Internal combustion engine for a motor vehicle

Abstract

The invention relates to an internal combustion engine (1) for a motor vehicle, the internal combustion engine having: a crankcase (2); an intake tract (5) through which air can flow and by means of which the air flowing through the intake tract (5) can be introduced into combustion chambers (4) of the internal combustion engine (1); a compression device (6), which is arranged in the intake tract (5), for compressing the air flowing through the intake tract (5); a crankcase ventilation device (13) by means of which a first gas can be discharged from the crankcase (2) in order to ventilate the crankcase (2); and a tank ventilation device (14) by means of which a second gas can be discharged from a tank (15) in order to ventilate the tank (15). A part-load ventilation branch (16) is provided which is common to the crankcase ventilation device (13) and the tank ventilation device (14). A full-load ventilation branch (17) is provided which is common to the crankcase ventilation device (13) and the tank ventilation device (14).

Description

[0001] 24-1604 PIF

[0002] 1

[0003] Internal combustion engine for a motor vehicle

[0004] 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.

[0005] DE 202007 010 776 U1 discloses an oil separator for internal combustion engines. DE 102013 006954 B4 discloses an oil separator for crankcase ventilation. DE 102008 030 028 A1 discloses a centrifugal separator. Furthermore, US 9 545 591 B2 discloses a rotary separator for separating a liquid from a liquid mixture. EP 3 020 934 B1 discloses a vehicle with an internal combustion engine. EP 2 815 089 B1 also discloses a vehicle with an internal combustion engine that has a crankcase.

[0006] The object of the present invention is to create an internal combustion engine for a motor vehicle in such a way that both a particularly advantageous tank ventilation and a particularly advantageous crankcase ventilation can be implemented.

[0007] This problem is solved according to the invention by an internal combustion engine with the features of claim 1. Advantageous embodiments of the invention are the subject of the dependent claims.

[0008] The invention relates to an internal combustion engine, also referred to as an internal combustion engine or combustion power engine, and designed, for example, as a reciprocating piston engine, i.e., as a reciprocating piston machine, for a motor vehicle, also simply referred to 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. The crankcase is a first housing element of the internal combustion engine. For example, 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. In particular 24-1604 PIF

[0009] 2. The internal combustion engine can provide drive torques to propel the motor vehicle via its crankshaft.

[0010] The internal combustion engine has an intake manifold, also known as the intake tract, through which air, also referred to as fresh air or combustion air, flows. The air flowing through the intake manifold is directed into the combustion chambers of the internal combustion engine. Each combustion chamber is partially delimited, for example, by a cylinder of the internal combustion engine. The cylinders of the internal combustion engine are formed, for example, by a cylinder housing, whereby the cylinder housing is, for example, formed as a single unit with the crankcase, so that preferably the crankcase can be designed as a cylinder crankcase that forms the cylinders.Furthermore, it is conceivable that the crankcase and the cylinder housing are designed separately and connected to each other, in which case, for example, the cylinder housing could be another housing element of the internal combustion engine, designed separately from the first housing element and connected to it. During firing operation of the internal combustion engine, combustion processes take place in the respective combustion chamber. In each combustion process, a mixture, also known as a fuel-air mixture, is burned. Exhaust gas from the internal combustion engine results from the combustion of this mixture. For example, the mixture includes the air introduced into the combustion chamber and a fuel, which may be liquid or gaseous. For example, the internal combustion engine is designed as a spark-ignition engine.

[0011] The internal combustion engine also has a compression device arranged in the intake manifold, by means of which the air flowing through the intake manifold can be compressed. For example, the compression device is or comprises at least one compressor or several compressors.

[0012] The internal combustion engine also features a crankcase ventilation system, which is also referred to as the primary ventilation system. This system allows a primary gas to be vented from the crankcase. This primary gas is, for example, blow-by gas, which originates from the combustion chamber and is separated from the cylinder walls.

[0013] 3

[0014] The air flows through the piston, which partially defines the combustion chamber, and through the cylinder wall of the respective cylinder, which partially defines the combustion chamber and is mounted in a way that allows translational movement, thus flowing into the crankcase, specifically into a crank chamber within the crankcase. This crankcase ventilation is also known as crankcase venting. Crankcase venting prevents excessively high pressure within the crankcase, i.e., in the crank chamber. For example, the crankshaft is located at least partially within the crank chamber.

[0015] The internal combustion engine also features a tank venting device by means of which a second gas can be discharged from the tank to vent it. For example, the tank is a component of the internal combustion engine according to the invention. Venting the tank is also referred to as tank venting. Preferably, the tank is a fuel tank in which the aforementioned fuel is contained or stored. The fuel can be drawn from the tank and introduced, at least indirectly, into the respective combustion chamber, in particular by direct injection. By introducing, at least indirectly, and in particular by direct injection, the fuel into the respective combustion chamber, the respective mixture can be formed, especially in the respective combustion chamber. The tank venting prevents excessively high pressure in the tank.The second gas is, or consists of, for example, unburned hydrocarbons. In other words, the fuel that is being held or has been held in the tank can vaporize, creating this second gas within the tank. By venting the tank, this second gas can be released, thus preventing excessively high pressure from building up inside. The tank vent is also known as a secondary venting device.

[0016] In order to vent both the tank and the crankcase particularly advantageously, the invention provides that the internal combustion engine has a part-load venting branch common to both the crankcase venting device and the tank venting device, which is also simply referred to as the part-load branch and which, as will be explained in more detail below, is permeable to both the first and the second gas. Furthermore, the invention provides that the internal combustion engine has a part-load venting branch common to both the crankcase venting device and the tank venting device. 24-1604 PIF

[0017] 4

[0018] The full-load ventilation branch, also referred to as the full-load branch, is, as will be explained in more detail below, permeable to both the first and second gases. Thus, the part-load ventilation branch, for example, refers to a first channel common to both the crankcase ventilation system and the fuel tank ventilation system, permeable to both the first and second gases. Furthermore, the full-load ventilation branch is, for example, a second channel common to both the crankcase ventilation system and the fuel tank ventilation system, permeable to both the first and second gases.

[0019] The internal combustion engine according to the invention can be operated in turbocharged mode. This means that, in a method for operating the internal combustion engine, the engine is operated in turbocharged mode, particularly during a first period. Specifically, it is intended that the engine is operated continuously and thus without interruption in turbocharged mode during the first period. The internal combustion engine according to the invention can also be operated in naturally aspirated mode. This means, for example, that in a method for operating the internal combustion engine, the engine is operated in naturally aspirated mode, particularly during a second period. For example, the engine is operated continuously and thus without interruption in naturally aspirated mode during the second period.For example, the second time period precedes the first time period in time, or the second time period follows the first time period in time.

[0020] Supercharged operation is also referred to as turbocharging, and naturally aspirated operation is also referred to as naturally aspirated operation. For example, supercharged operation is or includes full-load operation of the internal combustion engine, which is operated or can be operated at or near its full load. In other words, the internal combustion engine is or is operated at its full load, and thus at or near its full load, in supercharged operation. For example, naturally aspirated operation is or includes part-load operation of the internal combustion engine, which is operated or is operated at its part-load, which is lower than full load. In other words, the 24-1604 PIF is or is

[0021] 5

[0022] Internal combustion engine in its partial load operation and thus in its operation with its lower partial load compared to its full load in the naturally aspirated engine operation.

[0023] In supercharged operation, the compression unit compresses the air flowing through the intake manifold. In other words, in supercharged operation of the internal combustion engine, the air flowing through the intake manifold is compressed by the compression unit. Put another way, in supercharged operation of the internal combustion engine, the air flowing through the intake manifold is compressed by the compression unit. To vent the crankcase and fuel tank in supercharged operation, both the first and second exhaust gases flow through the full-load venting system, which then introduces both gases into the intake manifold.This means that, for crankcase and tank venting during turbocharging, the full-load venting branch is permeable to, or is permeated by, both the first and second gases. Consequently, during turbocharging, both the first and second gases are introduced into the intake manifold via the full-load venting branch. During turbocharging, the first gas is not introduced into the intake manifold via the part-load venting branch. During turbocharging, the first gas is not discharged from the crankcase via the part-load venting branch. During turbocharging, the second gas is not introduced into the intake manifold via the part-load venting branch. During turbocharging, the second gas is not discharged from the tank via the part-load venting branch.

[0024] In naturally aspirated operation, the air flowing through the intake manifold is not compressed. Thus, for example, in naturally aspirated operation, the air flows through the intake manifold, but without being compressed. In this case, the compression device simply runs, but without compressing the air, so that in naturally aspirated operation, the air flowing through the intake manifold is not compressed by the compression device or any other compressor. To vent the crankcase and the tank in naturally aspirated operation, both the first and second exhaust gases flow through the part-load venting system, which then directs both the first and second exhaust gases into the 24-1604 PIF.

[0025] 6

[0026] The intake tract is introduced. In other words, for the purpose of venting the crankcase and the tank, the part-load ventilation branch is or is permeable to both the first and second gases in naturally aspirated engine operation, whereby both the first and second gases can be or are introduced into the intake tract via the part-load ventilation branch in naturally aspirated engine operation. In naturally aspirated engine operation, the first gas is not introduced into the intake tract via the full-load ventilation branch. In naturally aspirated engine operation, the first gas is not discharged from the crankcase via the full-load ventilation branch. In naturally aspirated engine operation, the second gas is not introduced into the intake tract via the full-load ventilation branch. In naturally aspirated engine operation, the second gas is not discharged from the tank via the full-load ventilation branch.Since the crankcase ventilation and fuel tank ventilation share the full-load ventilation branch in turbocharged operation and the part-load ventilation branch in naturally aspirated operation, both crankcase and fuel tank ventilation can be implemented in a simple, space-saving, and lightweight manner. Conventional solutions require numerous lines for fuel tank and crankcase ventilation, which are designed separately and therefore must be connected to each other and / or to other components of the internal combustion engine, such as the crankcase and / or a cylinder head. This can be prone to failure. The invention makes it possible to implement both fuel tank and crankcase ventilation with only a small number of lines, thus simplifying the manufacturing of the internal combustion engine and saving both time and money.

[0027] In an advantageous embodiment of the invention, the internal combustion engine has a cylinder head formed separately from the crankcase, which is, for example, a second housing element of the internal combustion engine. Most preferably, the cylinder head is formed separately from the crankcase and connected to the crankcase. The internal combustion engine also preferably has a cylinder head cover formed separately from the crankcase and separately from the cylinder head, by which the cylinder head is at least partially covered and thus sealed. The cylinder head cover is preferably connected to the cylinder head by bypassing the crankcase. This means that the cylinder head cover is not connected to the cylinder head, or not only connected via the crankcase. Most preferably, the cylinder head cover is connected to the cylinder head by completely bypassing the crankcase, so that the 24-1604 PIF

[0028] 7

[0029] The cylinder head cover is not connected to the cylinder head via the crankcase, meaning that there is no connection between the cylinder head cover and the cylinder head via the crankcase. In particular, the cylinder head cover is located at least partially, and especially at least predominantly and thus at least more than halfway or completely, on a side of the cylinder head facing away from the crankcase, so that the cylinder head is covered by the cylinder head cover at least on the aforementioned side facing away from the crankcase.

[0030] For example, at least one camshaft is rotatably mounted on the cylinder head. For example, a receiving space is at least partially, and in particular directly, bounded by the cylinder head, with the camshaft being arranged at least partially within the receiving space. The receiving space is, for example, covered and thus closed by the cylinder head cover, particularly on the aforementioned side.

[0031] In order to make the crankcase ventilation and the tank ventilation particularly simple, space-saving and weight-efficient, a further embodiment of the invention provides that the partial load ventilation branch runs inside the cylinder head cover.

[0032] For example, a valve assembly is arranged in the partial load ventilation branch, by means of which the quantity of the first gas and the second gas to be introduced into the intake tract via the partial load ventilation branch during naturally aspirated engine operation can be influenced, in particular adjusted. It is preferably provided that the valve assembly is arranged at least partially, in particular at least predominantly and thus at least more than halfway or completely, in the cylinder head cover.

[0033] Another embodiment is characterized in that the crankcase ventilation device has a crankcase ventilation supply branch, also simply referred to as a supply branch, which is arranged upstream of the full-load ventilation branch in turbocharged operation and upstream of the part-load ventilation branch in naturally aspirated operation. To vent the crankcase in turbocharged operation, the crankcase ventilation supply branch carries the first gas out of the crankcase, and to vent the crankcase in turbocharged operation 24-1604 PIF

[0034] 8. In supercharged operation, the crankcase ventilation supply branch directs the first gas to the full-load ventilation branch. In other words, to vent the crankcase in supercharged operation, the first gas is or is discharged from the crankcase via the crankcase ventilation supply branch, and to vent the crankcase in supercharged operation, the first gas is or is supplied to the full-load ventilation branch via the crankcase ventilation supply branch. The crankcase ventilation supply branch is thus, for example, a third channel through which the first gas flows.

[0035] To vent the crankcase during naturally aspirated engine operation, the crankcase ventilation supply line removes the first gas from the crankcase, and to vent the crankcase during naturally aspirated engine operation, the crankcase ventilation supply line also feeds the first gas to the part-load ventilation supply line. In other words, to vent the crankcase during naturally aspirated engine operation, the first gas is removed from the crankcase via the crankcase ventilation supply line, and to vent the crankcase during naturally aspirated engine operation, the first gas is fed to the part-load ventilation supply line via the crankcase ventilation supply line.Furthermore, it is provided that, in both naturally aspirated and turbocharged operation, the second gas is not discharged from the tank via the crankcase ventilation supply line. It is also provided that, in both naturally aspirated and turbocharged operation, the second gas is not introduced into the intake manifold via the crankcase ventilation supply line. This allows for a particularly advantageous implementation of the crankcase ventilation system, since, in both naturally aspirated and turbocharged operation, the supply line is used to discharge the first gas from the crankcase.In naturally aspirated operation, the first gas flowing through the supply branch flows to and into the part-load vent branch, and in particular, in naturally aspirated operation, the first gas flowing through the supply branch does not flow into the full-load vent branch. In turbocharged operation, the first gas flowing through the supply branch flows to and into the full-load vent branch, and, for example, in turbocharged operation, a 24-1604 PIF does not occur.

[0036] 9

[0037] Flow of the first gas flowing through the supply branch in the partial load venting branch.

[0038] In order to make the crankcase ventilation particularly space-saving, a further embodiment of the invention provides that the crankcase ventilation supply branch runs inside the cylinder head cover.

[0039] Another embodiment is characterized by the fact that an oil separator is arranged in the crankcase ventilation supply line, by means of which oil can be separated from the first gas, in particular in a targeted and / or active manner. This allows the oil to be separated from the first gas in a particularly space-saving, effective and efficient manner.

[0040] In order to make the crankcase ventilation particularly advantageous, it is further incorporated in the invention that the oil separator is arranged at least partially, in particular at least predominantly and thus at least more than half or completely, in the cylinder head cover.

[0041] To implement and, in particular, mount both the tank ventilation and the crankcase ventilation in a particularly advantageous manner, especially in a space-saving and cost-effective way, a further embodiment of the invention provides that the internal combustion engine has an intermediate branch. The intermediate branch is, for example, a fourth channel, which, for example, is at least permeable to the first gas. For crankcase ventilation in naturally aspirated operation, the crankcase ventilation supply branch carries the first gas away from the crankcase, and for crankcase ventilation in naturally aspirated operation, the crankcase ventilation supply branch carries the first gas to the intermediate branch.In other words, to vent the crankcase in naturally aspirated operation, the first gas is or is discharged from the crankcase via the crankcase ventilation branch, and to vent the crankcase in naturally aspirated operation, the first gas is or is supplied to the intermediate branch via the crankcase ventilation supply branch. In naturally aspirated operation, the intermediate branch supplies the first gas to the part-load ventilation branch. In other words, in naturally aspirated operation, the first gas is or is supplied to the part-load ventilation branch via the intermediate branch, or 24-1604 PIF.

[0042] 10. Thus, in naturally aspirated operation, the intermediate branch is located downstream of the crankcase ventilation supply branch and upstream of the part-load ventilation branch. In naturally aspirated operation, the second gas is not introduced into the intake tract via the intermediate branch, and in naturally aspirated operation, the second gas is not discharged from the tank via the intermediate branch. In turbocharged operation, the first gas is not introduced into the intake tract via the intermediate branch, and in turbocharged operation, the first gas is not discharged from the crankcase via the intermediate branch.

[0043] In order to make the crankcase ventilation device and the tank ventilation device particularly easy to assemble, thus saving time and money, and thereby making the internal combustion engine particularly easy to manufacture, it is further provided in the invention that the intermediate branch runs outside the cylinder head cover and outside the crankcase and outside the cylinder head.

[0044] Finally, it has proven particularly advantageous if the intermediate branch is a branch common to both the crankcase ventilation system and the tank venting system. To vent the tank during turbocharging, the intermediate branch receives the second gas from the tank. In other words, to vent the tank during turbocharging, the second gas from the tank is or is supplied to the intermediate branch. Thus, to vent the tank during turbocharging, the second gas is or is discharged from the tank via the intermediate branch. To vent the tank during turbocharging, the intermediate branch supplies the second gas from the tank to the full-load venting branch.In other words, to vent the tank during charged operation, the second gas from the tank can be fed to the full-load venting branch via the intermediate branch. Thus, during charged operation, the intermediate branch is located upstream of the full-load venting branch and, in particular, downstream of the tank.

[0045] Further details of the invention will become apparent from the following description of preferred embodiments with the accompanying drawings. Figure 24-1604 PIF shows:

[0046] 11

[0047] Fig. 1 shows a partial schematic and perspective top view of a first embodiment of an internal combustion engine for a motor vehicle;

[0048] Fig. 2 shows a schematic representation of the internal combustion engine according to the first embodiment;

[0049] Fig. 3 shows a schematic representation of a second embodiment of the

[0050] Internal combustion engine; and

[0051] Fig. 4 shows a schematic representation of a third embodiment of the

[0052] Internal combustion engine;

[0053] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0054] Fig. 1 shows a partial schematic and perspective top view of an internal combustion engine 1, also referred to as a combustion engine or internal combustion motor, for a motor vehicle, also simply referred to as a vehicle. The internal combustion engine 1 has a crankcase 2, on which an output shaft, designed as a crankshaft, is rotatably mounted about an output shaft axis relative to the crankcase 2. In conjunction with Fig. 2, it can be seen that the crankcase 2 is a cylinder housing, i.e., a cylinder crankcase. The crankcase 2 has several cylinders 3, with each cylinder 3 partially delimiting a respective combustion chamber 4 of the internal combustion engine 1. A piston is arranged in each cylinder 3 so that it can move translationally, i.e., back and forth, relative to the crankcase 2.Each piston is articulated to the crankshaft via a connecting rod, thereby converting the respective translational movements of the piston in each cylinder 3 into a rotational movement of the crankshaft. During this rotational movement, the crankshaft rotates around the output shaft axis relative to the crankcase 2, primarily in one direction. The combustion chamber 4, partially bounded by the respective cylinder 3 and partially by the piston (which is translationally movable within the respective cylinder 3), is also partially bounded by a combustion chamber roof, as will be explained in more detail below. 24-1604 PIF.

[0055] 12

[0056] The internal combustion engine 1 has an intake tract 5, also referred to as the intake manifold, through which air can flow. The air flowing through the intake tract 5 can be directed to and into the combustion chambers 4. This means that the air flowing through the intake tract 5 can be introduced into the combustion chambers 4 via the intake tract 5. Each combustion chamber 4 is assigned at least one intake channel. In this case, each combustion chamber 4 is assigned, in particular, exactly two intake channels. The intake channels are components of the intake tract 5, so that air can flow through them. The air is directed into the combustion chambers 4 via the intake channels. This means that the air flowing through each intake channel assigned to a particular combustion chamber 4 can be introduced into that specific combustion chamber 4.

[0057] A mixture can be formed, particularly in the combustion chamber 4, from the air introduced into the respective combustion chamber 4 and a fuel, especially a liquid fuel such as gasoline. This mixture is combusted in the respective combustion chamber 4, resulting in exhaust gas from the internal combustion engine 1. The combustion of the mixture drives the respective piston and, via the connecting rods, the crankshaft, causing the crankshaft to rotate around the output shaft axis relative to the crankcase 2. The internal combustion engine 1 can then provide drive torque via the crankshaft to propel the motor vehicle.

[0058] It is particularly evident from Fig. 2 that the internal combustion engine 1 has a compression device 6 arranged in the intake tract 5. In this case, the compression device 6 is a compressor of an exhaust gas turbocharger 7 of the internal combustion engine 1. The exhaust gas turbocharger 7 comprises the compressor arranged in the intake tract 5 and a turbine 8. The internal combustion engine 1 has an exhaust gas tract 9 through which the exhaust gas from the combustion chambers 4 can flow. The turbine 8 can be driven in the exhaust gas tract 9 and by the exhaust gas flowing through the exhaust gas tract 9. In particular, the compressor can be driven by the turbine 8 via a shaft 10 of the exhaust gas turbocharger 7, whereby driving the compressor compresses the air flowing through the intake tract 5. This allows the energy contained in the exhaust gas to be used for compressing the air. 24-1604 PIF

[0059] 13

[0060] It can be seen that an air filter 11 is arranged in the inlet tract 5 upstream of the compression unit 6, by means of which the air flowing through the inlet tract 5 can be filtered. In Fig. 2, arrows 12 illustrate the flow of air through the inlet tract 5. Figs. 1 and 2 show a first embodiment of the internal combustion engine 1. A second embodiment of the internal combustion engine 1 is shown in Fig. 3. A third embodiment of the internal combustion engine 1 is shown in Fig. 4.

[0061] The internal combustion engine 1 has a crankcase ventilation device 13, by means of which a first gas can be discharged from the crankcase 2 to vent the crankcase 2. Furthermore, the internal combustion engine 1 has a tank venting device 14, by means of which a second gas can be discharged from the tank 15 to vent the tank 15. The tank 15 is shown schematically in Fig. 2 and is, for example, a component of the internal combustion engine 1. The aforementioned fuel, preferably liquid, can be at least temporarily stored or contained in the tank 15.

[0062] Crankcase ventilation device 13 enables crankcase ventilation, through which the first gas can be discharged from the crankcase 2. Tank venting device 14 enables tank venting, through which the second gas can be discharged from the tank 15, which is configured as a fuel tank. This prevents excessively high pressures in the crankcase 2 and in the tank 15.

[0063] In order to implement both the crankcase ventilation and the fuel tank ventilation in a particularly advantageous manner, especially with regard to installation space and weight, and to enable, for example, particularly simple assembly or manufacturing of the crankcase ventilation device 13 and the fuel tank ventilation device 14, the internal combustion engine 1 has a part-load ventilation branch 16 common to both the crankcase ventilation device 13 and the fuel tank ventilation device 14, which is also simply referred to as the part-load branch. Furthermore, the internal combustion engine 1 has a full-load ventilation branch 17 common to both the crankcase ventilation device 13 and the fuel tank ventilation device 14, which is also simply referred to as the full-load branch. The part-load branch (part-load ventilation branch 16) begins, for example, at a first position S1 in Fig. 2 and is shown with dashed lines in Fig. 1.From the first point S1, for example, the partial load venting branch 24-1604 PIF extends.

[0064] 14

[0065] 16 up to and into the inlet tract 5, in particular such that, for example, the part-load ventilation branch 16 extends to, in particular exactly, one of the respective inlet channels assigned to the respective combustion chamber 4 and opens into the respective, in particular exactly, one of the respective inlet channels assigned to the respective combustion chamber 4. The full-load branch (full-load ventilation branch 17) begins, for example, in Fig. 2 at a second location S2 and extends, for example, up to and into the inlet tract 5, in the present case such that the full-load ventilation branch 17 opens into the inlet tract 5 at, in particular at least or exactly, one outlet M1. In the direction of flow of the air flowing through the inlet tract 5, the outlet M1 is arranged upstream of the compressor and, in the present case, downstream of the air filter 11.In the first embodiment, it is provided that, in particular, each of the inlet channels assigned to the respective combustion chamber 4 has a respective second outlet M2, wherein the partial load venting branch 16 opens at the respective second outlet M2 into the respective inlet channel having the respective second outlet M2 and thus into the inlet tract 5.

[0066] The internal combustion engine 1 can be operated in turbocharged mode. Furthermore, the internal combustion engine 1 can be operated in naturally aspirated mode.

[0067] In supercharged operation of the internal combustion engine 1, the compression device 6 compresses the air flowing through the intake tract 5. To vent the crankcase 2 and the tank 15 in supercharged operation, both the first and second gases flow through the full-load vent branch 17, thereby introducing both the first and second gases into the intake tract 5 via the full-load vent branch 17. In supercharged operation, the first and second gases flow from the full-load branch into the intake tract 5 at the outlet M1. In the charged operation, the first gas is not introduced into the intake tract 5 via the partial load ventilation branch 16 and the first gas is not discharged from the crankcase 2 via the partial load ventilation branch 16.In the charged operation, the introduction of the second gas into the inlet tract 5 via the part-load venting branch 16 and the discharge of the second gas from the tank 15 via the part-load venting branch 16 are omitted. 24-1604 PIF.

[0068] 15

[0069] The flow of the first gas during crankcase ventilation in turbocharged operation is illustrated by arrows 18 in Fig. 1. The flow of the second gas during fuel tank venting in turbocharged operation is illustrated by arrows 19 in Fig. 2. This will be explained in more detail below.

[0070] In naturally aspirated operation, the air flowing through the intake tract 5 is not compressed. Therefore, in naturally aspirated operation, the air flowing through the intake tract 5 is not compressed by the compression device 6 or any other compression device. To vent the crankcase 2 and the tank 15 in naturally aspirated operation, both the first and second gases flow through the part-load venting branch 16, which thereby introduces both the first and second gases into the intake tract 5. This means that in naturally aspirated operation, both the first and second gases are introduced into the intake tract 5 via the part-load venting branch 16.In naturally aspirated operation, both the first and second gases flow through the part-load ventilation branch 16, exiting the part-load ventilation branch 16 at their respective outlets M2 and entering the intake tract 5, specifically the respective intake port, particularly directly. In naturally aspirated operation, the first gas is not introduced into the intake tract 5 via the full-load ventilation branch 17, nor is it discharged from the crankcase 2 via the full-load ventilation branch 17. Similarly, in naturally aspirated operation, the second gas is not introduced into the intake tract 5 via the full-load ventilation branch 17, nor is it discharged from the tank 15 via the full-load ventilation branch 17.

[0071] The internal combustion engine 1 has a cylinder head 20 that is separate from the crankcase 2. Furthermore, the internal combustion engine 1 has a cylinder head cover 21 that is separate from both the crankcase 2 and the cylinder head 20, and which is connected to the cylinder head 20 by bypassing, in particular completely bypassing, the crankcase 2. The cylinder head cover 21 at least partially covers the cylinder head 20 on at least one side facing away from the crankcase 2. 24-1604 PIF

[0072] 16

[0073] Fig. 2 shows that the partial load ventilation branch 16 runs inside the cylinder head cover 21.

[0074] Figure 2 clearly shows that the crankcase ventilation device 13 has a crankcase ventilation supply branch, also referred to simply as supply branch 22. In turbocharged operation of the internal combustion engine 1, i.e., when crankcase ventilation is performed in turbocharged operation of the internal combustion engine 1, supply branch 22 is arranged upstream of the full-load branch (full-load ventilation branch 17). In naturally aspirated operation, i.e., when crankcase ventilation is performed in naturally aspirated operation of the internal combustion engine 1, supply branch 22 is arranged upstream of the part-load branch (part-load ventilation branch 16). To vent the crankcase 2 in turbocharged operation, supply branch 22 carries the first gas from the crankcase 2 to the full-load branch.Supply branch 22 begins, for example, at a third position S3 and extends, in particular continuously and thus without interruption, to the second position S2. Thus, for example, supply branch 22 is fluidically connected to the full-load branch at the second position S2. For example, supply branch 22 is fluidically connected to the crankcase 2 at position S3. The first gas is connected by means of the...

[0075] Supply branch 22 can be branched off from the crankcase 2 at point S3 and introduced into supply branch 22. The first gas, branched off from the crankcase 2 at point S3 and introduced into supply branch 22, can subsequently flow through supply branch 22 and be guided from point S3 to point S2 by means of supply branch 22. When crankcase ventilation is performed in turbocharged operation, the first gas flowing through supply branch 22 exits supply branch 22 at point S2 and enters the full-load branch, whereupon the first gas flowing out of supply branch 22 and into the full-load branch can flow through the full-load branch and be guided from point S2 to the outlet M1 by means of the full-load branch.At the outlet M1, when crankcase ventilation is performed in turbocharged operation, the first gas flowing through the full-load branch can escape from the full-load branch and enter the intake tract 5. This means that in turbocharged operation, i.e., when crankcase ventilation is performed in turbocharged operation via the full-load ventilation branch 17, the first gas flowing through the full-load ventilation branch 17 can be introduced, or is introduced, at the outlet M1 into the intake tract 5. In both naturally aspirated and turbocharged operation, 24-1604 PIF is omitted.

[0076] 17. The second gas is discharged from the tank 15 via the crankcase ventilation supply branch, and in both naturally aspirated and turbocharged operation, the second gas is not introduced into the intake tract 5 via the crankcase ventilation supply branch (supply branch 22). Preferably, the supply branch 22 is located within the cylinder head cover 21.

[0077] Figure 2 shows that an oil separator 23 is arranged in the supply line 22, by means of which oil can be separated from the first gas. The oil separated from the first gas by the oil separator 23 can be discharged from the oil separator 23 via a return channel 39 and, for example, via the cylinder head 20 and / or bypassing the cylinder head 20, be drawn into a reservoir of the internal combustion engine 1, in whose reservoir the oil can be received, at least temporarily, particularly by forming an oil sump. By separating the oil from the first gas by means of the oil separator 23, the first gas is cleaned.The purified first gas can flow from the oil separator 23 to point S2 and flow out of the supply branch 22 at point S2 and, for example, when performing crankcase ventilation in the turbocharged operation, flow into the full load branch and then flow through the full load branch and thus be led by means of the full load branch to the outlet point M1 and flow out of the full load branch at the outlet point M1 and flow into the inlet tract 5 and thus be introduced into the inlet tract 5.

[0078] Preferably, the oil separator 23 is arranged at least partially, in particular at least predominantly and thus at least to more than half or completely, in the cylinder head cover 21.

[0079] The internal combustion engine 1 also has an intermediate branch 24, which, as will be explained in more detail below, is a branch common to the crankcase ventilation device 13 and the fuel tank venting device 14. The intermediate branch 24 extends, for example, from the first point S1, in particular continuously and without interruption, to point S2 and vice versa. The flow of the first gas when the crankcase ventilation is routed through it in turbocharged operation is illustrated by arrows 25. The flow of the second gas when the fuel tank vent is routed through it in naturally aspirated operation is illustrated in Fig. 2 by arrows 26. 24-1604 PIF

[0080] 18

[0081] To vent the crankcase 2 during naturally aspirated operation, supply branch 22 carries the first gas out of the crankcase 2. This means that, to vent the crankcase 2 during naturally aspirated operation, the first gas is carried out of the crankcase 2 via supply branch 22. For this purpose, in both naturally aspirated and turbocharged operation, the first gas can flow out of the crankcase 2 at point S3 and into supply branch 22. To vent the crankcase 2 during naturally aspirated operation, supply branch 22 carries the first gas from the crankcase 2 to intermediate branch 24.This means that when crankcase ventilation is performed in naturally aspirated engine operation, the first gas flowing through supply branch 22 does not enter the full-load branch, but rather the intermediate branch 24, particularly at point S2. It then flows through the intermediate branch 24, through which the first gas is directed to the part-load branch, as illustrated by arrows 25, and introduced into it. The first gas, introduced into the part-load ventilation branch 16 during crankcase ventilation in naturally aspirated engine operation and originating from the intermediate branch 24, is directed via the part-load branch to the outlets M2 and flows into the intake tract 5 at the outlets M2.Thus, in naturally aspirated operation, i.e., when crankcase ventilation is performed in naturally aspirated operation, the intermediate branch 24 is arranged downstream of the supply branch 22 and upstream of the part-load ventilation branch 16. As can be seen from Fig. 2, the supply branch 22 is used in both turbocharged and naturally aspirated operation to discharge the initial gas from the crankcase 2. In turbocharged operation, the initial gas flowing through the supply branch 22 enters and passes through the full-load branch and is introduced into the intake tract 5 at the outlet M1 via the full-load branch.In the naturally aspirated engine operation, however, the first gas flowing through the supply branch 22 flows into and through the intermediate branch 24, by means of which the first gas is led to and into the partial load branch, by means of which, in the naturally aspirated engine operation, the first gas from the intermediate branch 24 is introduced into the inlet tract 5 at the outlet points M2.

[0082] The respective intake port is formed, for example, by the cylinder head 20 and thus runs within the cylinder head 20 and, most preferably, outside the cylinder head cover 21 and outside the crankcase 2. The respective intake port 24-1604 PIF

[0083] 19 is assigned to a respective inlet valve located downstream of the respective inlet channel, which is a respective gas exchange valve. The respective outlet M2 is located in the respective inlet channel and upstream of the respective gas inlet valve assigned to that inlet channel. Thus, the partial load branch carries the respective gas up to the respective inlet valve.

[0084] In naturally aspirated operation, the introduction of the second gas into the intake tract 5 via the intermediate branch 24 and the discharge of the second gas from the tank 15 via the intermediate branch 24 are omitted. In turbocharged operation, the introduction of the first gas into the intake tract 5 via the intermediate branch 24 and the discharge of the first gas from the crankcase 2 via the intermediate branch 24 are omitted.

[0085] As can be seen particularly well from Fig. 1, the intermediate branch 24 runs outside the cylinder head cover 21 and outside the crankcase 2 and outside the cylinder head 20.

[0086] Since the intermediate branch 24 is a branch common to the crankcase ventilation device 13 and the tank venting device 14, the intermediate branch 24 contains the second gas from the tank 15 for venting the tank 15 in the turbocharged operation of the internal combustion engine 1. In other words, the second gas from the tank 15 is supplied to the intermediate branch 24 for venting the tank 15 in turbocharged operation. For this purpose, the tank venting device 14 has a vent line 25, which is another branch of the internal combustion engine 1 through which the second gas flows. As can be seen from Fig. 2 and especially from arrows 19 and 26, the vent line 25 is used in both turbocharged and naturally aspirated operation to discharge the second gas from the tank 15. The vent line 25 extends, for example, from a fourth point S4, in particular continuously and thus without interruption, to point S1.For example, the vent line 25 is fluidically connected to the tank 15 at point S4. In both naturally aspirated and turbocharged operation, the second gas can be drawn from the tank 15 at point S4 and introduced into the vent line 25 for venting purposes. The second gas, introduced into the vent line 25, particularly at point S4, can flow through the vent line 25 and from point S4 to point S1. In naturally aspirated operation, i.e., when tank venting is performed during the naturally aspirated operation of the internal combustion engine 1, the 24-1604 PIF flows through the vent line 25.

[0087] 20. The second gas, particularly at point S1, exits the vent line 25 and enters the partial load branch. It is then guided via the partial load branch to the outlets M2 and introduced into the inlet tract 5. However, during supercharged operation, i.e., when tank venting is performed during supercharged operation, the second gas flowing through the vent line 25 and discharged from the tank 15, and thus originating from it, particularly at point S1, does not flow into the partial load branch, but rather into the intermediate branch 24. Consequently, during supercharged operation, the intermediate branch 24 carries the second gas, which has flowed into and subsequently through it, from point S1 to point S2.At point S2, the second gas flowing through the intermediate branch 24 in turbocharged operation flows into the full-load branch, which then carries the second gas from point S2 to the outlet M1, where the second gas flowing through the full-load branch, as well as the first gas flowing through the full-load branch, are introduced into the inlet tract 5. Thus, in turbocharged operation of the internal combustion engine 1, that is, when the tank venting is carried out in turbocharged operation of the internal combustion engine 1, the intermediate branch 24 is arranged upstream of the full-load venting branch 17 and downstream of the vent line 25.The respective flow of the respective gas in the turbocharged operation, that is, when the crankcase ventilation and the tank ventilation are carried out in the turbocharged operation, and in the naturally aspirated engine operation, that is, when the tank ventilation and the crankcase ventilation are carried out in the naturally aspirated engine operation, results from respective pressure ratios, also referred to as pressure ratios, which prevail at the outlet points M1 and M2 as well as at points S3 and S4, in particular simultaneously.In the supercharged operation, these pressure conditions are such that the first gas flows out of the crankcase 2 at point S3 and then flows through the supply branch 22 and the full-load vent branch 17 and enters the inlet tract 5 at the outlet M1, and that the second gas flows into the vent line 25 at point S4 and then flows through the vent line 25, the intermediate branch 24 and the full-load vent branch 17 and, in particular, also enters the inlet tract 5 at the outlet M1, especially while the first gas does not flow through the intermediate branch 24 and through the part-load vent branch 16 and through the vent line 25, and while the second gas does not flow through the part-load vent branch 16 and through the supply branch 22.In the naturally aspirated engine operation, the pressure conditions are such that the first gas flows out of the crankcase 2 at point S3 and into the supply branch 22 and then into the 24-1604 PIF.

[0088] 21

[0089] supply branch 22, intermediate branch 24 and partial load venting branch 16, and flows into inlet tract 5 at outlets M2, and that the second gas flows out of tank 15 at point S4 and into venting line 25, and subsequently flows through venting line 25 and partial load venting branch 16, and, in particular, also into inlet tract 5 at outlets M2, especially while the first gas does not flow through full load venting branch 17 and through venting line 25, and while the second gas does not flow through intermediate branch 24, full load venting branch 17 and supply branch 22.

[0090] As can be seen from Fig. 2, a throttle valve 40 is arranged in the inlet tract 5 upstream of the combustion chambers 4 and downstream of the compression device 6, by means of which the quantity of air supplied to the combustion chambers 4 can be adjusted.

[0091] In the full-load venting branch 17, a check valve 27 is arranged, which opens towards the inlet tract 5, in particular independently, and closes towards the full-load branch, in particular independently, so that the check valve 27 allows a flow of the respective gas from the full-load branch and into the inlet tract 5, in particular independently, and prevents an opposite flow of a fluid such as air or the respective gas from the inlet tract 5 into the full-load branch via the check valve 27, in particular independently, i.e., avoids.

[0092] Figure 2 also shows, particularly schematically, a pressure sensor 28, by means of which the pressure in the crankcase 2, in particular in a crank chamber of the crankcase 2, can be detected. The tank venting device 14 has a tank venting valve 29 arranged in the vent line 25, by means of which the quantity of the second gas flowing through the vent line 25 can be influenced, in particular adjusted.

[0093] Optionally, a purge air line 30 is provided, for example, as a further branch of the internal combustion engine 1. The purge air line 30 is fluidically connected to the intake tract 5 at a first connection point V1. The purge air line 30 is fluidically connected to the crankcase 2, in particular to the crank chamber, at a second connection point V2. By means of the purge air line 30, at least a portion of the air flowing through the intake tract 5 can be diverted from the intake tract 5 at connection point V1 and introduced into the purge air line 30. The 24-1604 PIF

[0094] 22

[0095] Air introduced into purge air line 30 can flow through purge air line 30 and be guided from connection point V1 to connection point V2 via purge air line 30, and introduced into the crankcase 2, specifically into the crank chamber, at connection point V2. Using this purge air, the aforementioned first gas can, for example, be purged from the crankcase 2 and thus conveyed into supply branch 22 at point S3. In other words, introducing purge air into the crankcase 2 can cause the first gas to flow out of the crankcase 2 at point S3 and into supply branch 22, subsequently flowing through supply branch 22.Thus, for example, the first gas can be conveyed by means of the purge air through the supply branch 22 and, in turbocharged operation, through the full-load branch and, in naturally aspirated operation, through the intermediate branch 24 and the part-load branch. A check valve 31 is arranged in the purge air line 30, which opens in the direction of the crankcase 2, i.e., in the direction of the crank chamber, particularly automatically, and closes in the opposite direction, i.e., in the direction of the purge air line 30, particularly automatically. Thus, the check valve 31 allows a flow of purge air from the purge air line 30 into the crankcase 2, particularly automatically, and the check valve 31 prevents a flow of a fluid such as the purge air or the first gas from the crankcase 2 into the purge air line 30, particularly automatically. From Fig.2 It is also apparent that a valve device 32 is arranged in the partial load venting branch 16, by means of which the respective quantity of the respective gas to be introduced at the respective outlet point M2 into the respective inlet channel having the respective outlet point M2 can be influenced, in particular adjusted.

[0096] In the first embodiment shown in Fig. 2, a first inlet channel having the openings M2, wherein the first inlet channel has a first of the openings M2, and a second inlet channel having the openings M2, wherein the second inlet channel has a second of the openings M2, form a first inlet channel pair. Furthermore, a third inlet channel having the openings M2, wherein the third inlet channel has a third of the openings M2, and a fourth inlet channel having the openings M2, wherein the fourth opening channel has a fourth of the openings M2, form a second inlet channel pair. A first valve element 33 of the valve assembly 32 is associated with the first inlet channel pair, and a second valve element 34 of the valve assembly 32 is associated with the second inlet channel pair. By means of the first inlet channel and the second inlet channel 24-1604 PIF

[0097] 23 common valve element 33, a respective quantity of the respective gas to be introduced into the first inlet channel at the first outlet M2 and a respective quantity of the respective gas to be introduced into the second inlet channel at the second outlet M2 can be influenced, in particular adjusted, and by means of the valve element 34 common to the third inlet channel and the fourth inlet channel, a respective quantity of the respective gas to be introduced into the third inlet channel at the third outlet M2 and a respective quantity of the respective gas to be introduced into the fourth inlet channel at the fourth outlet M2 can be influenced, in particular adjusted.It can be seen that at point S1, the partial load venting branch 16 and the intermediate branch 24 branch off from the venting line 25, whereby point S1, with reference to the implementation of tank venting in the naturally aspirated engine operation, is located downstream of the tank 15 and upstream of the valve assembly 32, and in this case upstream of the valve elements 33 and 34. For example, the intermediate branch 24 and the full load venting branch 17 branch off from the supply branch 22 at point S1.

[0098] The valve assembly 32 is or functions, for example, as a flow limiting valve. Furthermore, it is conceivable that the valve assembly 32 is or functions as a check valve. In the first embodiment, for example, the respective valve element 33, 34 is or functions as a flow limiting valve and / or as a further check valve. The further check valve opens, for example, in the direction of the respective outlet M2 of the respective inlet channel pair to which the respective valve element 33, 34 is assigned, in particular independently, and, for example, the further check valve closes in the opposite direction.Thus, for example, the respective inlet valve, particularly independently, allows a flow of the respective gas towards the outlet M2 and thus towards the respective inlet channel having the respective outlet M2, and for example, the respective further check valve, particularly independently, prevents a respective, opposite flow of the respective gas away from the respective inlet channel having the respective outlet M2 and towards the point S1. It can be seen from Fig. 1 that the valve elements 33, 34 are each at least partially arranged in the cylinder head cover 21.

[0099] In the second embodiment, the vent line 25 has a common branch 35, which splits into a first sub-branch 36 and a second sub-branch 37 of the vent line 25. The sub-branch 36, which carries the second gas from the 24-1604 PIF

[0100] 24

[0101] Tank 15, through which the second gas from tank 15 can flow, opens into the partial load venting branch 16 at point S1. The sub-branch 37, through which the second gas from tank 15 can flow, opens into the intermediate branch 24 at a fifth point S5. The internal combustion engine 1 has a connecting branch 38, which extends from point S5 to point S1 and vice versa, in particular continuously and thus without interruption.To vent the tank 15 in the naturally aspirated engine operation, the second gas flows out of the tank 15 at point S4 and into the common branch 35, and then through the common branch 35 and through the sub-branch 36, and from there via point S1 into the partial load branch and through the partial load branch, by means of which the second gas is introduced into the inlet tract 5, for example at the respective outlet point M2, particularly while the second gas does not flow through the sub-branch 37 and the connecting branch 38.When the crankcase ventilation is performed in naturally aspirated engine operation, the first gas flows from the crankcase 2 through the supply branch 22 and the intermediate branch 24, as described above. From the intermediate branch 24, the first gas flows into the connecting branch 38 and from there into the part-load branch, thus passing through the connecting branch 38 and the part-load ventilation branch 16. The first gas does not flow through the sub-branch 37 and the common branch 35, and in particular not through the entire ventilation line 25. Therefore, when the crankcase ventilation is performed in naturally aspirated engine operation, the connecting branch 38 is located downstream of the intermediate branch 24 and upstream of the part-load ventilation branch 16.

[0102] In supercharged operation, that is, when tank venting is performed in supercharged operation, the second gas flows from tank 15 at point S4 into the common branch 35 and then through the common branch 35 and the sub-branch 37, and from the sub-branch 37 into the intermediate branch 24 and through the intermediate branch 24, and from there through the full-load vent branch 17, by means of which, in supercharged operation, the second gas is introduced into the inlet tract 5 at the outlet M1, specifically while the second gas does not flow through the connecting branch 38, the sub-branch 36, and the part-load vent branch 16. In supercharged operation, the first gas does not flow through the intermediate branch 24, the connecting branch 38, the part-load vent branch 16, and the vent line 25. 24-1604 PIF

[0103] 25 through. In particular, the connecting branch 38 can be regarded as part of the intermediate branch 24.

[0104] As can be seen in Fig. 3, a valve element 41 is arranged in the connecting branch 38, which, for example, can replace the valve elements 33 and 34 compared to the first embodiment. Thus, the valve element 41 is or functions, for example, as a flow limiting valve. Alternatively or additionally, the valve element 41 is or functions as a check valve, which, in particular independently, prevents the flow of a fluid, such as the second gas or the first gas, from point S1 to point S5, that is, prevents it, in particular by the valve element 41, which is designed and functions, for example, as a check valve, opening in the direction of point S1 and closing in the direction of point S5.Thus, for example, the valve element 41, which is designed or functions as a check valve, prevents a flow of the respective gas from point S1 to point S5, in particular independently, and the valve element 41, which is designed or functions as a check valve, for example, allows a flow of the first gas from point S5 to point S1, in particular independently.

[0105] In the third embodiment shown in Fig. 4, the partial-load venting branch 16 has two sub-branches TZ1 and TZ2, which are connected in parallel from a flow engineering perspective. Two points S1 are provided. Sub-branch TZ1 is assigned to two of the first outlet points M2 and thus to the inlet channels having these first outlet points M2, and extends from one of the first points S1 to the first outlet points M2, in particular without interruption and thus continuously. Sub-branch TZ2 is assigned to two of the second outlet points M2 and thus to the inlet channels having these second outlet points M2, and extends from one of the second points S2 to the second outlet points M2, in particular without interruption and thus continuously.

[0106] Two sub-branches, Z1 and Z2, are provided, which are connected in parallel from a flow engineering perspective. Sub-branch Z1 is assigned to the first outlets M2 and thus to the inlet channels containing the first outlets M2. Sub-branch Z2 is assigned to the second outlets M2 and the inlet channels containing the second outlets M2. The intermediate branch 24, common to sub-branches Z1 and Z2, is fluidically connected to the respective sub-branch Z1 and Z2 at a point S6 and extends from the 24-1604 PIF.

[0107] 26. The respective sub-branch Z1, Z2 extends continuously from point S6 to point S2, in particular without interruption and thus without interruption, from point S6, where the respective sub-branch Z1, Z2 is fluidically connected to the intermediate branch 24, to the respective outlet point M2, where the respective sub-branch Z1, Z2 opens into the respective inlet channel or inlet tract 5. It is evident that the respective sub-branch Z1, Z2 has a respective first part, which extends from point S1 to the respective outlet point M2 and thus forms the respective sub-branch TZ1, TZ2 of the partial load venting branch 16, whose sub-branch TZ1 and TZ2 are flow-wise connected in parallel to each other.The sub-branches TZ1 and TZ2, and thus the first parts of the sub-branches Z1 and Z2, and consequently the part-load venting branch 16, are used to guide both the first gas from the crankcase 2 and the second gas from the tank 15 into the inlet tract 5 at the outlets M2 during naturally aspirated engine operation, thereby venting the crankcase 2 and the tank 15. To vent the crankcase 2 during naturally aspirated engine operation, only the first gas flows through the second parts of the sub-branches Z1 and Z2, with the first gas from the crankcase 2 being supplied to the second parts of the sub-branches Z1 and Z2 via the supply branch 22 and the intermediate branch 24.From or from the second parts of the sub-branches Z1 and Z2, the first gas flows into the first parts of the sub-branches Z1 and Z2 and through the first parts of the sub-branches Z1 and Z2, which are also flowed through by the second gas from the tank 15 and thus, in the suction engine operation, introduce both the first gas and the second gas at the outlet points M2 into the inlet tract 5.

[0108] Thus, the second parts of sub-branches Z1 and Z2 of the tank venting device 14 and the crankcase venting device 13 are common parts, while the second parts of sub-branches Z1 and Z2 relating to the tank venting device 14 and the crankcase venting device 13 are exclusively intended for the crankcase venting device 13.

[0109] In the third embodiment, the tank venting device 14 has a first venting branch 46 and a second venting branch 42. The second venting branch 42 has a third part as the third sub-branch TZ3 and a fourth part as the fourth sub-branch TZ4. The third sub-branch TZ3 extends, in particular continuously, from a point S7 to a point S8, where the third sub-branch TZ3 is fluidically connected to the intermediate branch 24 and in particular in the 24-1604 PIF.

[0110] 27

[0111] Intermediate branch 24 terminates. For example, one of the points S6 coincides with point S8. The fourth sub-branch TZ4 extends, in particular continuously, from point S7 to the respective point S1, where sub-branch TZ4 is fluidically connected to the respective sub-branch TZ1, TZ2, and in particular terminates in the respective sub-branch TZ1, TZ2. It can be seen that, so to speak, the vent branch 46 branches off at point S7 into sub-branch TZ3 and TZ4 of the vent branch 42.

[0112] In both naturally aspirated and turbocharged operation, the second gas from tank 15 flows through the vent branch 46 to vent tank 15, from tank 15 to point S7. The tank vent valve 29 is located in the vent branch 46. Depending on the pressure conditions prevailing in turbocharged operation, the second gas from vent branch 46 does not flow into sub-branch TZ3 at point S7, but rather into sub-branch TZ4. It is then guided via sub-branch TZ4 to points S1, from where the first gas flows through sub-branch TZ1 and TZ2 and is thus introduced into the inlet tract 5 at the outlets M2.Depending on the pressure conditions prevailing during naturally aspirated operation, the second gas from vent branch 46 does not flow into sub-branch TZ4 at point S7, but rather into sub-branch TZ3. It is then guided via sub-branch TZ3 to point S8, from where the first gas flows through intermediate branch 24 and is thus guided to point S2. From point S2, the second gas is guided via full-load vent branch 17 to outlet M1 and introduced into inlet tract 5 at outlet M1.

[0113] In branch TZ4, a check valve 43 is arranged which automatically closes in the direction of point S7 and opens in the direction of point S1, thus automatically allowing a flow of the second gas from point S7 to the respective point S1 and automatically preventing a flow of the second gas from the respective point S1 to point S7. In branch TZ3, a check valve 44 is arranged which automatically closes in the direction of point S7 and opens in the direction of point S8, thus automatically allowing a flow of the second gas from point S7 to point S8 and automatically preventing a flow of the second gas from point S8 to point S7.In the respective sub-branch Z1, Z2, in particular in the second part, a respective check valve 45 is arranged, which automatically closes in the direction of the respective point S6 and opens in the direction of the respective outlet point M2, in particular in the direction of the respective point S1, 24-1604 PIF.

[0114] 28 thus independently allows a flow of the first gas from the respective point S6 to the respective outlet point M2, in particular to the respective point S1, and independently prevents a flow of the first gas from the respective outlet point M2, in particular from the respective point S1, to the respective point S6.

[0115] -1604 PIF

[0116] 29

[0117] Reference symbol list

[0118] internal combustion engine

[0119] crankcase

[0120] cylinder

[0121] combustion chamber

[0122] Entrance area

[0123] Compaction device

[0124] Exhaust gas turbocharger

[0125] turbine

[0126] Exhaust system 9

[0127] Wave

[0128] Air filter

[0129] Exhaust gas turbocharger

[0130] Crankcase ventilation system

[0131] Tank venting device

[0132] tank

[0133] Partial load ventilation branch

[0134] Full load venting branch

[0135] Arrow

[0136] Arrow

[0137] Cylinder head

[0138] Cylinder head cover

[0139] Supply branch

[0140] Oil separator

[0141] Interbranch

[0142] Arrow

[0143] Arrow

[0144] non-return valve

[0145] Pressure sensor

[0146] Fuel tank vent valve

[0147] Purge air line

[0148] non-return valve

[0149] Valve assembly

[0150] Valve element

[0151] Valve element 24-1604 PIF

[0152] 30

[0153] 35 Community branch

[0154] 36 sub-branch

[0155] 37 sub-branch

[0156] 38 Connecting branch

[0157] 39 Return channel

[0158] 40 Throttle valve

[0159] 41 Valve element

[0160] 42 second ventilation branch

[0161] 43 Check valve

[0162] 44 Check valve

[0163] 45 Check valve

[0164] 46 first vent branch

[0165] M1 Mouth

[0166] M2 estuary

[0167] TZ1 first sub-branch

[0168] TZ2 second branch

[0169] TZ3 third branch

[0170] TZ4 fourth sub-branch

[0171] S1 position

[0172] S2 position

[0173] S3 position

[0174] S4 position

[0175] S5 position

[0176] S6 position

[0177] S7 position

[0178] S8 position

[0179] V1 liaison point

[0180] V2 liaison point

[0181] Z1 sub-branch

[0182] Z2 sub-branch

Claims

24-1604 PIF 31 Patent claims 1. Internal combustion engine (1) for a motor vehicle, comprising: - a crankcase (2); - an inlet tract (5) through which air can flow, by means of which the air flowing through the inlet tract (5) can be introduced into combustion chambers (4) of the internal combustion engine (1); - a compression device (6) arranged in the inlet tract (5) for compressing the air flowing through the inlet tract (5); - a crankcase ventilation device (13) by means of which a first gas can be discharged from the crankcase (2) for the purpose of venting the crankcase (2); and - a tank venting device (14) by means of which a second gas can be discharged from the tank (15) for the purpose of venting a tank (15); characterized in that: - a part-load venting branch (16) common to the crankcase venting device (13) and the tank venting device (14) is provided; - a full-load venting branch (17) common to the crankcase venting device (13) and the tank venting device (14) is provided; - the internal combustion engine (1) is operable in a turbocharged mode in which: o the compression device (6) compresses the air flowing through the intake tract (5); o to vent the crankcase (2) and the tank (15), both the first gas and the second gas flow through the full-load venting branch (17), which thereby introduces both the first gas and the second gas into the intake tract (5); o the introduction of the first gas into the intake tract (5) via the part-load venting branch (16) and the discharge of the first gas from the crankcase (2) via the part-load venting branch (16) are omitted; and 24-1604 PIF 32 o the introduction of the second gas into the inlet tract (5) via the part-load venting branch (16) and the discharge of the second gas from the tank (15) via the part-load venting branch (16) shall not occur; and - the internal combustion engine (1) can be operated in a naturally aspirated mode in which: o compression of the air flowing through the intake tract (5) does not occur; o for venting the crankcase (2) and the tank (15), both the first gas and the second gas flow through the part-load ventilation branch (16), which thereby introduces both the first gas and the second gas into the intake tract (5); o the introduction of the first gas into the intake tract (5) via the full-load ventilation branch (17) and the discharge of the first gas from the crankcase via the full-load ventilation branch (17) do not occur; and o the introduction of the second gas into the intake tract (5) via the full-load ventilation branch (17) and the discharge of the second gas from the tank (15) via the full-load ventilation branch (17) do not occur.

2. Internal combustion engine (1) according to claim 1, characterized in that the internal combustion engine (1) comprises: - a cylinder head (20) formed separately from the crankcase (2); and - a cylinder head cover (21) formed separately from the crankcase (2) and separately from the cylinder head (20), by which the cylinder head (21) is at least partially covered.

3. Internal combustion engine (1) according to claim 2, characterized in that the partial load ventilation branch (16) runs inside the cylinder head cover (21).

4. Internal combustion engine (1) according to one of the preceding claims, characterized in that the crankcase ventilation device (13) has a Crankcase ventilation supply branch (22) which includes: 24-1604 PIF 33 - to vent the crankcase (2) during turbocharging, the first gas from the crankcase (2) is drawn off and fed to the full-load ventilation branch (17); and - to vent the crankcase (2) in naturally aspirated operation, the first gas is removed from the crankcase (2) and supplied to the part-load ventilation branch (16), whereby in both naturally aspirated and turbocharged operation the second gas is not removed from the tank (15) via the crankcase ventilation supply branch (22), and wherein in both naturally aspirated and turbocharged operation the second gas is not introduced into the intake tract (5) via the crankcase ventilation supply branch (22).

5. Internal combustion engine (1) according to claim 4 with reference to claim 2 or 3, characterized in that the crankcase ventilation supply branch (22) runs within the cylinder head cover (21).

6. Internal combustion engine (1) according to claim 4 or 5, characterized in that an oil separator (23) is arranged in the crankcase ventilation supply branch (22) by means of which oil can be separated from the first gas.

7. Internal combustion engine (1) according to claims 5 and 6 or according to claim 6 in reference to claim 4 to claim 2 or 3, characterized in that the oil separator (23) is arranged at least partially within the cylinder head cover (21).

8. Internal combustion engine (1) according to one of claims 4 to 7, characterized in that an intermediate branch (24) is provided, wherein: - for venting the crankcase (2) in naturally aspirated operation, the crankcase ventilation supply branch (22) removes the first gas from the crankcase (2) and supplies it to the intermediate branch (24), which in naturally aspirated operation supplies the first gas to the part-load ventilation branch (16) 24-1604 PIF 34 supplies, so that in naturally aspirated operation the intermediate branch (24) is arranged downstream of the crankcase ventilation supply branch (22) and upstream of the partial load ventilation branch (16); - in the naturally aspirated engine operation, the introduction of the second gas into the inlet tract (5) via the intermediate branch (24) and the discharge of the second gas from the tank (15) via the intermediate branch (24) shall not occur; and - in the charged operation, the introduction of the first gas into the intake tract (5) via the intermediate branch (24) and the discharge of the first gas from the crankcase (2) via the intermediate branch (24) shall not occur.

9. Internal combustion engine (1) according to claims 7 and 8 or according to claims 8 and 5 or according to claims 8 and 5 and 6 or according to claims 8 and 3 or according to claims 8 and 2, characterized in that the intermediate branch (24) extends outside the cylinder head cover (21) and outside the crankcase (2) and outside the cylinder head (20).

10. Internal combustion engine (1) according to claim 8 or 9, characterized in that the intermediate branch (24) is a branch common to the crankcase ventilation device (13) and the tank ventilation device (14), wherein, for venting the tank (15) in the turbocharged operation, the intermediate branch (24) receives the second gas from the tank (15) and supplies it to the full-load ventilation branch (17), so that in the turbocharged operation the intermediate branch (24) is arranged upstream of the full-load ventilation branch (17).

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