltage provided by the position sensor 62, or the position sensor 62 should detect the intermediate position Z.If the combustion engine 1 is now started so that the air flowing through the intake tract 17 is compressed by the compressor 22, a negative pressure is generated, for example, by this compression of the air at the inlet point E. This negative pressure causes, for example, while the actuator 38 is de-energized, a deflection or movement of the valve element 36 such that the valve element 36 is moved from the intermediate position Z into the position S2 or in the direction of the position S2, in particular when the vent line 34, also referred to as the blow-by line, is tight and therefore has no leaks.However, if the vent line 34 is open and thus leaks, despite the combustion engine 1 starting in the de-energized state of the actuator 38, there will be no or only a slight deflection of the valve element 36 starting from the intermediate position Z, which can be detected by the position sensor 62, in particular, because the position sensor 62 detects no or only insufficient deflection of the valve element 36. Consequently, a leak in the vent line 34 can be concluded.

[0055] Furthermore, it is possible to use the pressure sensor 49 to detect both a leak in the flushing line 32 and a leak in the venting line 34, whereby in the event of a fault, for example, an error can be output and / or stored in a diagnostic system. Fig. 3 a bypass line 67 can be seen through which at least a part of the fluid flowing through the vent line 34 can flow, wherein the part flowing through the bypass line 67 bypasses the valve element 36 or the inlet point E, that is to say does not flow into the intake tract 17 via the valve element 36 at the inlet point E, but for example the part flowing through the bypass line 67 flows into the intake tract 17 at an inlet point different from the inlet point E, in particular directly into the compressor 22.

[0056] Fig. Figure 4 shows a fourth embodiment, which differs from the third embodiment in particular in that the bypass line 67, also referred to as a bypass or bypass line, is not provided in the fourth embodiment. Overall, Fig. 3 and Fig. 4, it can be seen that preferably an electrical or electronic control of the valve element 36 and thus of the flow cross-section is provided, so that the flow cross-section can be electronically controlled as a function of the size by means of the closed control loop. A further difference between the fourth embodiment and the third embodiment is that the valve element 36 in the fourth embodiment is designed as a flap, wherein the valve element 36 can be pivoted about a pivot axis 68 relative to the vent line 34 to adjust the flow cross-section.

[0057] Fig. Figure 5 shows a section of an internal combustion engine which differs from the internal combustion engine 1 in particular in that, according to Fig. 5 a purely mechanical adjustment of the flow cross-section is provided, for example according to Fig. 5 the flow cross-section is adjusted, in particular solely and exclusively, by the pressure conditions mentioned. Fig. In the mechanical embodiment illustrated in Figure 5, a pressure loss is generated by the valve element 36, wherein the valve element 36 is designed, for example, as a rotatable and spring-loaded flap. The valve element 36 or the flap is arranged at the inlet point E, also referred to as the blow-by inlet point. If no air flows through the intake tract 17, which is the case, for example, when the combustion engine according to Fig. 5 is deactivated, the valve element 36 assumes its basic position G. With increasing air flow through the intake tract 17, the flap is increasingly closed and thus moves, for example, from its basic position G first into a position B1 and then into a position B2, so that the valve element 36 according to Fig. 5 For example, position B2 at full load and position B1 at partial load of the combustion engine according to Fig. 5. With increasing movement of the flap from the basic position G to or towards position B2, for example, the pressure loss is reduced. Fig. In the mechanical variant illustrated in Figure 5, the valve element 36, in particular its positions, can be checked by means of a position sensor 62, wherein the position sensor 62 is designed, for example, as a position sensor, which is arranged, for example, on a shaft or axis that can be pivoted along with the flap, in order to detect respective rotational positions of the axis or shaft and thus of the flap. Fig. 3 to 5, the flow cross section of the vent line 34, which can be adjusted by means of the valve element 36 and through which the fluid 12 from the crank chamber 7 can flow, is designated by Q.

[0058] The valve element 36 is used in the internal combustion engine 1 to influence, in particular to adjust, the respective pressure ratio or the respective pressure difference between the crankcase 7 and the inlet point E. For this purpose, the flow cross-section of the ventilation line 34, designated Q, is adjusted in the internal combustion engine 1 and thus in the embodiments. In the fourth embodiment, for example, a flow cross-section of the intake tract 17 through which air flows is also influenced by means of the valve element 36. In particular, a pressure loss at the inlet point E can be adjusted by means of the valve element 36 in order to thereby influence the aforementioned pressure ratio or the aforementioned pressure difference. In the fourth embodiment, the valve element 36 is, for example, spring-loaded and can be moved, in particular pivoted, between a plurality of positions C1, C2 and C3.In the respective position C2 or C3, for example, the spring element is more strongly tensioned than in position C1, so that the valve element 36 can be moved, or is moved, for example, by means of the spring element from the respective position C2 or C3 into position C1 and is held in position C1. Thus, for example, the valve element 36 takes up according to . Fig. 4 in the de-energized state of the actuator 38, the position C1, since the valve element 36 is moved into the position C1 by means of the spring element and is held in the position C1.

[0059] In the fourth embodiment, the actuator 38 acts, for example, on an axis or shaft that can be pivoted together with the valve element 36, so that the valve element 36 can be pivoted about the axis or shaft by means of the actuator 38. In particular, the valve element 36 takes up Fig. 5 the position C1 when no air is flowing through the intake tract 17. With increasing air flow through the intake tract 17 and in particular to the compressor 22, for example the valve element 36 in the fourth embodiment is successively closed by means of the actuator 38 and thus electrically and thus moved from the position C1 into or towards the position C3, whereby the pressure loss is reduced, for example. In the position C1, for example the flow cross section Q is further opened up by the valve element 36 than in the position C2, in which the flow cross section Q is further opened up by the valve element 36 than in the position C3. The flow cross section of the intake tract 17 behaves in the opposite way, so that for example the flow cross section of the intake tract 17 in the position C2 is further opened up by the valve element 36 than in the position C1.Furthermore, the flow cross-section of the intake tract 17 is opened more widely by the valve element 36 in position C3 than in position C2. The valve element 36 assumes position C3, for example, when the internal combustion engine 1 is operating at full load. At partial load of the internal combustion engine 1, the valve element 36 assumes position C2, for example.

[0060] Also in the fourth embodiment or according to Fig. 5, a position sensor 62 is provided, by means of which the respective pivoting or rotational positions of the valve element 36 can be detected, for example, via the axis or the shaft. These pivoting or rotational positions detectable by the position sensor 62 include, in particular, positions C1, C2, and C3, or positions G, B1, and B2.

[0061] In the fourth embodiment, heating or warming of the valve element 36 can be achieved, for example, by appropriate materials and appropriate contacting of the valve element 36, in particular the shaft or the axis. The heating of the valve element 36 can be achieved, for example, by directly supplying the valve element 36 with electrical current or by directly applying an electrical voltage to the valve element 36. As a result, the valve element 36 is used, for example, directly or as a resistance heating element, which heats up as a result of the electrical voltage being applied directly to the valve element 36. As a result, icing of the valve element 36 can be avoided or such icing of the valve element 36 can be counteracted. List of reference symbols 1 combustion engine 2 combustion chamber 3 crankcase 4 cylinder wall 5 pistons 6 Output shaft 7 Crankcase 8 connecting rod 9 Oil pan 10 Oil 11 Oil sump 12 Fluid 13 Arrow 14 Combustion chamber roof 15 Inlet valve 16 Exhaust valve 17 Intake tract 18 Arrow 19 Air filter 20 hot-film air mass meters 22 compressors 23 intercooler 24 Throttle valve 25 tanks 26 Fuel 27 components 28 Gas 29 Tank ventilation device 30 pressure sensor 31 adsorption filters 32 Flushing line 33 Crankcase ventilation system 34 Ventilation line 35 cylinder head cover 36 Valve element 37 Electronic computing device 38 Actuator 41 spring element 44 Heating 45 Ventilation line 47 Check valve 48 Throttle 49 Pressure sensor 50 connecting element 56 Temperature sensor 57 cylinder head 58 Ventilation line 59 Flush valve 60 components 61 Ventilation line 62 Position sensor 63 Diagram 64 Abscissa 65 Ordinate 66 History 67 bypass line 68 swivel axis A junction point A2 junction E Discharge point E2 discharge point E3 discharge point B1 position B2 position B3 position C1 position C2 position C3 position G Basic position Q flow cross-section Z intermediate position

Claims

[1] Method for operating a crankcase ventilation device (33) of an internal combustion engine (1) for a motor vehicle, in which at least one flow cross-section (Q) of a ventilation line (34) of the crankcase ventilation device (33) through which a fluid (12) from a crankcase (3) of the internal combustion engine (1) can flow is adjusted by means of at least one valve element (36) arranged in the ventilation line (34), wherein the flow cross-section (Q) is controlled and thereby adjusted by means of the valve element (36) as a function of at least one engine load and / or engine speed-dependent variable by means of a closed control loop, characterized by a purge line (32) fluidically connected to the vent line (34), through which air can flow to purge an adsorption filter (31) of a tank venting device (29); and a pressure sensor (49) arranged in the flushing line (32), by means of which at least one pressure in the venting line (34) is detected. [2] Method according to claim 1, characterized by that the valve element (36) is heated, in particular as a function of at least one variable dependent on the engine load and / or engine speed and / or a temperature of the air to be supplied to the internal combustion engine (1). [3] Method according to one of the preceding claims, characterized by that the valve element (36) which is movable between a first position (S1) and a second position (S2) and which is wider open in the second position (S2) than in the first position (S1), is moved by means of an associated spring element (41) into an intermediate position (Z) lying between the positions (S1, S2), in which intermediate position the valve element (36) is wider open compared to the first position (S1) and wider closed compared to the second position (S2). [4] Internal combustion engine (1) for a motor vehicle, comprising a crankcase (3), a crankcase ventilation device (33) which has at least one ventilation line (34) through which fluid (12) from the crankcase (3) can flow for venting the crankcase (3), and at least one valve element (36) arranged in the ventilation line (34), by means of which a flow cross-section (Q) of the ventilation line (34) through which the fluid (12) can flow can be adjusted, and an electronic computing device (37) which is designed to control an actuator (38) for moving the valve element (36) as a function of at least one engine load- and / or engine speed-dependent variable by means of a closed control loop, in order to thereby control the flow cross-section (Q) as a function of the engine load- and / or engine speed-dependent variable by means of the closed control loop, characterized by a purge line (32) fluidically connected to the vent line (34), through which air can flow to purge an adsorption filter (31) of a tank venting device (29); and a pressure sensor (49) arranged in the flushing line (32), by means of which at least one pressure in the venting line (34) can be detected. [5] Internal combustion engine (1) according to claim 4, characterized by that the valve element (36) is provided with an electrically operated heater (44) by means of which the valve element (36) can be electrically heated. [6] Internal combustion engine (1) according to claim 4 or 5, characterized by that the flushing line (32) flows into the venting line (34). [7] Internal combustion engine (1) according to one of claims 4 to 6, characterized byin that the valve element (36) which is movable by means of the actuator (38) between a first position (S1) and a second position (S2) and which is wider open in the second position (S2) than in the first position (S1) is assigned a spring element (41), by means of which the valve element (36) can be moved, when the actuator (38) is de-energized, into an intermediate position (Z) lying between the positions (S1, S2) and can be held in the intermediate position (Z), in which the valve element (36) is wider open than in the first position (S1) and wider closed than in the second position (S2). [8] Internal combustion engine (1) according to one of claims 4 to 7, characterized by that the internal combustion engine (1) has at least one ventilation line (45) provided in addition to the ventilation line (34) and through which air can flow, by means of which the air flowing through the ventilation line (45) can be introduced into the crankcase (3).

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