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An internal combustion engine that includes a crankcase having a crankcase pressure defined within the crankcase relative to an ambient pressure. The crankcase pressure varies in response to operation of the internal combustion engine. A crankcase pressure regulator is in fluid communication with th

An internal combustion engine that includes a crankcase having a crankcase pressure defined within the crankcase relative to an ambient pressure. The crankcase pressure varies in response to operation of the internal combustion engine. A crankcase pressure regulator is in fluid communication with the crankcase, and the crankcase pressure regulator includes a first passageway defining a first flow path, a second passageway defining a second flow path in a parallel arrangement to the first passageway. When the crankcase pressure is less than a first predetermined pressure, the first valve moves to the open position to allow a fluid flow into the crankcase through the first passageway. When the crankcase pressure is greater than a second predetermined pressure, the second valve moves from the closed position to the open position to allow a fluid flow from the crankcase through the second passageway.

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1. An internal combustion engine comprising: a crankcase having a crankcase pressure defined within the crankcase relative to an ambient pressure, the crankcase pressure varying in response to operation of the internal combustion engine;an oil sump pump in fluid communication with the crankcase, the

1. An internal combustion engine comprising: a crankcase having a crankcase pressure defined within the crankcase relative to an ambient pressure, the crankcase pressure varying in response to operation of the internal combustion engine;an oil sump pump in fluid communication with the crankcase, the oil sump pump operable to remove oil and air from the crankcase to reduce the crankcase pressure;a crankcase pressure regulator in fluid communication with the crankcase, the crankcase pressure regulator including, a first passageway defining a first flow path,a second passageway defining a second flow path in a parallel arrangement to the first passageway,a first valve located within the first passageway and movable from an open position to a closed position, the first valve including a biasing member that biases the first valve toward the closed position, anda second valve located within the second passageway and movable from an open position to a closed position, the second valve including a biasing member that biases the second valve toward the closed position;an oil tank;a scavenge discharge line that provides fluid communication between the crankcase, the oil sump pump, and the oil tank;an oil supply pump operable to supply oil to the crankcase; anda crankcase breather line including a first portion that extends between the crankcase pressure regulator and the crankcase to provide fluid communication between the crankcase and the crankcase pressure regulator, and a second portion that extends between the crankcase pressure regulator and the oil tank to provide fluid communication between the crankcase pressure regulator and the oil tank,wherein when the crankcase pressure is less than a first predetermined pressure, the first valve moves from the closed position to the open position to allow a fluid flow into the crankcase through the first passageway while the second valve remains in the closed position to inhibit fluid flow through the second passageway,wherein when the crankcase pressure is greater than a second predetermined pressure, the second valve moves from the closed position to the open position to allow a fluid flow from the crankcase through the second passageway while the first valve remains in the closed position to inhibit fluid flow through the first passageway, andwherein the second predetermined pressure is greater than the first predetermined pressure. 2. The internal combustion engine of claim 1, wherein when the crankcase pressure is greater than the first predetermined pressure and less than the second predetermined pressure, both the first valve and the second valve remain in the closed positions to inhibit fluid flow through the first passageway and the second passageway. 3. The internal combustion engine of claim 1, wherein the crankcase pressure regulator further includes, a body portion,a first aperture formed in the body portion, anda second aperture formed in the body portion, wherein the first passageway defines the first flow path between the first aperture and the second aperture, and wherein the second passageway defines the second flow path between the first aperture and the second aperture. 4. The internal combustion engine of claim 3, wherein the first passageway and the second passageway are defined by the body portion of the crankcase pressure regulator. 5. The internal combustion engine of claim 1, further comprising, a crankcase breather line that extends between the crankcase and the crankcase pressure regulator to provide fluid communication between the crankcase and the crankcase pressure regulator. 6. The internal combustion engine of claim 1, wherein the crankcase pressure regulator further includes, a first aperture formed in the body portion, anda second aperture formed in the body portion, wherein the first passageway defines the first flow path between the first aperture and the second aperture, and wherein the second passageway defines the second flow path between the first aperture and the second aperture, the engine further comprising,a first connector received within the first aperture, the first connector fluidly coupling the first portion of the crankcase breather line to the crankcase pressure regulator; anda second connector received within the second aperture, the second connector fluidly coupling the second portion of the crankcase breather line to the crankcase pressure regulator. 7. The internal combustion engine of claim 1, further comprising, a turbo charger having an inlet, the turbo charger operable to compress engine combustion air; anda vent line that provides fluid communication between the oil tank and the inlet of the turbo charger. 8. The internal combustion engine of claim 1, wherein the first valve includes a valve member and the biasing member of the first valve biases the valve member into the closed position, wherein the second valve includes a valve member and the biasing member of the second valve biases the valve member of the second valve into the closed position. 9. The internal combustion engine of claim 8, wherein the valve member of the first valve includes a ball and the biasing member of the first valve includes a coil spring, and wherein the valve member of the second valve includes a ball and the biasing member of the second valve includes a coil spring. 10. The internal combustion engine of claim 9, wherein the first valve further includes a valve seat integrally formed with the body of the pressure regulator as a single component and the ball of the first valve is biased toward the valve seat, and wherein the second valve further includes a valve seat integrally formed with the body of the pressure regulator as a single component, and the ball of the second valve is biased toward the valve seat of the second valve. 11. The internal combustion engine of claim 8, wherein the difference between the crankcase pressure and the ambient pressure forces the valve member of the first valve against the bias of the biasing member of the first valve to hold the first valve in the open position, and wherein the difference between the crankcase pressure and the ambient pressure forces the valve member of the second valve against the bias of the biasing member of the second valve to hold the second valve in the open position. 12. The internal combustion engine of claim 1, wherein the first predetermined pressure is about negative six pounds per square inch relative to the ambient pressure, and wherein the second predetermine pressure is greater than about zero pounds per square inch relative to the ambient pressure. 13. The internal combustion engine of claim 1, wherein the internal combustion engine is a two-stoke diesel engine. 14. A two-stroke diesel engine comprising: a crankcase having a crankcase pressure defined as a pressure within the crankcase relative to an ambient pressure, the crankcase pressure varying in response to operation of the engine;a crankcase pressure regulator in fluid communication with the crankcase, the crankcase pressure regulator including, a first valve movable from an open position to a closed position, anda second valve movable from an open position to a closed position;an oil sump pump in fluid communication with the crankcase, the oil sump pump operable to remove oil and air from the crankcase to reduce the crankcase pressure;an oil tank;a scavenge discharge line that provides fluid communication between the crankcase, the oil sump pump, and the oil tank;a crankcase breather line including a first portion that extents between the crankcase pressure regulator and the crankcase to provide fluid communication between the crankcase and the crankcase pressure regulator, and a second portion that extends between the crankcase pressure regulator and the oil tank to provide fluid communication between the crankcase pressure regulator and the oil tank;an oil supply pump operable to supply oil from the oil tank to the crankcase;a turbo charger having an inlet, the turbo charger operable to compress engine combustion air; anda vent line that provides fluid communication between the oil tank and the inlet of the turbo charger,wherein when the crankcase pressure is less than a first predetermined pressure, the first valve is held in the open position by the ambient pressure to allow a fluid flow into the crankcase to increase the crankcase pressure while the second valve is held in the closed position,wherein when the crankcase pressure is greater than a second predetermined pressure, the second valve is held in the open position by the crankcase pressure to allow a fluid flow out of the crankcase to reduce the crankcase pressure while the first valve is held in the closed position, andwherein the second predetermined pressure is greater than the first predetermined pressure. 15. The two-stroke diesel engine of claim 14, wherein the first valve includes a valve member and a biasing member that biases the valve member toward the closed position, and wherein the biasing member of the first valve retains the valve member of the first valve in the closed position when the crankcase pressure is greater than the first predetermined pressure, and wherein the second valve includes a valve member and a biasing member that biases the valve member of the second valve toward the closed position, and wherein the biasing member of the second valve retains the valve member of the second valve in the closed position when the crankcase pressure is less than the second predetermined pressure. 16. The two-stroke diesel engine of claim 14, wherein the crankcase pressure regulator further includes, a first aperture,a second aperture,a first passageway defining a first flow path between the first aperture and the second aperture,a second passageway defining a second flow path between the first aperture and the second aperture that is in a parallel arrangement to the first passageway,wherein the first valve is located within the first passageway, andwherein the second valve is located within the second passageway. 17. The two-stroke diesel engine of claim 14, the first valve is a check valve biased toward the closed position, the first valve generally preventing fluid flow out of the crankcase, and wherein the second valve is a check valve biased toward the closed position generally preventing fluid flow into the crankcase.