Crankcase ventilation system for internal combustion engines

Abstract

The present invention provides a crankcase ventilation system (100) for an internal combustion engine (1000), such as a hydrogen internal combustion engine, the crankcase ventilation system (100) comprising an intake pipe (110) for supplying air to the crankcase ventilation system (100) and an exhaust gas turbocharger (120) connected to the intake pipe (110), the input of which is configured to be connected to the exhaust pipe (1004) of the internal combustion engine (1000), and the exhaust gas turbocharger (120) However, it includes an exhaust gas turbocharger (120) configured to direct supplied air to the supply lines (140, 150) of the internal combustion engine (1000), at least one ventilation line (160) configured to connect the exhaust gas turbocharger (120) to the internal combustion engine (1000), and an electrically controlled disc separator (130) configured to connect the internal combustion engine (1000) to the intake manifold (110) and the exhaust gas turbocharger (120).

Description

Technical Field

[0001] The present disclosure relates to a crankcase ventilation system for an internal combustion engine of a motor vehicle. In particular, the present disclosure relates to a crankcase ventilation system and method for a hydrogen internal combustion engine. Background Art

[0002] Crankcase ventilation systems for internal combustion engines are known in the background art.

[0003] For example, Patent Document 1 discusses a ventilation device for a crankcase of a dual-fuel or multi-fuel piston engine with a turbocharger, which discharges unnecessary gas from the crankcase to maintain the pressure within the crankcase within an allowable range.

[0004] Furthermore, Patent Document 2 discusses a method and system for heating a crankcase in a general engine system. Specifically, FIG. 1 of this document shows heating of a crankcase in a known supercharged engine system according to the background art. Specifically, the crankcase 430 is heated by high-temperature supercharged intake air drawn from downstream of the compressor 502 and directly flowing into the crankcase. A portion of the intake air enters the first passage 606 through the opening 625 and is metered by the aspirator 608. Then, it flows into the conduit 436 and flows into the crankcase 430 via the first oil separator 652. The high-temperature intake air heats the crankcase and the interior of the engine, thereby promoting engine warm-up. Thereafter, crankcase vapors are discharged, pass through the second oil separator 632, toward the conduit 622, and are sent to the engine intake port via the passage 614 and the gap space 416 of the double-wall exhaust manifold 440. This enables bidirectional air flow between the intake manifold and the crankcase, and the oil separators 652 and 632 reliably separate oil from crankcase vapors, thereby improving ventilation. No further description of other reference signs is provided herein.

[0005] Patent Document 3 discloses a blow-by gas treatment device applicable to internal combustion engines. Patent Document 4 discloses a ventilation device for the crankcase of an internal combustion engine, which includes a centrifugal oil separator that can be driven by an electric motor via a shaft.

[0006] Patent document 5 discloses a separation device for separating solid and liquid contaminants from a gas stream.

[0007] Patent document 6 discloses a conveying device for supplying gas.

[0008] However, known devices and methods have several drawbacks that need to be modified for future use. One of these is that known crankcase ventilation systems are suitable for internal combustion engines but not for hydrogen engines. A drawback is that during operation of a hydrogen engine, gases such as hydrogen and water vapor obtained as combustion products may be released and (re)introduce into the engine's crankcase as part of the blow-by gas.

[0009] Furthermore, hydrogen blow-by itself leads to various problems, including reduced combustion efficiency, potential safety hazards due to hydrogen's flammability, increased emissions of unburned hydrocarbons, and contamination, corrosion, and lubrication failures caused by the presence of water vapor in the crankcase as a byproduct of hydrogen combustion. [Prior art documents] [Patent Documents]

[0010] [Patent Document 1] International Publication No. 2022 / 258875 [Patent Document 2] U.S. Patent Application Publication No. 2016 / 0010614 [Patent Document 3] U.S. Patent Application Publication No. 2008 / 110443 [Patent Document 4] German Patent Application Publication No. 102019101141 [Patent Document 5] German Patent Application Publication No. 102016217440 Specification [Patent Document 6] German Patent Application Publication No. 102017200846 Specification [Overview of the project] [Problems that the invention aims to solve]

[0011] The object of this disclosure, i.e., the present invention, is to provide a crankcase ventilation system for a combustion engine that addresses the aforementioned drawbacks and improves upon known crankcase ventilation methods and apparatus. [Means for solving the problem]

[0012] This invention brings several improvements to combustion engines and is applicable to hydrogen engines and gas engines that generate high moisture content during combustion.

[0013] In one embodiment, an active crankcase ventilation system is provided as described in the appended claims.

[0014] Specifically, a crankcase ventilation system for internal combustion engines is provided, and this crankcase ventilation system is - An intake pipe for supplying air to the crankcase ventilation system, - An exhaust gas turbocharger having an input section connected to an intake manifold, wherein the input section is configured to be connected to the exhaust pipe of an internal combustion engine, and the exhaust gas turbocharger is configured to cause supplied air to flow into the supply line of the internal combustion engine, - At least one ventilation line configured to connect the output section of an exhaust gas turbocharger to the inlet of an internal combustion engine, - An electrically controlled disk separator configured to connect the exhaust pipe of an internal combustion engine to the intake pipe and the input section of an exhaust gas turbocharger. Equipped with, The supply air fed into the supply line of an internal combustion engine by an exhaust gas turbocharger is high-temperature charge air.

[0015] Here and / or in one embodiment, the supply line of the internal combustion engine functions as a charge air cooler for the internal combustion engine, and comprises an intercooler and / or a throttle valve, preferably comprises both.

[0016] Herein, a crankcase ventilation system for an internal combustion engine means a crankcase ventilation system configured to be provided in an internal combustion engine and / or a crankcase ventilation system configured to be connected to an internal combustion engine. Herein, a gas turbocharger and an exhaust gas turbocharger are synonymous.

[0017] In operation, for a crankcase ventilation system provided with an electrically controlled disc separator instead of a hydraulic disc separator, negative pressure can be generated in the system when the hydraulic disc separator is connected to the internal combustion engine.

[0018] In one embodiment, the internal combustion engine is a hydrogen internal combustion engine.

[0019] In one embodiment, the intake pipe is provided with an air filter, and the air filter is selected from a hydrophobic filter, a photocatalyst filter, and a nanofiber filter.

[0020] This makes it possible to improve the overall performance of a crankcase ventilation system. Specifically, the use of a hydrophobic filter, a photocatalyst filter or a nanofiber filter greatly improves the filtration efficiency of the system and minimizes the influence of contaminants on the engine. For example, nanofiber technology in air filters can dramatically increase filtration efficiency and reduce pressure drop. It can capture fine particles such as hydrogen and water molecules, and very efficiently reduce the content thereof in blow-by gas. Photocatalyst filters generally use a photocatalyst such as titanium dioxide to decompose organic contaminants including hydrogen and specific volatile compounds. These effectively reduce the hydrogen and moisture content in blow-by gas. Hydrophobic filters repel water and help prevent moisture from entering the crankcase ventilation system. Reducing the moisture content indirectly helps reduce the hydrogen content in blow-by gas.

[0021] In one embodiment, the at least one ventilation line consists of a single line referred to as a first ventilation line, the first ventilation line having a diameter selected from the group consisting of 4 millimeters, 5 millimeters, 6 millimeters, 7 millimeters, and 8 millimeters.

[0022] Here and / or in one embodiment, a ventilation line is defined as a conduit, hose, pipe or tube that does not include a throttle or a restrictor.

[0023] In such cases, the absence of a throttle in the ventilation line of the at least one ventilation line does not restrict airflow during operation, and can effectively reduce the hydrogen and moisture content in blow-by gas. Similarly, the absence of a restrictor does not impede airflow, and can efficiently remove the hydrogen and moisture content from blow-by gas.

[0024] In another embodiment, the at least one ventilation line comprises a plurality of lines referred to as ventilation lines, each of the ventilation lines having a diameter selected from the group consisting of 4 millimeters, 5 millimeters, 6 millimeters, 7 millimeters, and 8 millimeters.

[0025] The use of several ventilation lines connected by one or more access points of the crankcase ventilation system may be advantageous in homogenizing the blow-by, particularly the fresh air mixture.

[0026] In one embodiment, the first ventilation line and / or at least one ventilation line includes a throttle and / or limiter.

[0027] Advantageously, by adding a throttle to the airflow line, the airflow during operation can be more precisely controlled, and the hydrogen and moisture content in the blow-by can be better managed.

[0028] In one embodiment, the electrically controlled disk separation device includes a flow rate control element.

[0029] This allows for more precise control of exhaust gas flow rates and efficient gas separation, facilitating optimal adjustment of the ventilation process. As a result, hydrogen and moisture content in blow-by gases can be effectively removed, thereby improving the overall performance of the internal combustion engine and reducing emissions.

[0030] In one embodiment, the electrically controlled disk separator and flow control element are configured to pass additional air through at least one ventilation line at a flow rate greater than 160 liters per minute but less than 180 liters per minute, preferably equal to a flow rate of 170 liters per minute.

[0031] Here, flow rates such as 160 liters per minute, 170 liters per minute, and 180 liters per minute refer to the flow rates of additional air in the crankcase ventilation system operating at maximum load, which can be equivalently expressed as a value for the degree of scavenging. Here, scavenging is the process of replacing the exhaust gases of one engine cycle with fresh air (or fuel mixture) for the next cycle.

[0032] At such flow rates, under constant crankcase negative pressure, the dilution ratio of the blow-by gas can be set to at least 1:1.

[0033] In other words, in one embodiment, the electrically controlled disk separator and flow control element are configured to pass additional air through at least one ventilation line, with a dilution ratio of at least 1:1 of the blow-by gas under constant crankcase negative pressure.

[0034] In one embodiment, the electrically controlled disk separator further includes a speed monitor and / or a pressure control valve.

[0035] Here, the speed monitor is also called the separation device speed monitor.

[0036] This allows the electrically controlled disk separator, along with a speed monitor, to perform precise control and efficient separation of exhaust gases, and to more effectively remove hydrogen and moisture content from blow-by gases.

[0037] As mentioned above, the supply air that is supplied to the internal combustion engine's supply line by the exhaust gas turbocharger is high-temperature intake air.

[0038] This allows the blow-by gas to be diluted with warm, dry air, which in turn reduces the hydrogen content to below the ignition limit. At the same time, it significantly reduces the condensation of moisture in the crankcase and the moisture content in the oil used in the internal combustion engine.

[0039] Advantageously, this reduces the hydrogen content in the blow-by to well below 4% of the lower ignition limit during operation, when the additional flow rate is up to 170 liters per minute. Thus, increasing the flow rate of the ventilation line effectively reduces the hydrogen content in the blow-by, improving combustion efficiency and reducing emissions.

[0040] More generally, ventilation with high-temperature intake air is more effective than known ventilation systems that attempt to reduce hydrogen content using ventilation with low-temperature intake air (i.e., cooler air). Ventilation with high-temperature intake air also better reduces hydrogen content in blow-by, resulting in improved engine performance and reduced emissions compared to ventilation with low-temperature intake air.

[0041] In another embodiment, an internal combustion engine equipped with a crankcase ventilation system is provided as described in the appended claims.

[0042] Specifically, a gas internal combustion engine or a hydrogen internal combustion engine equipped with a crankcase ventilation system according to any of the embodiments described above is provided.

[0043] In another embodiment, a method for operating a crankcase ventilation system is provided, as described in the appended claims.

[0044] Specifically, a method for operating a crankcase ventilation system according to any of the embodiments described above is provided, and this method is: a) Connecting the output of the exhaust gas turbocharger to the supply line of the internal combustion engine, connecting the output of the exhaust gas turbocharger to the inlet of the internal combustion engine using at least one ventilation line, and further connecting the input of the exhaust gas turbocharger to the exhaust pipe of the internal combustion engine using an electrically controlled disk separator; b) A step of supplying air to the crankcase ventilation system using an intake pipe, c) A step of flowing the supplied air into the supply line of the internal combustion engine using a gas turbocharger, d) A step of generating negative pressure in the crankcase ventilation system by operating an electrically controlled disk separator. Includes.

[0045] In one embodiment, the method further includes, as step c2), after step c) and before step d), passing hot supply air through at least one ventilation line using a crankcase ventilation system connected to an internal combustion engine at a maximum flow rate greater than 160 liters per minute but less than 180 liters per minute, preferably equal to 170 liters per minute.

[0046] This improves ventilation efficiency and enhances the removal of hydrogen and moisture content from blow-by gases.

[0047] In other words, in one embodiment, the method further includes, as step c2), after step c) and before step d), passing hot intake air through at least one ventilation line, with the blow-by gas dilution ratio at least 1:1, under constant crankcase negative pressure.

[0048] Once step a) is performed, the operation of the crankcase ventilation system can be maintained by repeating steps b), c), optionally c2), and d) in order.

[0049] To more clearly illustrate embodiments of the present invention or technical solutions of the prior art, the accompanying drawings that are necessary for describing embodiments or prior art are briefly introduced below. It is obvious that the accompanying drawings in the following description represent only a few embodiments of the present invention. Those skilled in the art can obtain other drawings without creative effort by following these drawings. [Brief explanation of the drawing]

[0050] [Figure 1] A crankcase heating system based on prior art. [Figure 2] A crankcase ventilation system connected to an internal combustion engine, such as a hydrogen internal combustion engine, according to one embodiment. [Figure 3]Steps of a method for operating a crankcase ventilation system connected to a hydrogen internal combustion engine according to one embodiment. [Modes for carrying out the invention]

[0051] Unless otherwise specified, elements common to or similar across multiple figures are given the same symbols and possess identical or similar characteristics. For the sake of brevity, these common elements are generally not described repeatedly.

[0052] The solutions provided in embodiments of the present invention are described below clearly and completely with reference to the accompanying drawings of embodiments of the present invention. It is obvious that the embodiments described are only a part of, and not all, embodiments of the present invention. All other embodiments that a person skilled in the art could obtain without creative effort based on embodiments of the present invention are included within the scope of protection of the present invention.

[0053] As shown in Figure 1, which depicts a crankcase heating system based on prior art, the crankcase can be heated using supercharged intake air that is drawn in from downstream of the compressor and flows directly into the crankcase.

[0054] As shown in the illustration, most of the intake air flows through the compressor 502, passes through the intake air cooler 504, goes through the intake throttle 406, and enters the intake manifold 408. A portion of the supercharged intake air is drawn in from downstream of the compressor and supplies heat to the crankcase 430. This portion of the intake air then enters the first passage 606 through an opening 625 located downstream of the compressor 502 and upstream of the intake air cooler 504. Due to compression heating, this portion of the intake air is under supercharge pressure and is at a temperature exceeding the ambient temperature (indicated by diagonal lines).

[0055] An aspirator 608 is used to precisely regulate the flow rate of intake air entering the first passage from the pressurizing source. The aspirator 608 facilitates the regulation of the airflow rate. By fluidizing the first passage 606 to the conduit 436, a connection is established between the crankcase 430 and the intake manifold 408 via a PCV valve 434 located downstream of the intake throttle 406.

[0056] Upon entering the first passage 606, the intake air is further metered through the aspirator 608 and enters the conduit 436 through the check valve 610. The intake air enters the conduit 436 at the junction 642 and flows towards the crankcase 430 through the first oil separator 652. As the hot intake air enters the crankcase 430 through the first oil separator 652, heat is effectively transferred to the crankcase and the inside of the engine, thereby accelerating engine warm-up. The crankcase steam released by drawing in the hot intake air then flows through the conduit 622 towards the second oil separator 632. From there, the crankcase steam is sent via passage 614 to the intake passage 418 located upstream of the compressor. This crankcase steam then flows through the gap space 416 of the double-wall exhaust manifold 440 towards the compressor inlet.

[0057] Figure 2 shows an active crankcase ventilation system 100 connected to an internal combustion engine 1000 according to one embodiment of the present invention, which is intended to improve upon prior art systems such as the system shown in the previous figure.

[0058] The crankcase ventilation system 100 includes an intake pipe 110 that functions as an air supply source to the system 100 and the engine 1000 (if the latter is present). This allows fresh air to flow continuously, optimizing engine performance.

[0059] An exhaust gas turbocharger 120, located downstream of the intake manifold 110 and equipped with an input section 122 and an output section 124, is connected to the intake manifold 110 via its input section, and its exhaust connection section 1004 is configured to be connected to the exhaust pipe of the internal combustion engine 1000 via an electrically controlled disk separator 130, which will be described later.

[0060] The exhaust gas turbocharger 120 efficiently directs the supplied air to the supply line of the internal combustion engine 1000, which is located downstream of the turbocharger 120 and includes an air cooler 140 (also called an intercooler) and a throttle valve 150, both of which are located downstream of the turbocharger 120.

[0061] The crankcase ventilation system 100 further includes at least one ventilation line 160 for connecting the output section 124 of the exhaust gas turbocharger 120 to the inlet 1002 of the internal combustion engine 1000. This ventilation line 160 controls the airflow from the intake manifold 110 to the inlet 1002 located downstream, thereby optimizing the air-fuel ratio for engine operation.

[0062] A crankcase ventilation system 100 connected to, or configured to be connected to, the outlet 1004 of the internal combustion engine 1000 further comprises an electric disc separator 130, which optionally includes a flow control element 136. The flow control element 136 facilitates the passage of additional air through the ventilation line 160, which is done by directing the additional air to the input 122 of an upstream exhaust gas turbocharger 120.

[0063] In one embodiment, the electric disk separator 130 is equipped with a speed monitor 132 and / or a pressure control valve 134 to enable precise control and monitoring of the ventilation process.

[0064] An example of an electric disc separator 130 equipped with a speed monitor 132 and / or a pressure control valve 134 is an electric hydraulic disc separator, which is equivalent to an oil separator used in simulations and experiments such as deposition tests. When operated, the results of the crankcase ventilation system 100 show a significant improvement in reducing hydrogen in blow-by gases compared to when a simple hydraulic disc separator is used.

[0065] During operation, an electrically controlled disc separator 130 can generate negative pressure within the crankcase. This negative pressure facilitates proper ventilation of blow-by gases containing hydrogen and water, promoting cleaner and more efficient engine operation. Furthermore, by generating a vacuum within the crankcase, hot intake air is extracted from the supercharger air after the turbocharger compressor stage and before the intake air cooler. This hot intake air is then passed into the crankcase through a ventilation line. This ventilation line is specifically located below the crankcase, but above the oil level. Alternatively, it may be located at other suitable insertion points within the engine 1000's ventilation system.

[0066] Preferably, the ventilation line comprises a vent line having a diameter of 5, 6, or 7 millimeters. For example, two or three vent lines may be provided, the first vent line having a diameter of 6 millimeters but without a limiter, and one or two additional vent lines may be used in conjunction with an electric disc separator 130 located at the exhaust pipe 1004 of the engine 1000 to significantly reduce blow-by.

[0067] Tests can be performed to evaluate and / or calibrate the performance of system 100. For example, a deposition test can be conducted to measure the hydrogen content in a standard cycle of system 100 with varying aeration fluctuations.

[0068] Furthermore, the crankcase ventilation system 100 can be configured to extract high-temperature intake air from the supercharged air after the turbocharger compressor stage 120 and before the intake air cooler stage 140.

[0069] By using high-temperature intake air instead of low-temperature air in the crankcase ventilation system, moisture absorption can be increased, effectively reducing moisture condensation within the combustion engine. This reduction in condensation helps suppress oil dilution and the formation of white sludge, promoting cleaner and more efficient engine operation. Furthermore, the adoption of high-temperature intake air significantly reduces the hydrogen content within the combustion engine, ensuring it remains consistently below the hydrogen ignition limit. It is noteworthy that the use of an existing active oil mist separator in System 100 eliminates the need for an additional vacuum pump.

[0070] By using high-temperature intake air for ventilation, moisture condensation can be minimized, improving engine efficiency. This approach effectively reduces the moisture content within the combustion engine, which in turn suppresses oil dilution and prevents the formation of white sludge.

[0071] Furthermore, employing high-temperature supply air in the ventilation system significantly reduces the hydrogen content within the combustion engine. This ensures that the hydrogen content remains consistently below the hydrogen ignition limit. Notably, the existing active oil mist separator eliminates the need for an additional vacuum pump, simplifying the system design.

[0072] Approaches using low-temperature air typically require an additional vacuum pump to pass the gas through the crankcase, which limits the system's efficiency. However, by utilizing high-temperature intake air, a higher degree of saturation can be provided, significantly improving the absorption of moisture in the blow-by gas.

[0073] Preferably, the hot intake air is passed into the crankcase system 100 by a line that runs below the crank train but above the oil level of the engine 1000.

[0074] Next, refer to Figure 3. This figure shows a flowchart of steps S10, S20, S30, and S40 of a method for operating a crankcase ventilation system according to one embodiment.

[0075] The first step S10 involves installing the crankcase ventilation system 100 in the internal combustion engine 1000, more specifically, connecting the output section 124 of the exhaust gas turbocharger 120 to the supply line of the engine 1000, thereby connecting the output section 124 of the exhaust gas turbocharger 120 to the inlet 1002 of the internal combustion engine 1000 using at least one ventilation line 160, and further connecting the input section 122 of the exhaust gas turbocharger 120 to the exhaust pipe 1004 of the internal combustion engine 1000 using an electrically controlled disc separator 130.

[0076] The next step, S20, supplies air to the crankcase ventilation system 100 using the intake manifold 110. The intake manifold 110 is equipped with an air filter 115, which can be selected from different types, but in any case is configured to ensure efficient filtration of the air, prevent moisture condensation, and improve engine performance.

[0077] The next step, S30, uses a gas turbocharger 120 to direct the supplied air to the supply lines 140 and 150 of the internal combustion engine 1000.

[0078] The next step, S40, is to generate negative pressure within the crankcase ventilation system by activating the electrically controlled disc separator 130. This is achieved by activating the electrically controlled disc separator 130, which effectively generates negative pressure within the crankcase, allowing for the effective extraction of hot intake air from the supercharger air after the turbocharger compressor stage and before the intake air cooler.

[0079] Although not shown, a step S35 may be included between steps S30 and S40, in which hot intake air is passed through a ventilation line using a crankcase ventilation system connected to the internal combustion engine 1000, preferably at a flow rate less than a predetermined maximum value. Preferably, this maximum value is greater than 160 liters per minute and less than 180 liters per minute, and preferably equal to 170 liters per minute.

[0080] In one embodiment, steps S20, S30 (which may be followed by S35), and S40 can be repeatedly executed to keep the crankcase ventilation system running continuously.

[0081] As will be apparent to those skilled in the art, the present disclosure and the invention can be implemented in other specific forms without departing from the essential features of the present disclosure. Therefore, the foregoing disclosure should not be construed as limiting in all respects, but rather should be considered as an example. The scope of the present disclosure should be determined by a reasonable interpretation of the appended claims, and all modifications within the equivalent scope of the present disclosure are included within the scope of the present disclosure and the invention.

Claims

1. A crankcase ventilation system (100) for an internal combustion engine (1000), - An intake pipe (110) for supplying air to the crankcase ventilation system (100), - An exhaust gas turbocharger (120) having an input section (122) connected to the intake pipe (110), wherein the input section is configured to be connected to the exhaust pipe (1004) of the internal combustion engine (1000), and the exhaust gas turbocharger (120) is configured to flow the supplied air to the supply lines (140, 150) of the internal combustion engine (1000), - At least one ventilation line (160) configured to connect the output section (124) of the exhaust gas turbocharger (120) to the inlet (1002) of the internal combustion engine (1000), - An electrically controlled disk separator (130) configured to connect the exhaust pipe (1004) of the internal combustion engine (1000) to the intake pipe (110) and the input section (122) of the exhaust gas turbocharger (120) and Equipped with, The supply air that is flowed to the supply lines (140, 150) of the internal combustion engine (1000) by the exhaust gas turbocharger (120) is high-temperature supply air. System (100).

2. The intake pipe (110) is equipped with an air filter (115), and the air filter (115) is selected from a hydrophobic filter, a photocatalytic filter, and a nanofiber filter. The crankcase ventilation system (100) according to claim 1.

3. The at least one ventilation line (160) consists of a single line called a first ventilation line, the first ventilation line having a diameter selected from 4 mm, 5 mm, 6 mm, 7 mm, and 8 mm. The crankcase ventilation system according to claim 1 or 2.

4. The at least one ventilation line (160) comprises a plurality of lines called vent lines, each of which has a diameter selected from 4 mm, 5 mm, 6 mm, 7 mm, and 8 mm. The crankcase ventilation system according to claim 1 or 2.

5. The at least one ventilation line (160) includes a throttle and / or limiter. A crankcase ventilation system according to any one of claims 1 to 4.

6. The electrically controlled disk separation device (130) includes a flow rate control element (136). A crankcase ventilation system according to any one of claims 1 to 5.

7. The electrically controlled disk separator (130) and the flow control element (136) are configured to pass additional air through the at least one ventilation line (160) at a maximum flow rate greater than 160 liters per minute and less than 180 liters per minute, preferably equal to 170 liters per minute. The crankcase ventilation system according to claim 6.

8. The electrically controlled disk separation device (130) further comprises a speed monitor (132) and / or a pressure control valve (134). The crankcase ventilation system according to claim 6 or 7.

9. An internal combustion engine comprising a crankcase ventilation system (100) according to any one of claims 1 to 8.

10. A method for operating a crankcase ventilation system according to any one of claims 1 to 9, a) Step (S10) connecting the output section (124) of the exhaust gas turbocharger (120) to the supply lines (140, 150) of the internal combustion engine (1000), connecting the output section (124) of the exhaust gas turbocharger (120) to the inlet (1002) of the internal combustion engine (1000) using the at least one ventilation line (160), and further connecting the input section (122) of the exhaust gas turbocharger (120) to the exhaust pipe (1004) of the internal combustion engine (1000) using the electrically controlled disk separator (130), b) Step (S20) of supplying air to the crankcase ventilation system (100) using the intake pipe (110), c) Step (S30) of using the gas turbocharger (120) to flow the supplied air to the supply lines (140, 150) of the internal combustion engine (1000), d) A step (S40) of generating negative pressure in the crankcase ventilation system by operating the electrically controlled disk separation device (130) and A method that includes this.

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