internal combustion engine for a motor vehicle as well as motor vehicle

Abstract

The invention relates to an internal combustion engine for a motor vehicle, comprising a crankcase, a compressor (10) which has a compressor housing (12) and a compressor wheel (14) rotatably arranged in the compressor housing (12) about a pivot axis (16) relative to the compressor housing (12), by means of which air supplied to at least one combustion chamber of the internal combustion engine is to be compressed, and a crankcase ventilation device by means of which a ventilation gas can be discharged from the crankcase for venting the crankcase, wherein the crankcase ventilation device includes an oil separator for separating oil from the ventilation gas. A jet pump is provided by means of which the ventilation gas can be driven to operate the oil separator.A supply line (24) is provided, by means of which at least a part of the air compressed by means of the compressor wheel (14) can be supplied as a driving medium to drive the venting gas of the jet pump.

Description

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

[0002] DE 10 2022 105 354 A1 discloses a compressor for an exhaust gas turbocharger, comprising a bearing housing on which a compressor wheel assembly is rotatably mounted. A separate compressor housing, separate from the bearing housing, is also provided, in which the compressor wheel is received. Furthermore, DE 10 2014 223 288 A1 discloses a vehicle with an internal combustion engine comprising a crankcase, a charging device, and a crankcase ventilation device.

[0003] DE 10 2023 114 215 B3, DE 10 2017 215 041 B4, DE 10 2014 223 288 A1, DE 10 2014 214 589 A1 and DE 10 2014 013 714 A1 each disclose, considered individually, an internal combustion engine for a motor vehicle with a crankcase and a compressor, which has a compressor housing and a compressor wheel rotatably arranged in the compressor housing about an axis of rotation relative to the compressor housing, by means of which air supplied to at least one combustion chamber of the internal combustion engine is to be compressed. Furthermore, the internal combustion engine has a crankcase ventilation device by means of which a ventilation gas can be discharged from the crankcase for the purpose of venting the crankcase, wherein the crankcase ventilation device has an oil separator for separating oil from the ventilation gas and a jet pump by means of which the ventilation gas can be driven to operate the oil separator.By means of a supply line, at least a part of the air compressed by the compressor wheel can be supplied as a driving medium to drive the venting gas of the jet pump, the supply line being fluidically connected to the compressor housing.

[0004] DE 10 2022 130 249 A1, DE 10 2022 105 354 A1, DE 20 2021 105 900 U1 and DE 10 2019 008 665 A1 each disclose, individually, a compressor comprising a compressor housing within which at least one cooling channel runs, through which a coolant can flow. The compressor housing and the compressed air flowing through the compressor housing are cooled by means of the coolant flowing in the cooling channel.

[0005] The object of the present invention is to create an internal combustion engine for a motor vehicle and a motor vehicle with such an internal combustion engine, so that a particularly advantageous crankcase ventilation of the internal combustion engine can be realized.

[0006] This problem is solved by an internal combustion engine with the features of claim 1 and by a motor vehicle with the features of claim 6. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0007] A first aspect of the invention relates to an internal combustion engine, also referred to as an internal combustion engine or combustion power unit, for a motor vehicle, also referred to simply as a vehicle. This means that the motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car, in its fully manufactured state, has the internal combustion engine and can be driven by means of the internal combustion engine. The internal combustion engine has a crankcase. Thus, the internal combustion engine is designed, for example, as a reciprocating engine, that is, as a piston engine. In particular, the internal combustion engine has an output shaft designed as a crankshaft, which is rotatably mounted on the crankcase about an output shaft axis of rotation relative to the crankcase.The crankcase, for example, delimits a crank chamber, particularly directly, with at least a portion of the crankshaft located within the crank chamber. The internal combustion engine has at least one combustion chamber. The combustion chamber is, in particular, partially formed by a cylinder, which can, for example, be a cylinder of the crankcase. Thus, the crankcase can, for example, be designed as a cylinder crankcase (CCC). The combustion chamber is also partially formed, i.e., delimited, by a piston that is translationally movable within the cylinder, with, for example, the piston being articulated to the output shaft via a connecting rod. This allows translational movements of the piston within the cylinder, relative to the cylinder, to be converted into a rotational movement of the output shaft, which, during its rotational movement, rotates about the output shaft's axis of rotation relative to the crankcase.

[0008] The internal combustion engine has a compressor, which comprises a compressor housing and a compressor wheel. The compressor wheel is rotatably mounted within the compressor housing around an axis of rotation relative to the compressor. For example, the internal combustion engine has an intake manifold, also known as the intake tract, through which air flows, also referred to as combustion air or fresh air. The compressor is located in the intake tract, and the compressor wheel is responsible for compressing the air. Specifically, the air flowing through this intake tract is compressed by rotating the compressor wheel around its axis of rotation relative to the compressor housing. The air compressed by the compressor wheel is also called charge air. The charge air is supplied to the at least one combustion chamber of the internal combustion engine, and thus can be introduced into the combustion chamber.In other words, the combustion chamber can be supplied with charge air.

[0009] The internal combustion engine also features a crankcase ventilation system, often simply called a venting device, which allows for the removal of vent gas from the crankcase, particularly from the cranking chamber. For this purpose, the crankcase ventilation system includes, for example, a vent line that is fluidically connected to the crankcase, particularly at a branch point. Thus, the vent gas can be drawn off from the crankcase, i.e., from the cranking chamber, via the vent line, especially at the branch point, and thereby removed. This venting of the crankcase is also referred to as crankcase ventilation, which is accomplished by means of the crankcase ventilation system. Crankcase ventilation prevents excessively high pressures in the crankcase, i.e., in the cranking chamber.

[0010] For example, the exhaust gas is or includes so-called blow-by gas, which is generated in the combustion chamber of an internal combustion engine during combustion. This gas flows between the cylinder wall (partially, or directly, bordering the combustion chamber) and the piston (also directly bordering the combustion chamber), and thus into the crankcase. During the combustion process, a mixture containing the intake air and, for example, liquid fuel, is burned in the combustion chamber. The exhaust gas may contain oil, which lubricates components such as the piston and / or crankshaft.Thus, for example, a ventilation mixture can be drawn from the crankcase by means of the crankcase ventilation device, in particular by means of the ventilation line, in order to vent the crankcase, wherein the ventilation mixture comprises the ventilation gas and the oil absorbed and thus contained in the ventilation gas.

[0011] The crankcase ventilation system includes an oil separator, also simply called a separator, which allows the oil to be separated from the ventilation gas. For example, the oil separator is located in the ventilation line and is thus supplied with the ventilation gas, particularly the ventilation mixture, via the ventilation line. The ventilation mixture can therefore flow through the ventilation line. This allows the oil separator to flow through, specifically such that at least a portion of the oil separator is accessible to the ventilation mixture. In other words, the ventilation mixture, for example, flows through the ventilation line, passing at least through the portion of the oil separator where the oil is separated from the ventilation gas by the oil separator.By separating the oil from the exhaust gas, the exhaust gas is cleaned by the oil separator. The cleaned exhaust gas can then be discharged from the oil separator and / or supplied by the separator. The oil separated from the exhaust gas by the oil separator can be collected in a collection area of ​​the oil separator and stored, at least temporarily. Specifically, the oil separated from the exhaust gas by the oil separator can be discharged from the oil separator and / or supplied by the oil separator. It is conceivable that a first return line is provided, through which, for example, the exhaust gas cleaned by the oil separator can be discharged from the oil separator and introduced into the intake tract, particularly at a first inlet point.In the direction of airflow through the intake tract, for example, the first inlet point is located upstream of the compressor wheel. For example, the venting gas is or comprises at least air, so that the venting gas is referred to as venting air.

[0012] For example, the vent line is a first part of the venting system, wherein, for example, the first part of the venting system extends, in particular continuously and thus without interruption, from the oil separator to the first inlet point. The venting system also has, for example, a second part, which extends, for example, in particular continuously, from the branch point to the oil separator. Thus, the venting system is fluidically connected to the crankcase at the branch point and to the intake manifold at the first inlet point.

[0013] For example, a second return line can be provided, by means of which the oil separated by the oil separator can be discharged from the oil separator and routed to a second inlet point, i.e., returned. This second inlet point is located, for example, in or on the crankcase. Thus, the separated oil can be introduced into the crankcase at this second inlet point via the second return line. Furthermore, it is conceivable that the second inlet point is located in or on a cylinder head of the internal combustion engine. The combustion chamber is, for example, partially formed, i.e., limited, by a combustion chamber roof, which is formed by the cylinder head. In particular, the cylinder head is formed separately from the crankcase and is at least indirectly connected to it.Thus, for example, the separated oil can be fed into the cylinder head via the second return line.

[0014] The crankcase ventilation system also includes a jet pump, also known as a suction jet pump, which is used to drive, or pump, the ventilation gas to operate the oil separator. Specifically, the jet pump drives the ventilation gas and thus forces it through the oil separator. More specifically, the jet pump drives the ventilation gas and thus forces it through the ventilation line and, for example, through the oil separator.The feature that the venting gas can be driven and thus, in particular, conveyed by the jet pump to operate the oil separator, specifically means that a pressure differential, which is particularly large or high, can be generated by the jet pump. This pressure differential allows the venting gas to be driven particularly advantageously and thereby conveyed through the oil separator and / or the vent line, and / or from the branch point to the first inlet point. In particular, the advantageously high pressure differential allows for advantageously high separation rates of the oil separator, enabling it to separate an advantageously large quantity of oil from the venting gas within a predetermined time period.This allows the exhaust gas to be cleaned particularly effectively and efficiently, so that when the exhaust gas enters the intake tract, especially at the first inlet point, it contains no oil or only a very small amount of oil. Thus, the higher the pressure differential, the better, i.e., the more effectively the oil separator can operate. In other words, the higher the pressure differential, the higher the separation rate of the oil separator.

[0015] The jet pump can use the venting gas as a suction medium and thus pump it. To use the jet pump to drive and pump the venting gas as the suction medium, the suction jet pump is supplied with a motive medium.

[0016] In an internal combustion engine, the motive medium used to drive and thus pump the suction medium (vent gas) by means of the jet pump is at least a portion, also referred to as the air component, of the air compressed by the compressor wheel, and therefore at least a portion of the charge air. When the term "motive medium" is used below, it refers to the aforementioned air component, which supplies the jet pump. This air component then drives and pumps the vent gas as the suction medium.

[0017] The crankcase ventilation device has a supply line through which the motive medium, or at least the portion of the air compressed by the compressor wheel, flows. Thus, the motive medium flowing through this supply line is used to drive and therefore pump the suction medium, i.e., the venting gas, of the jet pump. In other words, the jet pump can be supplied with the motive medium via this supply line, so that the jet pump can drive and thus pump the suction medium using this motive medium.

[0018] In particular, it is provided that the jet pump is arranged in the vent line and is thus permeable to the vent gas, especially the purified vent gas, so that, for example, the suction jet pump is arranged downstream of the oil separator in the vent line in the direction of flow of the vent gas flowing through the vent line. Furthermore, the suction jet pump is, for example, arranged in the supply line and is thus permeable to the motive medium.

[0019] To enable particularly advantageous crankcase venting, the invention provides that at least one cooling channel runs within the compressor housing through which the charge air, i.e., the air compressed by the compressor wheel, flows—that is, within a wall of the compressor housing, which is preferably formed in one piece—and through which a preferably liquid coolant flows. The compressor housing and the charge air flowing through the compressor housing are cooled by means of the coolant. Preferably, the coolant is a component of the internal combustion engine. In other words, the internal combustion engine preferably contains the coolant. Preferably, the coolant is a liquid that comprises, for example, and in particular, at least or exclusively water.Since the cooling channel runs within the compressor housing, specifically within the wall of the compressor housing (which is often a single piece), and the coolant flows through this channel, the compressor housing is designed as a cooled or coolable compressor housing. This allows the charge air, and therefore the motive fluid, to be cooled within the compressor housing itself, i.e., as it flows through it. In other words, the charge air, and thus the motive fluid, can be cooled by means of the cooling channel and the coolant as it flows through the compressor housing.

[0020] Furthermore, according to the invention, the supply line is connected fluidically to the compressor housing, particularly directly, whereby the motive fluid, cooled by the coolant flowing through the cooling channel, can be diverted from the compressor housing and supplied to the jet pump via the supply line. This means that the motive fluid flowing through the supply line is cooled, or is cooled, within the compressor housing itself, i.e., while flowing through it, by means of the cooling channel and the coolant, so that excessively high temperatures of the motive fluid can be avoided in a particularly effective and efficient manner, or an advantageously low temperature of the motive fluid can be achieved.

[0021] Since the jet pump can be supplied with the motive medium and drives and conveys the suction medium, and in particular is permeable to the suction medium, the motive medium mixes with the suction medium inside the suction jet pump, creating or forming a mixture of media within the suction jet pump which includes the suction medium and the motive medium.Since, as previously described, the motive medium has an advantageously low temperature because it is cooled by means of the cooling channel and the coolant within the compressor housing, the suction medium can be advantageously cooled by means of the motive medium by mixing with the motive medium within the suction jet pump, so that the venting gas flowing from the suction jet pump to the first inlet point and entering the inlet tract has an advantageously low temperature, or excessively high temperatures of the venting gas flowing from the suction jet pump to the first inlet point and entering the inlet tract can be avoided.

[0022] The invention is based in particular on the following insights and considerations: If no appropriate countermeasure is taken, the venting gas, especially on its way from the crankcase to the intake manifold and particularly from the suction jet pump to the intake manifold, can reach a high temperature, which can lead to coking of, for example, oil still contained in the venting gas. As a result, an undesirable deposit can form on components, and this deposit can negatively impair a desired function of the respective component. Since the suction medium, and thus the venting gas, can be cooled by cooling the motive medium, the aforementioned coking of oil and thus undesirable functional impairments can be avoided. The aforementioned components can, for example, be components of the compressor, since the venting air is introduced into the intake manifold upstream of the compressor.Such undesirable coking of the compressor can now be avoided by the invention.

[0023] In order to effectively and efficiently cool the motive fluid and, by means of the motive fluid, the suction fluid, and thus prevent undesirable coking, the compressor housing is provided with an air channel through which the charge air, i.e., the air compressed by the compressor wheel, flows. Furthermore, an intermediate channel runs within the compressor housing, which is fluidically connected to the air channel at least once or exactly once in the direction of airflow through the compressor housing, downstream of at least a portion of the compressor wheel and within the compressor housing, and is otherwise separated from the air channel by at least once or exactly once by a partition wall of the compressor housing.This allows the motive fluid to be diverted from the air duct at the connection point and introduced into the intermediate duct, which extends from the connection point to a transfer point that is, in particular, completely separated from the connection point. At the transfer point, the supply line is fluidically connected to the intermediate duct and thus to the compressor housing. At the transfer point, the motive fluid can be discharged from the intermediate duct, and especially from the compressor housing, and introduced into the supply line. This allows the motive fluid to be advantageously cooled on its way from the connection point to the transfer point. In particular, the transfer point is located inside the compressor housing.

[0024] The intermediate channel is a first channel or is also referred to as the first channel, and the cooling channel is a second channel and is also referred to as the second channel.

[0025] In an advantageous embodiment of the invention, it is provided that at least a first length region of one of the channels extends in an arc-shaped or circular or arc-shaped manner around at least a second length region of the other channel, whereby the driving medium can be cooled effectively and efficiently.

[0026] In order to be able to cool the motive medium particularly advantageously by means of the cooling channel and the coolant, it is preferably provided that the intermediate channel runs as close as possible to the cooling channel, in particular such that at least or exactly one wall of the compressor housing, and / or at most two walls of the compressor housing, which are spaced apart from each other, are arranged between the intermediate channel and the cooling channel.

[0027] To enable particularly advantageous cooling of the motive fluid within the compressor housing by means of the cooling channel and the coolant, a further embodiment of the invention provides that an imaginary straight line, which runs perpendicular to the axis of rotation of the compressor wheel and intersects the axis of rotation, passes through both the cooling channel and the intermediate channel. This means that the straight line intersects the cooling channel and the intermediate channel, respectively. This allows heat to be transferred particularly advantageously from the motive fluid flowing through the intermediate channel to the coolant flowing through the cooling channel, thereby enabling effective and efficient cooling of the motive fluid.

[0028] In a further, particularly advantageous embodiment of the invention, the intermediate channel extends from the connection point to the transfer point over at least 90 degrees, in particular over at least 130 degrees, and most particularly over at least 180 degrees, around the axis of rotation of the compressor wheel, in particular in an arc-shaped or circular manner. This allows, for example, the motive medium to cover an advantageously long distance on its way from the connection point to the transfer point, along which the motive medium can be advantageously cooled.

[0029] In order to avoid unwanted coking and thus to be able to vent the crankcase particularly advantageously, it is provided in a further embodiment of the invention that the supply line is designed separately from the compressor housing and is fluidically connected to the compressor housing at the transfer point.

[0030] Finally, it has proven particularly advantageous to have a connection element, designed separately from the compressor housing and fluidically and mechanically connected to it at the transfer point, especially directly, and to provide a connection element through which the motive medium can flow. This connection element allows the supply line, which is also designed separately from the compressor housing, to be mechanically and fluidically connected, thus enabling the motive medium to be discharged from the connection element and introduced into the supply line. This effectively prevents undesirable coking.

[0031] A second aspect of the invention relates to a motor vehicle, also simply called a vehicle, and preferably designed as a motor car, in particular as a passenger car, which has an internal combustion engine according to the first aspect of the invention and can be driven by means of the internal combustion engine. Advantages and advantageous embodiments of the first aspect are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.

[0032] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the single figure alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0033] The only one shows Fig. 1 A schematic sectional view of a compressor of an internal combustion engine for a motor vehicle.

[0034] Based on Fig. 1. The following describes an internal combustion engine, also referred to as a combustion engine or internal combustion power unit, of a motor vehicle, also simply referred to as a vehicle, which has the internal combustion engine and can be propelled by means of the internal combustion engine. The internal combustion engine has at least one combustion chamber in which combustion processes take place during operation of the internal combustion engine. The internal combustion engine has an intake manifold, also referred to as the intake tract, through which air can flow, also referred to as fresh air or combustion air. By means of the intake tract, the air flowing through the intake tract can be directed to and into the combustion chamber, which is thus supplied with the air flowing through the intake tract.

[0035] Furthermore, the internal combustion engine has a crankcase. The internal combustion engine also has an output shaft, designed as a crankshaft, which is rotatably mounted on the crankcase around an output shaft axis. At least a portion of the crankshaft is located within the crankcase, that is, within a combustion chamber of the crankcase. The combustion chamber is partially formed by a cylinder, partially by a piston that is translationally movable within the cylinder, and partially by a combustion chamber itself. The cylinder is, for example, a cylinder within a cylinder block of the internal combustion engine. The cylinder block can be formed as a single unit with the crankcase, so that, for example, the crankcase is a cylinder crankcase. Alternatively, the cylinder block can be designed separately from the crankcase and connected to it.The combustion chamber roof is formed by the cylinder head of the internal combustion engine, the cylinder head of which is separate from the crankcase and at least indirectly connected to it. The piston is articulated to the crankshaft via a connecting rod, so that the translational movements of the piston within the cylinder can be converted into a rotational movement of the crankshaft, which, during its rotational movement, rotates around the output shaft's axis of rotation relative to the crankcase.

[0036] The internal combustion engine also features a compressor, which is located in the intake manifold. The compressor comprises a compressor housing and a compressor wheel, which is located within the compressor housing and is rotatable around a pivot axis relative to the housing. Air flows through the compressor housing. By rotating the compressor wheel around its pivot axis relative to the compressor housing, the air flowing through the intake manifold is compressed. The air compressed by the compressor wheel is also referred to as charge air. The charge air can be introduced into the combustion chamber via the intake manifold; that is, the combustion chamber can be supplied with charge air via the intake manifold.

[0037] The internal combustion engine also features a crankcase ventilation system, by means of which a ventilation gas can be discharged from the crankcase for venting purposes. For this purpose, the crankcase ventilation system includes, for example, a vent line that is fluidically connected to the crankcase, specifically the crank chamber, and fluidically connected to the intake manifold. The ventilation gas from the crankcase, which can be diverted from the crank chamber, can be routed to the intake manifold and introduced into it via the vent line. For example, the vent line is fluidically connected to the intake manifold at a first inlet point, so that the ventilation gas, which is diverted from the crankcase via the vent line and subsequently flows through the vent line, can be introduced into the intake manifold at this first inlet point.In the direction of airflow through the intake tract, the first inlet point is arranged upstream of the compressor wheel, in particular upstream of the compressor.

[0038] The crankcase ventilation system includes an oil separator that separates oil from the ventilation gas. Specifically, the oil separator is a mechanical oil separator. It is positioned within the ventilation line, allowing the ventilation gas to flow through it. A return line is provided to carry the oil separated from the ventilation gas by the oil separator to a second inlet point. This second inlet point is located within the crankcase, allowing the oil separated by the oil separator to be returned to the crankcase via the return line.Furthermore, it is conceivable that the second inlet point is a location on the cylinder head, so that, for example, the oil separated by the oil separator can be introduced into the cylinder head at the second inlet point via the return line.

[0039] The crankcase ventilation system also includes a jet pump, also known as a suction jet pump, which is used to drive and thus pump the ventilation gas to operate the oil separator. This means that the ventilation gas is a so-called suction medium, which can be driven and thus pumped by the suction jet pump using a motive medium. As will be explained in more detail below, at least a portion of the charge air is used as the motive medium. A supply line is provided for this purpose, through which the motive medium can be supplied to the jet pump to drive and thus pump the ventilation gas. Inside the jet pump, the motive medium and the suction medium mix together. In particular, the jet pump is arranged downstream of the oil separator and especially upstream of the first inlet point in the ventilation line, in the direction of flow of the ventilation gas flowing through the ventilation line.In particular, the suction jet pump is also located in the supply line or the supply line leads into the suction jet pump (jet pump).

[0040] The compressor mentioned is in Fig. 1 is shown in a schematic sectional view and is labeled 10. The compressor housing of compressor 10 is labeled 12. The compressor wheel of compressor 10 is labeled 14, and the axis of rotation of compressor wheel 14 is labeled 16. The air compressed by means of compressor wheel 14, i.e., the charge air, is illustrated by arrows 18. The motive medium is illustrated by arrows 20.

[0041] In order to vent the crankcase particularly advantageously, a cooling channel 22 runs within the compressor housing 12 through which the air compressed by means of the compressor wheel 14 flows, and this cooling channel is preferably liquid and serves to cool the compressor housing 12 and, in particular, the air (charge air) flowing through the compressor housing 12 and compressed by means of the compressor wheel 14.

[0042] The in Fig. One supply line, shown in a partial and particularly schematic way, is labelled 24. This can be seen from... Fig. 1 is that the supply line 24 is fluidically connected to the compressor housing 12, whereby the motive medium cooled by means of the cooling channel 22 and by means of the coolant flowing through the cooling channel 22 within the compressor housing 12 can be diverted from the compressor housing 12 and supplied to the jet pump by means of the supply line 24, at least as a part of the air compressed by means of the compressor 16.

[0043] At the in Fig. In the embodiment shown, the compressor housing 12 has an air channel 26 through which the air compressed by the compressor wheel 14 flows, and which thus runs within the compressor housing 12. In this case, the air channel 26 is a spiral channel which, viewed at least in a plane perpendicular to the axis of rotation 16, spirals around the compressor wheel 14. An intermediate channel 28 also runs within the compressor housing 12, which is fluidically connected to the air channel 26 at, specifically, a connection point V located downstream of at least a part of the compressor wheel 14 in the direction of flow of the air flowing through the air channel 26 and compressed by the compressor wheel 14, and is otherwise fluidically separated from the air channel 26 by, specifically, a partition 30 of the compressor housing 12.This allows the motive medium to be diverted at connection point V as a first part of the air compressed by the compressor wheel 14 from the air duct 26 and introduced into the intermediate duct 28. A second part of the air compressed by the compressor wheel 14 remains in the air duct 26 and flows out of the compressor housing 12 from connection point V and is fed into the combustion chamber, thus being introduced into the combustion chamber.

[0044] The intermediate channel 28 extends from the connection point V to a transfer point U, which is spaced apart from the connection point, in particular completely, and at which the supply line 24 is fluidically connected to the intermediate channel 28 and thus to the compressor housing 12. At the transfer point U, the motive fluid can be discharged from the intermediate channel 28 and introduced into the supply line 24. In particular, the transfer point U is located inside the compressor housing 12. Thus, the motive fluid, which is branched off from the air duct 26 at the connection point V and introduced into the intermediate channel 28, and subsequently flows through the intermediate channel 28, is guided from the connection point V to the transfer point U by means of the intermediate channel 28.

[0045] Looks especially good Fig. 1. It is apparent that in the Fig. In the embodiment shown in Figure 1, at least a first longitudinal section of the intermediate channel 28 is arc-shaped and at least a second longitudinal section of the cooling channel 22 is arc-shaped and runs around the axis of rotation 16, whereby the driving medium can be advantageously cooled.

[0046] Because the motive medium and the suction medium mix within the suction jet pump, the suction medium can be cooled by means of the cooled motive medium, so that excessively high temperatures of the suction medium can be avoided, especially in an area running from the suction jet pump to the first discharge point.

[0047] Furthermore, in the Fig. In the embodiment shown in Figure 1, it is provided that at least one imaginary straight line, which runs perpendicular to the axis of rotation 16 and intersects the axis of rotation 16, passes through both the cooling channel 22 and the intermediate channel 28.

[0048] In order to effectively and efficiently cool the propellant medium flowing through the intermediate channel 28, the intermediate channel 28 extends completely and without interruption over more than 180 degrees from the connection point V to the transfer point U.

[0049] At the in Fig.In the embodiment shown in Figure 1, a connection element 32 is provided, which is designed, for example, separately from the compressor housing 12 and, for example, separately from the supply line 24. The connection element 32 is also simply referred to as the connection and is fluidically and mechanically connected to the compressor housing 12 at the transfer point U and thereby fluidically connected to the intermediate channel 28 at the transfer point U, so that the motive medium can flow through the connection element 32. This means that the motive medium can flow out of the intermediate channel 28 at the transfer point U and into the connection element 32, and in any case, it can flow through the connection element 32.

[0050] The supply line 24, which is designed separately from the connection element 32 and also separately from the compressor housing 12, is mechanically and fluidically connected to the connection element 32, so that the motive medium flowing through the connection element 32 can flow out of the connection element 32 and into the supply line 24, and consequently flow through the supply line 24, thus allowing the motive medium to be discharged from the connection element 32 and introduced into the supply line 24. Reference symbol list 10 compressors 12 compressor housings 14 compressor wheel 16 axis of rotation 18 Arrow 20 Arrow 22 Cooling channel 24 Supply line 26 Air duct 28 Intermediate channel 30 partition wall 32 Connection element U handover point V junction point

Claims

[1] Internal combustion engine for a motor vehicle, comprising a crankcase, a compressor (10) comprising a compressor housing (12) and a compressor wheel (14) rotatably arranged in the compressor housing (12) about an axis of rotation (16) relative to the compressor housing (12), by means of which air to be supplied to at least one combustion chamber of the internal combustion engine is to be compressed, a crankcase ventilation device comprising a crankcase ventilation device by means of which a ventilation gas can be discharged from the crankcase for the purpose of venting the crankcase, wherein the crankcase ventilation device comprises: - an oil separator for separating oil from the vent gas; - a jet pump by means of which the venting gas can be driven to operate the oil separator; and - a supply line (24) by means of which at least a part of the air compressed by means of the compressor wheel (14) can be supplied as a driving medium to drive the venting gas of the jet pump; characterized by , that: - within the compressor housing (12) at least one cooling channel (22) runs, which can be supplied with a coolant by means of which the compressor housing (12) and the compressed air flowing through the compressor housing (12) are to be cooled; - the supply line (24) is fluidically connected to the compressor housing (12), whereby at least the part of the compressed air cooled by the coolant can be branched off from the compressor housing (12) via the supply line (24) and supplied as the driving medium to the jet pump; - the compressor housing (12) has an air channel (26) through which the air compressed by means of the compressor wheel (14) flows; and - within the compressor housing (12) an intermediate channel (28) runs, which is fluidically connected to the air duct (26) at at least or exactly one connection point (V) arranged downstream of at least a part of the compressor wheel (14) and within the compressor housing (12) and is otherwise separated from the air duct (26), whereby at least the part of the compressed air from the air duct (26) can be branched off at the connection point (V) and introduced into the intermediate channel (28), which extends from the connection point (V) to a transfer point (U) spaced apart from the connection point (V), at which the supply line (24) is fluidically connected to the intermediate channel (28) and thereby to the compressor housing (12) and at least the part of the compressed air from the intermediate channel (28) can be discharged and introduced into the supply line (24). [2] Internal combustion engine according to claim 1, characterized by, that the intermediate channel (28) is a first channel and the cooling channel (22) is a second channel, wherein at least a first length region of one of the channels extends arcuately or circularly or arcuately around at least a second length region of the other channel. [3] Internal combustion engine according to claim 1 or 2, characterized by , that an imaginary straight line, which runs perpendicular to the axis of rotation (16) of the compressor wheel (14), passes through both the cooling channel (22) and the intermediate channel (28). [4] Internal combustion engine according to any one of claims 1 to 3, characterized by , that the intermediate channel (28) extends from the connection point (V) to the transfer point (U) over at least 90 degrees around the axis of rotation (16) of the compressor wheel (14). [5] Internal combustion engine according to any one of claims 1 to 4, characterized by, that a connection element (32) is provided which is formed separately from the compressor housing (12) and is fluidically and mechanically connected to the compressor housing (12) at the transfer point (U) and through which at least the part of the compressed air can flow, with which the supply line (24) which is formed separately from the connection element (32) and separately from the compressor housing (12) is mechanically and fluidically connected, whereby at least the part of the compressed air can be discharged from the connection element (32) and introduced into the supply line (24). [6] Motor vehicle, with an internal combustion engine according to any of the preceding claims.

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