RU2721069C2 - Creation of rarefaction in engine crankcase to reduce number of particles - Google Patents

Abstract

FIELD: engine building.

SUBSTANCE: invention can be used in the internal combustion engines. Device (V) for creation of negative pressure in crankcase (1) of engine and/or for removal of air from crankcase of engine comprises crankcase (1) of engine, combustion chamber (4), oil separator (16) connected to engine casing and pressure adjusting device (17). Pressure adjustment device is made with possibility of setting in operating mode of negative pressure in crankcase (1) of engine for targeted reduction of pressure difference between engine casing and combustion chamber. Engine crankcase via guide device (X) at connection point (A) is connected to supercharging air feed pipeline (21) for feeding supercharging air into combustion chamber. Guide device (X) comprises control device (15). Control means is configured to limit the vacuum in the engine crankcase by such operating modes as idling, weak load and/or forced idle running of the engine. Device (V) comprises pressure determining device (23) for measuring pressure in engine crankcase. Pressure adjusting device is made with possibility of negative pressure setting from 0.1 to 500 mbar in engine crankcase. Operating method of the device, an internal combustion engine and trackless vehicle are described.

EFFECT: technical result is to reduce the number of ejected particles.

20 cl, 2 dwg

Description

This invention relates to a device for an internal combustion engine, in particular a gas internal combustion engine or other internal combustion engine, which can be operated with the ignition method used in the Otto engine. The specified device serves, in particular, to create a vacuum in the crankcase to reduce the amount of emitted particles, and / or to remove air from the crankcase. The invention also relates to an appropriate method of operation.

Common in diesel engines of trackless vehicles is the removal of crankcase air at the point of attachment between the air filter and the exhaust gas turbocharger compressor. The so-called breakthrough of air into the crankcase (Blow-by) is sent to the oil separator. A vacuum of about 30 mbar is usually created in the crankcase. Prior to the EURO-V eco-standard, there were only restrictions on the mass of emitted particles for commercial vehicles. Starting with the EURO-VI eco-standard for commercial vehicles, in addition to this, the limit value for the amount of emitted particles must also be observed. Due to the use in the gas ICE of the ignition method used in the Otto engine, in particular, during operation of the engine forcing and idling, the throttle valve closes down to a small gap. In the intake manifold behind the throttle valve there is a vacuum compared to the environment. Because of this, a vacuum is established in the combustion chamber of the engine during the suction stroke, as a result of which a vacuum is also established in the combustion chamber relative to the crankcase. As a result, gas from the engine crankcase is sucked into the combustion chamber (Reverse Blow-by - “reverse gas breakthrough”). Due to this gas movement, engine oil is transported from the working sleeve / piston zone to the combustion chamber. Due to the low intensity of combustion at idle or, accordingly, combustion that does not occur when the engine is forced, oil accumulates in the combustion chamber. If the increase in load occurs after a long phase of boosting the engine or, accordingly, idling, then this accumulated oil due to increased flame intensity burns out in a short period of time. There is a significant emission of particles due to the residual oil formed during combustion (oil ash). This effect is enhanced by the fact that the amount of oil in the combustion chamber is not taken into account when dosing the fuel. In the combustion chamber In the combustion chamber, a lack of oxygen dominates, which enhances the emission of particles. Oil ash consists mainly of very fine particles, as a result of which it affects the issue of the number of particles in the discharge more than the mass of the ejected particles.

The objective of the invention is to provide the ability to reduce the amount of emitted particles.

This problem is solved by the features of the independent claims. Preferred modifications are disclosed in the dependent claims and the following description of preferred embodiments of the present invention.

This invention provides a device specifically for an internal combustion engine and, in particular, to create a vacuum in the crankcase and / or to remove air from the crankcase. This device comprises a combustion chamber, an engine crankcase and at least one oil separator in communication with the engine crankcase. The device further comprises at least one pressure adjusting device for setting a vacuum in the crankcase in order to preferably reduce the pressure drop between the crankcase and the combustion chamber. The reduced pressure drop between the combustion chamber and the engine crankcase causes a decrease in oil entry into the combustion chamber and / or a reduced backflow of gases and, in particular, in particular, a reduced amount of emitted particles in the exhaust gas, for example, during operational phases: idling, low load and / or forcing an internal combustion engine, for example, an engine of a trackless vehicle.

It is also possible that the crankcase through a guide device (for example, a device for venting air, a pipe, a wire system, etc.) at the connection point is connected to a supply air pipe of charge air for supplying charge air to the combustion chamber. The connection point is preferably located on the inlet pipe of the charge air between the throttle element and the combustion chamber.

The guide device may include an oil separator and / or a pressure adjusting device. The pressure adjusting device may be integrated in the oil separator or located outside the oil separator.

The oil separator of the guiding device is preferably connected via an air outlet (e.g., an exhaust pipe, an exhaust pipe, etc.) and / or an oil drain device (e.g., an oil return pipe, an oil return pipe, etc.) to engine crankcase. Said oil drainage device preferably serves to return oil to the crankcase. The air exhaust element preferably serves to remove air from the crankcase. An oil drainage device may comprise, for example, a check valve.

Said guiding device is preferably connected to a charge air supply pipe for supplying charge air to the combustion chamber, preferably in the direction of charge air flow, behind the throttle element of the charge air supply pipe.

This guiding device may comprise, in particular, control means.

The control means is preferably configured to limit the adjustment of the vacuum in the crankcase to operating conditions of the internal combustion engine such as idle, light load and / or engine boost.

This control means may also serve to prevent the backflow of air into the crankcase and / or to limit the range of the guide device to the point of attachment.

In addition, it is possible that the control means serves to control, in particular, to switch between the air outlet in front of the turbocharger compressor or the connection point (connection point: charge air supply pipe and a guiding device, in particular downstream of the throttle element).

The control means is preferably a valve, in particular a three-way on / off valve. The control means can be performed, in particular, with electromagnetic or pneumatic regulation.

The control means may be electrically controlled, for example, using an engine control unit or a limit switch. It can also be, for example, actuated pneumatically, preferably with limit value control.

It is also possible that said device comprises a pressure sensing device, for example, a pressure sensor for detecting charge air pressure downstream of the throttle element in the charge air supply pipe for supplying charge air to the combustion chamber.

Said device preferably comprises an electric or, accordingly, electronic adjustment device for controlling the control means.

This adjusting device is preferably an engine control unit for controlling said internal combustion engine. The control means for this can be connected, for example, directly to the electrical output of the engine control unit.

Thus, it is possible that said engine control unit for controlling an internal combustion engine is further used to regulate said means of control.

It seems possible that the said adjusting device controls the control means depending on at least one of the following parameters: the charge air pressure measured by the pressure sensing device, the speed of the internal combustion engine, and the operating mode of the internal combustion engine (for example, starting the engine, engine stop, idle, engine boost, full load, partial load, warm-up, and / or braking mode) and / or from the current torque of the internal combustion engine.

It is also possible that the said adjusting device allows the control means to remove air in front of the turbocharger compressor or after the throttle element or, respectively, in the charge air supply pipe depending on at least one of the following parameters: the charge air pressure measured by the pressure sensing device, on the speed of the internal combustion engine, on the operating mode of the internal combustion engine (for example, starting the engine , Engine stop, idle, forcing engine full load, partial load, warming and / or braking operation) and / or on the current torque of the internal combustion engine.

In particular, it is preferable that it is possible to remove air from the crankcase depending on the pressure after the throttle valve and on the operating mode of the engine and / or engine speed.

In addition, it becomes possible to diagnose the pressure sensing device and the control means, in particular the magnetic switch of the control means, for example, for cable breakage and / or short circuit.

The specified device may include a pressure determination device for measuring pressure in the crankcase. In combination with this pressure sensing device for measuring charge air pressure downstream of the throttle element, it is thereby possible to diagnose the function of the control means and / or the pressure adjusting device.

The specified pressure adjustment device can be performed, for example, in the form of a variable pressure regulator with a set value, preferably by means of voltage or current diagrams. The pressure setpoint calculated in the adjusting device is preferably adjustable, and this setpoint can be set while using said pressure sensing device to measure the pressure in the crankcase in a closed control loop.

Said control means is preferably located between the point of attachment to the charge air supply pipe and the pressure adjusting device.

Said guiding device is preferably made between said control means and a connection point without a check valve.

Said pressure sensing device for measuring charge air pressure downstream of the throttle element can, however, regulate said control means also directly and / or without intermediate switching of the engine control unit.

The pressure determining device can be made, in particular, in the form of a limit value switch, which controls, for example, directly the magnetic switch of the control means. Furthermore, preferably, the analog voltage or current output of said pressure sensing device may be connected to an electric or electronic limit switch to control the magnetic switch of the control means.

It may also be provided that a control pipe (for example, a connecting pipe and / or a connecting hose) for pneumatically adjusting the control means, preferably by means of a limit switch (triggered by a decrease in pressure) of this control depending on the charge air pressure, flows downstream of the throttle element downstream of the throttle element.

The device proposed by the invention allows, therefore, to regulate the control means by means of said electric / electronic gas distribution mechanism for said internal combustion engine, and in the alternative, regulating the control means without interfering with the gas distribution mechanism of the engine.

The guide device is preferably in the direction of flow of charge air behind the throttle element connected to the supply pipe of charge air. In other words, said attachment point may be made behind the throttle element of the charge air supply pipe. Alternatively or additionally, this guide device between the combustion chamber and the throttle element of the charge air supply pipe can end in this charge air supply pipe. The specified throttle element may be, for example, a throttle valve.

The device may include an exhaust gas turbocharger.

In this case, an air exhaust pipe may branch off from the control means, and this air exhaust pipe is intended to be connected to the inlet connecting pipe in front of the turbocharger compressor. The vent line itself preferably does not contain a check valve.

The term “pressure adjustment” in the framework of the present invention is preferably interpreted broadly, and preferably it may include, for example, pressure control or pressure control.

The term “piping” in the framework of the present invention is expediently interpreted broadly, and it may preferably include, for example, flexible or rigid pipelines, tubes, hoses, connecting pipes, connection points, etc.

The guiding device is preferably an air exhaust device.

The present invention is not limited to the device described above, but also includes a trackless vehicle, preferably a utility vehicle, in particular a bus or truck, containing the above device.

In addition, this invention relates to a method of operating, in particular, a device disclosed in this application, and / or a method carried out by the device disclosed in these materials. Said device thus comprises a combustion chamber, an engine crankcase and at least one oil separator associated with the engine crankcase.

With this operating method, at least one pressure adjusting device sets a vacuum in the crankcase in order to preferably reduce the pressure drop between the crankcase and the combustion chamber.

The specified method of operation is intended, in particular, to create a vacuum in the crankcase and / or to remove air from the crankcase.

Other steps of the method are apparent from the description of this device, which should be referred to in order to avoid repetition.

The features of the device disclosed herein, in accordance with the meaning, apply to the method of operation, and to this extent, claims are also presented to them.

The embodiments and features of the present invention described above can be combined with each other. Other preferred modifications of the invention are disclosed in the dependent claims or derive from the following description of preferred embodiments of the invention in conjunction with the attached drawings. They show the following:

FIG. 1 is a schematic representation of a device according to one embodiment of the present invention, and

FIG. 2 is a schematic representation of a device according to another embodiment of the present invention.

The embodiments described with reference to the drawings partially coincide with each other, therefore, similar or identical parts are provided with the same reference position, and reference is made to explanations of one of the options when describing other embodiments or, accordingly, other figures in order to avoid repetition.

In FIG. 1 shows a schematic representation of a device V for an internal combustion engine.

The specified device V includes a crankcase 1 of the engine, a guide device X (a device for venting air) and an exhaust gas turbocharger 7.

The exhaust gas turbocharger 7, as usual, contains a turbine 8 and a compressor 9. In front of it is an air filter 10. The reference numeral 19 denotes the exhaust gas going to the exhaust system. Reference numeral 20 shows charge air flowing to a charge air cooler not shown.

The specified device V, respectively, the specified internal combustion engine comprises a crankcase 1 of the engine, one or more combustion chambers 4, one or more pistons 3, a crank mechanism 12, one or more cylinder heads 2, with one or more exhaust valves 5 and one or several intake valves 6. Reference numeral 13 denotes the oil level in the crankcase 1 of the engine.

The guide device X at the connection point A in the direction 21.1 of the charge air flow behind the throttle valve 11 of the charge air supply pipe 21 connects the engine crankcase 1 to this charge air supply pipe 21. The charge air supply pipe 21 is for supplying charge air to the combustion chamber 4, in particular to the intake valve 6, respectively, to the charge air distribution manifold. Reference numeral 21.1 denotes charge air coming from a charge air cooler not shown, or the actual direction of charge air flow into the charge air supply pipe 21.

The guide device X comprises an oil separator 16 and a pressure adjusting device 17 for the crankcase (for example, a pressure regulator). The oil separator 16 on the one hand through the fitting 14.1 to remove air from the crankcase, and on the other hand through the pipe 14.3 and 14.4 for oil return is connected to the crankcase 1 of the engine. In the pipeline 14.3, 14.4 for the return of oil, a check valve 18.2 is installed. The oil separator 16 is connected via a pipe 14.2 to the pressure adjusting device 17.

The guide device X also contains, between the pressure adjusting device 17 and the connection point A, control means 15, which is made in the form of a three-way on / off valve with electromagnetic regulation. This control means 15 comprises a magnetic switch 15.1.

Reference numeral 14.5 denotes a conduit between the pressure adjusting device 17 and the control means 15, while reference numeral 14.6 denotes a conduit between the control means 15 and the attachment point A. The control means 15 is located between the attachment point A and the pressure adjusting device 17.

From the control means 15, a pipe 14.7 for venting air is released, which is intended to be connected to the inlet connecting pipe E in front of the compressor 9 of the turbocharger 7, in particular between the compressor 9 and the air filter 10. Further, as already mentioned above, the pipe leaves the control means 15 14.6 to point A of accession.

The pipe 14.7 leads, in particular in turbocharged engines with forced ignition of the working mixture, to the inlet connecting pipe E in front of the compressor 9 of the turbocharger 7. This pipe 14.7 is opened by the control means 15 when the pressure after the throttle valve 11 exceeds the pressure in front of the compressor 9. At the same time, the means 15 control locks the pipeline 14.6, going to the point A of the connection. The pipeline from the pressure adjusting device 17 through the connection point A to the charge air supply pipe 21, respectively, the pipe 14.6 is opened by said control means 15 when the pressure in front of the compressor 9 exceeds the pressure after the throttle valve 11, which, in particular, occurs at idle speed, under light load or during the forcing of an internal combustion engine, or generally a trackless vehicle. In this case, the control means 15 preferably closes the pipe 14.7. Due to the slight pressure after the throttle valve 11 in the crankcase 1 of the engine, a significant vacuum can be created. In this case, the pressure in the crankcase 1 of the engine by means of the pressure adjusting device 17 is set to a pre-selected set value in order to adjust the vacuum in the crankcase 1 of the engine. If the pressure after the throttle valve 11 exceeds this predetermined value, then at least the pressure that acts after the throttle valve 11 is set in the crankcase 1 of the engine. If the pressure after the throttle valve 11 exceeds the pressure in front of the compressor 9, then the open pipe 14.7 ensures that in the crankcase 1 of the engine, a pressure is set in the pressure range in front of the compressor 9. Switching and, thus, control between the pipelines before the compressor 9 (pipe 14.7) and after the throttle valve 11 (pipe 14.6) is carried out using control means 15. It should be noted that in ICE with free start piping 14.7 may be absent.

The device V also includes a pressure sensing device 22 (pressure sensor) for measuring the charge air pressure downstream of the throttle element 11 in the charge air supply pipe 21.

The control means 15 is preferably controlled by an electric / electronic adjustment device. This adjusting device preferably corresponds to an engine control unit for controlling an internal combustion engine. This makes it possible to regulate the control means 15 depending on the charge air pressure measured by the pressure determination device 22, the speed of the internal combustion engine, the operating mode of the internal combustion engine and / or the current value of the torque of the internal combustion engine. Also, thanks to this, said control means 15 allows, depending on the last named parameters, air removal before the compressor 9 or after the throttle element 11.

However, it is also possible that said pressure determining device 22 controls this control means 15 directly, in particular without intervening in an adjustment device, in particular an engine control unit. To do this, the specified pressure determination device 22 can be made in the form of a limit value switch, which is designed to control the magnetic switch 15.1 of the control means 15. In addition, preferably, the analog voltage or current output of this pressure sensing device 22 may be connected to a limit switch that is designed to control the magnetic switch 15.1 of the control means 15. Thanks to this, it is possible to implement an economical option without affecting the engine timing.

The specified device V also includes a device 23 for determining pressure for measuring pressure in the crankcase 1 of the engine. Due to this, in combination with the pressure determining device 22 for measuring the charge air pressure downstream of the throttle element 11, the function of the control means 15 and the pressure adjustment device 17 can be diagnosed.

It should be mentioned that the pressure adjusting device 17 can be made in the form of a variable pressure regulator with a set value, preferably by means of voltage or current diagrams. The pressure setpoint calculated in the control device is adjustable. This predetermined pressure value while using the pressure determining device 23 for measuring pressure in the crankcase 1 of the engine can be controlled in a closed loop.

In FIG. 2 shows a device V according to another embodiment of the present invention.

The device V comprises primarily a crankcase 1 of the engine and a guide device X.

Guide device X of FIG. 2 differs from the guide device X of FIG. 1, in particular, in that it does not comprise any electromagnetic control means 15, but comprises pneumatic control means 15 made in the form of a three-way on / off valve. To do this, the pneumatic (pressure reducing switch) limit switch 15.1 of the control means 15 is connected through the connecting pipe and / or connecting hose 14.8 to the charge air supply pipe 21 downstream of the throttle element 11. This is also an economical option without affecting the engine gas distribution mechanism .

According to the embodiments of FIGS. 1 and 2, said pressure adjustment device is intended, in particular, to set a vacuum of 0.1-500 mbar, preferably more than 100 or 150 mbar, in the crankcase 1 of the engine, in order to reduce the pressure drop between the crankcase 1 engine and the combustion chamber 4, which as a result leads to a reduced reverse breakthrough of gases and, thereby, to reduce the amount of emitted particles.

The indicated reduction in the amount of emitted particles is obtained, in particular, due to the fact that due to the reduced pressure drop between the combustion chamber 4 and the crankcase 1 of the engine, the so-called reverse gas breakthrough is reduced, and as a result, the introduction of oil from the crankcase 1 of the engine into the chamber 4 is also reduced combustion.

The creation of a vacuum of 0.1-500 mbar, preferably more than 100 or 150 mbar, in the crankcase 1 of the engine is limited, in particular, by critical operating conditions, such as idling, light load and engine boost, which can be achieved by means of control 15.

The invention is not limited to the preferred embodiments described above. Moreover, many options and modifications are possible, which also use the ideas of this invention and therefore fall within the scope of protection. In addition, this invention also claims to protect objects and features of the dependent claims, regardless of the signs and claims to which they refer.

List of Reference Items

1 crankcase

2 cylinder head

3 piston

4 combustion chamber

5 exhaust valve

6 inlet valve

7 exhaust gas turbocharger

8 turbine

9 compressor

10 air filter

11 throttle element (throttle valve)

12 crank mechanism

13 oil level

14.1 fitting, respectively, a pipe for removing air from the crankcase

14.2 pipeline from the oil separator to the pressure adjustment device (pressure regulator)

14.3 oil return pipe in front of the check valve

14.4 pipeline to return oil to the oil pan

14.5 piping from pressure adjuster to control

14.6 the pipeline from the control means to the manifold distribution of charge air for the throttle element, respectively, in the pipe supply of charge air for the throttle element

14.7 air discharge pipe from the control means to the inlet connecting pipe in front of the compressor

14.8 control pipe from the charge air supply pipe to the control means, in particular, to actuate its limit switch that operates when the pressure drops

15 control means, in particular with a valve with electromagnetic or pneumatic control, preferably with a three-way on-off valve

15.1 magnetic switch, respectively, pneumatic limit switch (operated when pressure drops)

16 oil separator

17 pressure adjusting device (pressure regulator) for regulating the pressure in the carburetor of the engine

18 non-return valve in the pipeline for oil return

19 exhaust gas for exhaust system

20 charge air to the charge air cooler

21 charge air supply pipe for supplying charge air to the combustion chamber

21.1 charge air from the charge air cooler, respectively, the direction of flow of charge air

22 pressure sensing device, pressure sensor, for measuring charge air pressure downstream of the throttle element in the charge air supply pipe

23 pressure determination device, pressure sensor, for measuring pressure in the crankcase

X guide / air exhaust device (air exhaust system) for air exhaust in front of the compressor and / or after the throttle element

A connection point (charge air pipe and device X for air exhaust)

E inlet connecting pipe E in front of the compressor

V device for an internal combustion engine.

Claims (28)

1. Device (V) for creating a vacuum in the crankcase (1) of the engine and / or for removing air from the crankcase (1) of the engine, comprising: engine crankcase (1), at least one combustion chamber (4), at least one oil separator (16) connected to the crankcase (1) of the engine, and at least one pressure adjusting device (17) configured to set, in the operating mode, a vacuum in the crankcase (1) of the engine for purposefully lowering the pressure drop between the crankcase (1) of the engine and the combustion chamber (4), characterized in that the engine crankcase (1) through the guide device (X) at the connection point (A) is connected to the charge air supply pipe (21) for supplying charge air to the combustion chamber (4), and the guide device (X) comprises control means (15) and this control means (15) is configured to limit the vacuum setting in the crankcase (1) of the engine to operating conditions such as idle, light load and / or forced idle of the internal combustion engine, and the device (V) contains an electric or an electronic adjustment device for controlling the control means (15), and the control device controls the control means (15) depending on at least one of the following parameters and / or the control means (15) removes air from the crankcase (1) of the engine in front of the compressor ( 9) a turbocharger (7) or to a connection point (A) depending on at least one of the following parameters: charge air pressure measured by a pressure determination device (22); rotational speeds of the internal combustion engine; operating mode of the internal combustion engine; current value of the torque of the internal combustion engine, and / or that the device (V) comprises a pressure determination device (23) for measuring pressure in the crankcase (1) of the engine, so that in combination with a pressure determination device (22) for measuring charge air pressure downstream of the throttle element (11) is provided the ability to diagnose the function of the means (15) of the control and / or device (17) for setting the pressure, and the device (17) for setting the pressure is made in the form of a variable pressure regulator with a set value and provides the ability to set the set value calculated in the control device and the ability to adjust this set values when using the pressure determination device (23) for measuring pressure in the crankcase (1) of the engine in a closed control loop, and / or that the pressure adjusting device (17) is configured to set a vacuum from 0.1 to 500 mbar in the crankcase (1) of the engine to reduce the pressure drop between the crankcase (1) of the engine and the combustion chamber (4), which deliberately leads to a reduced the reverse breakthrough of gases and thereby the reduced amount of emitted particles. 2. The device (V) according to claim 1, wherein the guide device (X) comprises an oil separator (16) and a pressure adjusting device (17). 3. The device (V) according to claim 2, in which the oil separator (16) is connected to the crankcase (1) of the engine through the air exhaust element (14.1) and the device (14.3, 14.4) for the oil drain and the device (14.3, 14.4) for the oil drain preferably provided with a check valve (18). 4. The device (V) according to claim 1, wherein the control means (15) is further configured to perform at least one of the following functions: control the removal of air from the crankcase (1) of the engine in front of the compressor (9) of the turbocharger (7) or to the point of attachment (A), preventing air backflow into the crankcase (1) of the engine, and / or limiting the range of the guide device (X) to the point of attachment (A). 5. The device (V) according to claim 1, wherein the guide device (X) in the flow direction (21.1) of charge air behind the throttle element (11) of the charge air supply pipe (21) is connected to this charge air supply pipe (21). 6. The device (V) according to claim 1 or 4, in which a pipe (14.7) for venting the air leaves the means (15) for controlling the air and this pipe (14.7) for venting the air is connected to the inlet connecting pipe (E) in the direction the flow in front of the compressor (9) of the turbocharger (7). 7. The device (V) according to claim 1 or 4, characterized in that the control means (15) comprises a three-way on / off valve. 8. The device (V) according to claim 1 or 4, characterized in that the control means (15) comprises a valve with electromagnetic or pneumatic regulation. 9. Device (V) according to claim 1, characterized in that this pressure determination device (22) is provided for measuring charge air pressure downstream of the throttle element (11) in the charge air supply pipe (21) for supplying charge air to the chamber (4) combustion. 10. The device (V) according to claim 1, characterized in that the said electric or electronic adjustment device for regulating the control means (15) is an engine control unit for regulating the internal combustion engine and further for regulating the control means (15). 11. The device (V) according to claim 1 or 9, characterized in that the control means (15) are controlled by means of the pressure determination device (22) directly and / or without intermediate switching on of the adjustment device. 12. Device (V) according to claim 1 or 9, characterized in that the pressure determination device (22) comprises a limit value switch or the voltage or current output of the pressure determination device (22) is connected to a limit value switch for regulating the means (15) management. 13. The device (V) according to claim 1, characterized in that the set value is set in the variable pressure regulator by means of at least one voltage diagram or current diagram. 14. The device (V) according to claim 1 or 4, characterized in that a control pipe (14.8) for pneumatically regulating the control means (15) departs downstream of the throttle element (11) depending on the charge air pressure downstream of the throttle element (11), preferably by means of a limit switch of the means (15) of the control that operates when the pressure decreases. 15. The device (V) according to claim 1, wherein the pressure adjustment device (17) is configured to set a vacuum of more than 100, 150, 200, 250, 300, or even more than 500 mbar. 16. An internal combustion engine comprising a device (V) according to any one of paragraphs. 1-15. 17. The internal combustion engine according to claim 16, characterized in that it is a gas internal combustion engine or other internal combustion engine with the ignition method used in the Otto engine. 18. A trackless vehicle containing an internal combustion engine according to claim 16 or 17. 19. A trackless vehicle according to claim 18, characterized in that it is an economic vehicle. 20. The method of operation of the device (V) according to any one of paragraphs. 1-15, comprising at least one combustion chamber (4), an engine crankcase (1) and at least one oil separator (16) connected to an engine crankcase (1), wherein, by means of at least one adjustment device (17) pressure set the vacuum in the crankcase (1) of the engine to expediently reduce the pressure differential between the crankcase (1) of the engine and the combustion chamber (4).

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