Internal combustion engine for a motor vehicle, and motor vehicle

Abstract

The invention relates to an internal combustion engine (10) for a motor vehicle, having two combustion chambers (12a,12c), i.e. a first combustion chamber (12a) and a second combustion chamber (12c), two outlet channels (20) which are separated from one other at least in respective length regions, i.e. a first outlet channel (20) via which exhaust gas can be discharged from the first combustion chamber (12a) and a second outlet channel (20) via which exhaust gas can be discharged from the second combustion chamber (12c), and a secondary air system (23) which has two secondary air lines (24, 26) which are separated from one another at least in respective length regions and through which secondary air can flow, i.e. a first secondary air line (24) which is associated with the first outlet channel (20) and by means of which the secondary air flowing through the first secondary air line (24) can be introduced into the first outlet channel (20) while bypassing the second outlet channel (20) and a second secondary air line (26) which is associated with the second outlet channel (20) and by means of which the secondary air flowing through the second secondary air line (26) can be introduced into the second outlet channel (20) while bypassing the first outlet channel (20).

Description

[0001] internal combustion engine for a motor vehicle as well as motor vehicle

[0002] The invention relates to an internal combustion engine for a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to a motor vehicle with such an internal combustion engine.

[0003] Systems for secondary air injection for an internal combustion engine are known from DE 102012 202 334 Al and DE 10 2004058 398 Al.

[0004] DE 10065 963 A1 discloses an internal combustion engine for a motor vehicle, comprising at least two combustion chambers and at least two exhaust ports for the at least two combustion chambers, separated from each other at least in their respective lengths, and a secondary air system. The secondary air system has at least two secondary air ducts, separated from each other at least in their respective lengths and through which secondary air flows, which are assigned to the exhaust port of one combustion chamber and the exhaust port of the other combustion chamber. The secondary air can be introduced into the other exhaust port, bypassing the first. The secondary air ducts have a common supply channel through which the secondary air can be supplied.

[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 secondary air injection and a particularly efficient operation of the internal combustion engine can be realized in a particularly advantageous way.

[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 7. 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 a combustion engine, internal combustion power unit, or motor, 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 at least or exactly two combustion chambers, namely a first combustion chamber and a second combustion chamber. During operation of the internal combustion engine, combustion processes take place in the respective combustion chamber. In each combustion process, a fuel-air mixture, also referred to as a mixture, is burned, resulting in exhaust gas from the internal combustion engine.The mixture comprises air, also known as combustion air or fresh air, and a fuel, which is either liquid or gaseous. For example, an internal combustion engine has an intake manifold through which fresh air flows, and thus the fresh air flowing through the intake manifold is supplied to the combustion chambers. Similarly, an internal combustion engine has an exhaust manifold through which exhaust gases from the combustion chambers flow.

[0008] The internal combustion engine also has at least two exhaust ports, namely a first exhaust port and a second exhaust port. The exhaust ports are separated from each other at least in their initial lengths. This means that the exhaust gas flowing through one of the initial lengths and the exhaust gas flowing through the other initial lengths do not mix in these initial lengths. In particular, the exhaust ports are components of the exhaust system. The first exhaust port is assigned to the first combustion chamber and is therefore open to exhaust gas from the first combustion chamber, allowing the exhaust gas from the first combustion chamber to be discharged via the first exhaust port. The second exhaust port is assigned to the second combustion chamber and is therefore open to exhaust gas from the second combustion chamber, allowing the exhaust gas from the second combustion chamber to be discharged via the second exhaust port.This means, in particular, that the exhaust gas from the first combustion chamber can flow into the first exhaust port, bypassing the second combustion chamber and the second exhaust port, and the exhaust gas from the second combustion chamber can flow into the second exhaust port, bypassing the first combustion chamber and the first exhaust port. The exhaust ports are also referred to as exhaust channels.

[0009] The internal combustion engine also features a secondary air system, by means of which at least a portion of the combustion air flowing through the intake manifold can be diverted and introduced as secondary air into the exhaust ports and thus into the exhaust system, bypassing the combustion chambers of the internal combustion engine. For this purpose, the secondary air system has at least two secondary air lines: a first secondary air line and a second secondary air line. The secondary air lines are also referred to as galleries or secondary air galleries. The secondary air lines are separated from each other at two points along their respective lengths.This means that the second length sections of the secondary air ducts are separated from each other, so that the secondary air flowing through one of the first length sections and the secondary air flowing through the other of the second length sections do not mix within the second length sections. The first secondary air duct is assigned to the first outlet duct, whereby the secondary air flowing through the first secondary air duct can be introduced into the first outlet duct by bypassing the second outlet duct, i.e., without the secondary air flowing through the first secondary air duct passing through the second outlet duct.The second secondary air duct is assigned to the second combustion chamber. The secondary air flowing through this duct can be introduced into the second exhaust port, bypassing the first exhaust port. This means that the secondary air flowing through the second secondary air duct does not pass through the first exhaust port. The secondary air system also includes a supply duct common to all secondary air ducts, through which the secondary air flows. This duct supplies the secondary air ducts with secondary air. This means that, with respect to the direction of flow, the supply duct is located upstream of the secondary air ducts, as the secondary air flows through the secondary air system, including the supply duct and the secondary air ducts, for example, towards the exhaust ports of an intake manifold.The introduction of secondary air into the respective outlet duct is also referred to as secondary air injection. The supply duct can, for example, carry a total volume flow of secondary air. A first partial volume flow can branch off from the total volume flow, exit the supply duct, and enter the first secondary air duct. This second partial volume flow can then flow through the first secondary air duct and be introduced into the first outlet duct. A second partial volume flow can branch off from the total volume flow, exit the supply duct, and enter the second secondary air duct. This second partial volume flow can then flow through the second secondary air duct and be introduced into the second outlet duct. The first and second partial volume flows together, for example, constitute the total volume flow.In other words, for example, the total volume flow can be split or divided into partial volume flows by means of the supply channel, thereby dividing or branching the total volume flow into the secondary air ducts.

[0010] On the one hand, it is therefore desirable for the secondary air ducts to be fluidically connected to the supply duct in order to introduce the secondary air flowing through the supply duct into the secondary air ducts in such a way that a first portion of the secondary air flowing through the supply duct is directed from the supply duct into the first secondary air duct, and a second portion of the secondary air flowing through the supply duct is directed from the supply duct into the second secondary air duct. The first portion is, for example, the first partial volume flow, and the second portion is, for example, the second partial volume flow. However, it is equally desirable, especially when secondary air injection, i.e., the introduction of secondary air into the exhaust ducts, is omitted, to avoid a fluidic connection of the secondary air ducts via the supply duct, also known as crosstalk, as this can lead to efficiency losses of the internal combustion engine.

[0011] To achieve a particularly advantageous secondary air injection and a particularly efficient operation of the internal combustion engine, the invention provides for a valve element to be arranged in each secondary air line. Each valve element can be directly subjected to a first pressure in the supply channel and a second pressure in the respective secondary air line. In other words, if, for example, the first pressure prevails in the supply channel while the second pressure prevails in the respective secondary air line, then the first pressure acts directly on the respective valve element, and the second pressure also acts directly on the respective valve element.For example, the first pressure acts directly on a first surface of the respective valve element, and for example, the respective second pressure acts directly on a respective second surface of the respective valve element. For example, the surfaces point away from each other. For example, the surfaces are the same size.

[0012] The respective valve element is movable between a release position and a blocking position relative to the secondary air lines and relative to the supply channel, in particular translationally movable and / or pivotable. In the blocking position, the respective secondary air line in which the valve element is located is fluidically separated from the supply channel by the respective valve element, so that the respective secondary air line and the supply channel are not fluidly connected. In the release position of the respective valve element, the respective secondary air line in which the valve element is located is fluidically connected to the supply channel.

[0013] Each valve element moves solely based on pressure, without any electrical or hydraulic actuation, and thus automatically from the closed to the open position when the first pressure is greater than the second. For example, when secondary air injection ceases, the valve elements automatically move from their open to their closed positions. If secondary air injection stops, the valve elements remain in their closed positions, thereby preventing a fluidic connection between the secondary air lines via the supply duct.This prevents exhaust gas from flowing through the secondary air lines into the supply channel between the exhaust ports, i.e., crosstalk, thus enabling efficient and therefore fuel-efficient operation of the internal combustion engine. If, particularly in this case, secondary air injection is initiated and subsequently carried out, the valve elements automatically move from their closed positions to their open positions, allowing secondary air to be introduced into the exhaust ports via the secondary air lines. This enables advantageous secondary air injection. Since the valve elements move between the open and closed positions solely based on pressure, excessive costs, weight, and space requirements for the valve elements, and thus for the secondary air system as a whole, can be avoided.

[0014] The invention is based in particular on the following findings and considerations: Secondary air injection can prevent excessive raw emissions, especially during a cold start of the internal combustion engine, when, for example, the catalytic converter of the internal combustion engine is still very cold, and can increase the enthalpy in the exhaust gas for heating the catalytic converter. If no corresponding countermeasures are taken, the secondary air lines, also referred to as flooding, are fluidically connected to each other via the supply channel, particularly when secondary air injection is omitted.This fluidic connection between the secondary air lines via the supply duct is also known as a flood connection and can negatively affect the exhaust gas enthalpy intended for driving a turbine potentially located in the exhaust system, as well as the performance of the internal combustion engine, particularly at low engine speeds. In particular, this flood connection can compromise the flow separation of the turbine, for example, if it is designed as a twin-scroll or segmented turbocharger.

[0015] In principle, it would be conceivable to design the respective valve element as an electrically controllable valve element, for example as a solenoid valve, but this would lead to high costs. This can now be avoided by the invention.

[0016] In an advantageous embodiment of the invention, the internal combustion engine comprises an engine housing, for example, a crankcase, in particular a cylinder crankcase, in which the combustion chambers are arranged, in particular completely. The engine housing is a first housing element of the internal combustion engine. The internal combustion engine also comprises a cylinder head, which is formed separately from the engine housing and connected to it, in which the exhaust ports are arranged, in particular completely. The cylinder head is a second housing element of the internal combustion engine. In order to achieve a particularly space-saving design of the internal combustion engine, a further embodiment of the invention provides that the valve elements are arranged, in particular completely, in one of the housing elements.

[0017] To enable a particularly advantageous, demand-based secondary air injection, a further embodiment of the invention provides for an additional valve to be arranged in the supply channel, in addition to the valve elements. This valve is positioned upstream of the valve elements in the supply channel with respect to the aforementioned flow direction. The valve, also referred to as a valve assembly, can be switched between a closed and an open state, particularly by actuating the valve. In the closed state, the supply channel is fluidically blocked by the valve, and in the open state, the valve releases the supply channel. This allows the secondary air lines to be supplied with secondary air from the supply channel as needed.

[0018] In order to be able to carry out the secondary air injection as required, it is further provided in the invention that the valve is electrically switchable between the open state and the closed state, so that, for example, the valve is designed as a solenoid valve.

[0019] Finally, it has proven particularly advantageous for realizing a particularly beneficial secondary air injection if the respective valve element moves from the respective closed position to the respective open position purely depending on the pressures and thus independently, when the first pressure is at least 25 mbar, in particular at least 50 mbar and most especially at least 100 mbar, greater than the second pressure and otherwise remains in the closed position.

[0020] A second aspect of the invention relates to a motor vehicle, also referred to simply as a vehicle, 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 of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa. Further advantages, features and details of the invention will become apparent from the following description of a preferred embodiment and with reference to the drawing.The features and combinations of features mentioned above in the description, as well as the features and combinations of features mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combination specified in each case, but also in other combinations or on their own, without leaving the scope of the invention.

[0021] The drawing shows in:

[0022] Fig. 1 shows a partial schematic sectional view of a

[0023] Internal combustion engine of a motor vehicle; and

[0024] Fig. 2 is a schematic sectional view of an area labeled B in Fig. 1 of a

[0025] Secondary air system of the internal combustion engine.

[0026] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0027] Fig. 1 shows a partial schematic sectional view of an internal combustion engine 10, also referred to as an internal combustion engine or combustion power engine, of a motor vehicle, also simply referred to as a vehicle. The motor vehicle can be driven by means of the internal combustion engine 10. In the embodiment shown in the figures, the internal combustion engine 10 is designed as a reciprocating piston engine. The internal combustion engine 10 has at least or exactly four combustion chambers 12a-d. Each combustion chamber 12a-d is partially delimited by a respective cylinder 14a-d, the cylinders 14a-d being formed by a first housing element of the internal combustion engine 10. The first housing element is an engine housing of the internal combustion engine 10, the engine housing of which, in the embodiment shown in the figures, is a crankcase, in particular a cylinder crankcase.The respective combustion chamber 12a-d is arranged at least partially, and in particular at least predominantly, within the first housing element. The respective cylinder 14a-d is arranged, in particular completely, within the first housing element, and the respective piston is also arranged, in particular completely, within the first housing element. The respective combustion chamber 12a-d is also partially bounded by a respective combustion chamber roof. The combustion chamber roofs are formed by a second housing element of the internal combustion engine 10, the second housing element of which is a cylinder head. The cylinder head is designed separately from the engine housing and connected to the engine housing.

[0028] As can be seen from Fig. 1, each combustion chamber 12a-d is assigned, in particular, exactly two intake ports 16. Air, also referred to as fresh air or combustion air, can be introduced into each combustion chamber 12a-d via these intake ports 16. Each intake port 16 is assigned an intake valve 18, which is movable relative to the cylinder head between a closed position that fluidly blocks the respective intake port 16 and at least one open position that releases the respective intake port 16, in particular translationally. For example, the respective intake port 16 runs within the cylinder head. For example, the respective intake valve 18 is arranged, in particular, completely within the cylinder head.

[0029] Each combustion chamber 12a-d is also assigned, in particular, two exhaust ports 20, also referred to as exhaust channels. For example, each exhaust port 20 is located, in particular, entirely within the cylinder head. Each exhaust port 20 is assigned a corresponding exhaust valve 22. The corresponding exhaust valve 22 can be moved, in particular relative to the cylinder head and / or translationally, between a closed position that fluidly blocks the corresponding exhaust port 20 and an open position that releases the corresponding exhaust port 20.

[0030] The internal combustion engine 10 has an intake tract, also referred to as the intake manifold, which is not visible in the figures and through which the aforementioned combustion air (fresh air) flows. The intake tract allows the combustion air to be directed to and into the combustion chambers 12a-d, with the intake tract, for example, having the intake ports 16. In other words, the intake ports 16 are, for example, components of the intake tract. Furthermore, fuel, particularly liquid fuel, can be introduced into the respective combustion chamber 12a-d. During operation of the internal combustion engine 10, combustion processes take place in the respective combustion chamber 12a-d. In each combustion process, a fuel-air mixture, also simply referred to as a mixture, is burned, which contains the aforementioned combustion air and the aforementioned fuel, preferably liquid fuel.The combustion process of the internal combustion engine 10 produces exhaust gas. This exhaust gas can be discharged from the respective combustion chambers 12a-d via the exhaust ports 20 assigned to them. For example, the internal combustion engine 10 has an exhaust tract through which the exhaust gas from the combustion chambers 12a-d flows, with the exhaust ports 20 being components of this tract. In particular, the exhaust ports 20 run, and especially completely, within the cylinder head.

[0031] The internal combustion engine 10 also has a secondary air system 23, by means of which at least a portion of the fresh air flowing through the intake tract can be diverted from the intake tract and introduced as secondary air into the exhaust ports 20, bypassing, in particular all, the combustion chambers 12a-d. The introduction of secondary air into the exhaust ports 20 is also referred to as secondary air injection.

[0032] Fig. 1 shows that the exhaust ports 20 assigned to the respective combustion chamber 12a-d are separated at least within the cylinder head from the other exhaust ports 20 assigned to the other combustion chambers 12a-d.

[0033] The secondary air system 23 has two secondary air ducts, namely a first secondary air duct 24 and a second secondary air duct 26. The secondary air ducts 24 and 26 are separated from each other at least in their respective length ranges. It can be seen that the secondary air line 24 is assigned to the exhaust channels 20 of the combustion chambers 12a and 12c, so that the secondary air line 24 can be used to introduce the secondary air into the exhaust channels 20 assigned to the combustion chambers 12a and 12c, bypassing the exhaust channels 20 assigned to the combustion chambers 12b and 12d, such that the secondary air flowing through the secondary air line 24 can be introduced into the exhaust channels 20 assigned to the combustion chamber 12a, bypassing the exhaust channels 20 assigned to the combustion chamber 12a, and into the exhaust channels 20 assigned to the combustion chamber 12c.The secondary air line 26 is assigned to the combustion chambers 12b and 12d, so that the secondary air flowing through the secondary air line 26 can be introduced into the exhaust channels 20 assigned to the combustion chambers 12b and 12d by means of the secondary air line 26, bypassing the exhaust channels 20 assigned to the combustion chambers 12a and 12c, in such a way that the secondary air flowing through the secondary air line 26 can be introduced into the exhaust channels 20 assigned to the combustion chamber 12b, bypassing the exhaust channels 20 assigned to the combustion chamber 12d, and into the exhaust channels 20 assigned to the combustion chamber 12d.

[0034] The secondary air system 23 also has a supply channel 28 common to the secondary air ducts 24 and 26, through which the secondary air can flow. The secondary air flowing through the supply channel 28 can split into a first part flowing out of the supply channel 28 and into the secondary air duct 24, subsequently flowing through the secondary air duct 24, and a second part flowing out of the supply channel 28 and into the secondary air duct 26, subsequently flowing through the secondary air duct 26. Thus, the first part is the secondary air flowing through the secondary air duct 24, and the second part is the secondary air flowing through the secondary air duct 26. It can be seen that the respective secondary air ducts 24 and 26 are connected in series with the supply channel 28 from a flow engineering perspective, and the secondary air ducts 24 and 26 are connected in parallel with each other from a flow engineering perspective.

[0035] The secondary air ducts 24 and 26 are also referred to as galleries or secondary air galleries or floods.

[0036] In order to achieve particularly efficient operation of the internal combustion engine 10 and particularly advantageous secondary air injection, a valve element 30, 32 is arranged in the respective secondary air line 24, 26 – as can be seen in Fig. 2. The respective valve element 30, 32 can be directly subjected to a first pressure PI prevailing in the supply channel 28. This means that the pressure PI prevailing in the supply channel 28 simultaneously acts on the valve elements 30 and 32. Furthermore, the respective valve element 30, 32 can be subjected to a second pressure P2 prevailing in the respective secondary air line 24, 26 in which the respective valve element 30, 32 is arranged.This means that the pressure P2 prevailing in the secondary air line 24 acts directly on the valve element 30, but not on the valve element 32, and the pressure P2 prevailing in the secondary air line 26 acts directly on the valve element 32, but not on the valve element 30. The respective valve element 30, 32 is movable, in particular pivotable, relative to the secondary air lines 24 and 26 and relative to the supply channel 28 between a respective release position F, which fluidically connects the respective secondary air line 24, 26 to the supply channel 28, and a respective blocking position, which fluidly separates the respective secondary air line 24, 26 from the supply channel 28.Therefore, it is intended that the respective valve element 30, 32 moves from the respective closed position to the respective open position F solely based on the pressures PI and P2, and thus independently, when the first pressure PI is greater than the respective second pressure P2. Furthermore, it is intended that the respective valve element 30, 32 moves from the respective open position F to the respective closed position solely based on the pressures PI and P2, and thus independently, when the respective second pressure P2 is greater than the first pressure PI.

[0037] Furthermore, it is provided that the valve elements 30 and 32, in particular each completely, are arranged in one of the housing elements, i.e., in the engine housing or a cylinder head. Preferably, it is provided that the respective secondary air line 24, 26, in particular completely, is arranged in one of the housing elements, i.e., in the engine housing or the cylinder head. It is also conceivable that the supply channel 28 is arranged in one of the housing elements, i.e., in the engine housing or in the cylinder head.

[0038] In the supply channel 28, a valve 34, also referred to as a valve assembly, is arranged in addition to the valve elements 30 and 32. This valve is located, for example, and in particular entirely, within one of the housing elements, i.e., in the engine housing or in the cylinder head. The valve 34 can be switched, in particular by electrical actuation, between a closed state that fluidically blocks the supply channel 28 and an open state that releases the supply channel 28. This allows the secondary air to be diverted from the intake manifold as required and supplied to the secondary air lines 24, 26 or to the valve elements 30 and 32. (Reference numeral list)

[0039] 10 Internal combustion engine

[0040] 12a - d combustion chamber

[0041] 14a - d cylinders

[0042] 16 Inlet channel

[0043] 18 Inlet valve

[0044] 20 Outlet channel

[0045] 22 Exhaust valve

[0046] 23 Secondary air system

[0047] 24 first secondary air line

[0048] 26 second secondary air line

[0049] 28 Supply channel

[0050] 30 Valve element

[0051] 32 Valve element

[0052] 34 valve

[0053] Area B

[0054] F Release position

[0055] PI first print second print

Claims

Patent claims 1. Internal combustion engine (10) for a motor vehicle, with at least two combustion chambers (12a, 12c), namely a first combustion chamber (12a) and a second combustion chamber (12c), with at least two exhaust ports (20) separated from each other at least in their respective lengths, namely a first exhaust port (20) associated with the first combustion chamber (12a), through which exhaust gas from the first combustion chamber (12a) can be discharged, and a second exhaust port (20) associated with the second combustion chamber (12c), through which exhaust gas from the second combustion chamber (12c) can be discharged, and with a secondary air system (23) which comprises: - at least two secondary air ducts (24, 26) separated from each other at least in their respective lengths and through which secondary air can flow, namely a first secondary air duct (24) associated with the first outlet duct (20), by means of which the secondary air flowing through the first secondary air duct (24) can be introduced into the first outlet duct (20) by bypassing the second outlet duct (20), and a second secondary air duct (26) associated with the second outlet duct (20), by means of which the secondary air flowing through the second secondary air duct (26) can be introduced into the second outlet duct (20) by bypassing the first outlet duct (20); and - a supply channel (28) common to the secondary air ducts (24, 26) and through which the secondary air can flow, and through which the secondary air ducts (24, 26) can be supplied with secondary air; characterized in that a respective valve element (30, 32) is arranged in the respective secondary air duct (24, 26), which can be directly subjected to a first pressure (PI) in the supply channel (28) and directly to a respective second pressure (P2) in the respective secondary air duct (24, 26) and is connected between a respective secondary air duct (24, 26) and the supply channel (28). The fluidically connecting release position (F) of a respective locking position, which fluidically separates the respective secondary air duct (24, 26) from the supply duct (28), is movable relative to the secondary air ducts (24, 26) and relative to the supply duct (28) and: - moves purely depending on the pressures (Pl, P2) and thus independently from the respective locked position to the respective released position (F) when the first pressure (PI) is greater than the respective second pressure (P2); and - moves purely depending on the pressures (Pl, P2) and thus independently from the respective release position (F) to the respective locking position when the respective second pressure (P2) is greater than the first pressure (PI).

2. Internal combustion engine (10) according to claim 1, characterized in that the internal combustion engine (10) comprises: - an engine housing as the first housing element in which the combustion chambers (12a, 12c) are arranged; and - a cylinder head formed separately from the engine housing and connected to the engine housing as a second housing element in which the exhaust ports (20) are arranged.

3. Internal combustion engine (10) according to claim 2, characterized in that the valve elements (30, 32) are arranged in one of the housing elements.

4. Internal combustion engine (10) according to one of the preceding claims, characterized in that a valve (34) is arranged in the supply channel (28) in addition to the valve elements (30, 32), which is switchable between a closed state which fluidically blocks the supply channel (28) and an open state which releases the supply channel (28).

5. Internal combustion engine (10) according to claim 4, characterized in that the valve (34) can be switched electrically between the open state and the closed state.

6. Internal combustion engine (10) according to one of the preceding claims, characterized in that the respective valve element (30, 32) moves from the respective closed position to the respective release position (F) purely depending on the pressures (Pl, P2) and thereby independently if the first pressure (PI) is at least 25 millibar greater than the second pressure (P2) and otherwise remains in the closed position.

7. Internal combustion engine (10) according to one of claims 1 to 5, characterized in that the respective valve element (30, 32) moves from the respective closed position to the respective release position (F) purely depending on the pressures (Pl, P2) and thereby independently, if the first pressure (PI) is at least 50 millibar greater than the second pressure (P2) and otherwise remains in the closed position.

8. Internal combustion engine (10) according to one of claims 1 to 5, characterized in that the respective valve element (30, 32) moves from the respective closed position to the respective release position (F) purely depending on the pressures (Pl, P2) and thereby independently, if the first pressure (PI) is at least 100 millibar greater than the second pressure (P2) and otherwise remains in the closed position.

9. Motor vehicle, with an internal combustion engine (10) according to one of the preceding claims.

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