DE102015118321B4 - Internal combustion engine with switchable row of cylinders - Google Patents

Abstract

Internal combustion engine (10) with at least two exhaust gas turbochargers (13, 14), the internal combustion engine (10) having two rows of cylinders (11, 12), one row of cylinders (12) of which can be switched off, characterized in that the internal combustion engine (10) has a first Has an exhaust gas turbocharger (13) and a second exhaust gas turbocharger (14), with a first row of cylinders (11) being operated continuously during operation of the internal combustion engine (10) and a turbine (15) of the first exhaust gas turbocharger (13) using exhaust gases from this first row of cylinders (11) can be operated, and the second exhaust gas turbocharger (14) is arranged on the exhaust gas side downstream of the first exhaust gas turbocharger (13), the turbine (17) of which can be operated with exhaust gases from both rows of cylinders (11, 12), with both compressed air from the compressor (16) of the first exhaust gas turbocharger (13) and compressed air from the compressor (18) of the second exhaust gas turbocharger (14) reach an intake system (21), from which both rows of cylinders (11, 12) are supplied with compressed air are available.

Description

The invention relates to an internal combustion engine according to the preamble of patent claim 1.

The constantly growing pressure to save fuel means that with further turbo downsizing, the specific power of internal combustion engines or motors continues to rise and as a result the difference between fuel consumption at low power and higher power is drifting apart more and more. With the increase in specific power, more and more components of the internal combustion engine are reaching their performance limits.

A supercharged engine is off DE 10 2012 110 922 A1 known. This has two rows of cylinders and an exhaust gas turbocharger. A first row of cylinders can be operated with air charged by the exhaust gas turbocharger and a second row of cylinders can be operated without charged air. The latter row of cylinders can be switched off, with means being provided for controlling the inflow of air to the intake valves of the two rows of cylinders. The first row of cylinders can also be operated without supercharged air, the respective cylinder of the first row of cylinders being provided with a first intake valve for sucking in supercharged air by means of the exhaust gas turbocharger and a second intake valve for sucking in non-supercharged air. The respective cylinder of the first row of cylinders has a first outlet valve for discharging exhaust gas to the exhaust gas turbocharger and a second outlet valve for discharging exhaust gas bypassing the exhaust gas turbocharger. Such an internal combustion engine has the advantages of relatively small-volume turbo engines and large-volume naturally aspirated engines.

In DE 10 2006 049 144 A1 describes an internal combustion engine in which cylinders can be deactivated in a targeted manner. The internal combustion engine comprises two exhaust gas turbochargers, each with a turbine and a compressor, an exhaust system connecting the turbines of both exhaust gas turbochargers with all cylinders of the internal combustion engine, and a valve arrangement in the exhaust system for specifically directing the exhaust gases so that they flow through one, the other or both turbines of the exhaust gas turbocharger stream.

In DE 10 2006 014 945 A1 describes an exhaust system for an internal combustion engine in which the cylinders cannot be switched off. This internal combustion engine also has two exhaust gas turbochargers.

In GB 2 420 377A an internal combustion engine with two exhaust gas turbochargers is described. A first inlet and outlet valve is connected to a first exhaust gas turbocharger and a second inlet and outlet valve is connected to a second exhaust gas turbocharger, the turbine outlet of which is connected via a line to the turbine of the first exhaust gas turbocharger.

DE 10 2011 090 160 A9 discloses a supercharged internal combustion engine with two rows of cylinders, with a first exhaust gas turbocharger and with a second exhaust gas turbocharger. One of the rows of cylinders can be operated continuously while the other row of cylinders can be switched off.

DE 10 2010 055 059 A1 and DE 198 31 251 A1 disclose other supercharged internal combustion engines.

The object of the present invention is to develop an internal combustion engine of the type mentioned so that it can be operated with low fuel consumption in the cold start phase and in the low to medium load range without increasing fuel consumption in the high load range.

The problem is solved by an internal combustion engine that is designed according to the features of patent claim 1 .

In the internal combustion engine according to the invention, it is provided that it has a first exhaust gas turbocharger and a second exhaust gas turbocharger. In this case, a first cylinder row of the two cylinder rows is operated continuously during operation of the internal combustion engine. A turbine of the first exhaust gas turbocharger can be operated with exhaust gases from this first row of cylinders. The second exhaust gas turbocharger is arranged on the exhaust gas side downstream of the first exhaust gas turbocharger. Its turbine can be operated with exhaust gases from both rows of cylinders. Both compressed air from the compressor of the first exhaust gas turbocharger and compressed air from the compressor of the second exhaust gas turbocharger get into an intake system. The two rows of cylinders can be supplied with compressed air from this intake system.

When the internal combustion engine is started and in a partial load range, the internal combustion engine is operated with one row of cylinders, the first row of cylinders, so that the exhaust gases from the permanently operated row of cylinders are applied to the first exhaust gas turbocharger. The exhaust gases then reach the second exhaust gas turbocharger, which is thereby brought up to speed without the compressor of the second exhaust gas turbocharger being put into operation in the sense of a significant compression of the air.

For a quick start-up two variants are preferably possible: It is the focal engine with one cylinder row, namely the first cylinder row, or operated with both cylinder rows. At full load, the internal combustion engine is operated with both rows of cylinders.

According to a basic design of the internal combustion engine, it is provided that the cylinders of the respective row of cylinders have a common exhaust manifold. Exhaust gas discharged from this bank of cylinders thus passes entirely through this common exhaust manifold. The exhaust manifold of the first row of cylinders is preferably developed in such a way that it has a first output to the turbine of the first exhaust gas turbocharger and a second output, bypassing the turbine of the first exhaust gas turbocharger, directly to the turbine of the second exhaust gas turbocharger. In this case, a closure for releasing or closing the second outlet is additionally provided. In the closed position of the closure, exhaust gas that is routed through this exhaust manifold reaches the turbine of the first exhaust gas turbocharger exclusively through the first outlet. If the closure is in its position opening the second outlet, exhaust gas passes both through the first outlet to the turbine of the first exhaust gas turbocharger and directly, thus bypassing the first exhaust gas turbocharger, directly to the turbine of the second exhaust gas turbocharger.

In contrast, according to an alternative design, the internal combustion engine is designed in such a way that the first row of cylinders has a first exhaust valve and a second exhaust valve for each cylinder. The exhaust gases can be discharged into a first exhaust manifold via the first exhaust valves of the cylinders and into a second exhaust manifold via the second exhaust valves of the cylinders. The first exhaust manifold has an output to the turbine of the first exhaust gas turbocharger and the second exhaust manifold has an output to the turbine of the second exhaust gas turbocharger. In this case, it is therefore not necessary to provide a closure of the type described above, but the passage through the respective first and second exhaust manifold is opened and closed via the first exhaust valves assigned to the first exhaust manifold and the second exhaust valves assigned to the second exhaust manifold .

The internal combustion engine is preferably designed in such a way that a starter catalytic converter is arranged directly downstream of the turbine of the first exhaust gas turbocharger. Such a starter catalytic converter is, in particular, a relatively small-sized catalytic converter which has the function of a starter catalytic converter or pre-catalytic converter.

A main catalytic converter is preferably arranged downstream of a junction of exhaust gas lines of the two rows of cylinders. This main catalytic converter is dimensioned much larger than the starter catalytic converter.

In the internal combustion engine, the intake system is preferably designed in such a way that it has two intake lines. An intake line is associated with the compressor of the second exhaust gas turbocharger and has a valve, in particular a check valve, for preventing an air flow from the intake line of the compressor of the first exhaust gas turbocharger through the intake line of the compressor of the second exhaust gas turbocharger. It is thus ensured that when the compressor of the second exhaust gas turbocharger generates a pressure that is lower than the compressor of the first exhaust gas turbocharger, no compressed air passes through the intake line of the compressor of the second exhaust gas turbocharger via the intake line assigned to the compressor of the first exhaust gas turbocharger. If the second exhaust gas turbocharger is operated at a corresponding speed, so that the compressor of this exhaust gas turbocharger generates a correspondingly high pressure, this compressed air reaches the two rows of cylinders in the opposite direction to the blocking direction of the valve.

The intake system preferably has an air filter downstream of the respective exhaust gas turbocharger and/or an intercooler upstream of the respective exhaust gas turbocharger.

The first exhaust gas turbocharger is in particular one that is relatively small, and the second exhaust gas turbocharger is in particular one that is relatively large in relation to the first exhaust gas turbocharger. Here, the second exhaust gas turbocharger is effective in the upper load range of the internal combustion engine.

The internal combustion engine is designed in particular as a six-cylinder engine. This is, for example, a six-cylinder boxer engine. This six-cylinder engine has three cylinders per cylinder bank.

Further features of the invention result from the subclaims, the attached drawing and the description of two preferred exemplary embodiments shown in the drawing, without being restricted thereto.

• 1 ein erstes Ausführungsbeispiel der Brennkraftmaschine in einer Prinzipdarstellung, bei oben veranschaulichtem Ansaugtrakt und unten veranschaulichtem Abgastrakt, verdeutlicht für den Betriebszustand unmittelbar nach dem Hochdrehen der Brennkraftmaschine beim Start der Maschine sowie für den Zustand des normalen Anfahrens,
• 2 eine Darstellung gemäß der 1, verdeutlicht für den Zustand einer ersten Variante eines schnellen Anfahrens,
• 3 eine Darstellung gemäß der 1 und 2, verdeutlicht für den Zustand einer zweiten Variante eines schnellen Anfahrens,
• 4 eine Darstellung gemäß der 1 bis 3, verdeutlicht für den Zustand des Betriebs der Brennkraftmaschine bei Volllast,
• 5 ein zweites Ausführungsbeispiel der Brennkraftmaschine in einer Prinzipdarstellung, bei oben veranschaulichtem Ansaugtrakt und unten veranschaulichtem Abgastrakt, verdeutlicht für den Betriebszustand unmittelbar nach dem Hochdrehen der Brennkraftmaschine beim Start der Maschine sowie für den Zustand des normalen Anfahrens,
• 6 eine Darstellung gemäß der 5, verdeutlicht für den Zustand einer ersten Variante eines schnellen Anfahrens,
• 7 eine Darstellung gemäß der 5 und 6, verdeutlicht für den Zustand einer zweiten Variante eines schnellen Anfahrens,
• 8 eine Darstellung gemäß der 5 bis 7, verdeutlicht für den Zustand des Betriebs der Brennkraftmaschine bei Volllast.

It shows:

• 1 a first exemplary embodiment of the internal combustion engine in a schematic representation, with the intake tract illustrated above and the exhaust tract illustrated below, illustrated for the operating state immediately after the revving up of the internal combustion engine when starting the machine and for the state of normal starting,
• 2 a representation according to the 1 , clarified for the state of a first variant of a fast start,
• 3 a representation according to the 1 and 2 , clarified for the state of a second variant of a fast start,
• 4 a representation according to the 1 until 3 , clarified for the state of operation of the internal combustion engine at full load,
• 5 a second exemplary embodiment of the internal combustion engine in a schematic representation, with the intake tract illustrated above and the exhaust tract illustrated below, illustrated for the operating state immediately after the internal combustion engine has been revved up when the engine is started and for the state of normal starting,
• 6 a representation according to the 5 , clarified for the state of a first variant of a fast start,
• 7 a representation according to the 5 and 6 , clarified for the state of a second variant of a fast start,
• 8th a representation according to the 5 until 7 , illustrates the state of operation of the internal combustion engine at full load.

1 1 shows an internal combustion engine 10 relating to the first exemplary embodiment, which has a first row of cylinders 11 and a second row of cylinders 12 . The internal combustion engine 10 is a six-cylinder boxer engine with three cylinders per row of cylinders. The three cylinders of the row of cylinders 11 are denoted by the reference numbers 1, 2 and 3, and the three cylinders of the second row of cylinders 12 are denoted by the reference numbers 4, 5 and 6. Each cylinder has two intake valves and two exhaust valves.

The internal combustion engine has a first, relatively small exhaust gas turbocharger 13 and a second, relatively large exhaust gas turbocharger 14 . The first exhaust gas turbocharger 13 has a turbine 15 and a compressor 16, also referred to below as the first turbine 15 and the first compressor 16. The second exhaust gas turbocharger 14 has a turbine 17 and a compressor 18, also referred to below as the second turbine 17 and the second compressor 18.

Based on the intake tract of the internal combustion engine are in the upper area 1 the two rows of cylinders 11 and 12 and the cylinders 1 to 6 are illustrated. An air filter 19 is positioned downstream of the respective compressor 16 or 18 in the intake tract, and an intercooler 20 is positioned upstream of the respective compressor 16 or 18 in the intake tract. An intake system 21 has two intake lines just before the two rows of cylinders 11 , 12 , one intake line 22 being assigned to the first compressor 16 and the other intake line 23 to the second compressor 18 . Before the intake lines 22, 23 come together downstream to the two rows of cylinders 14, 15, the intake line 22 is assigned a check valve 24, which prevents air from flowing from the intake line 22 to the intercooler 20 of the intake line 23. This intake line 23 is released only in the opposite direction of flow.

A throttle valve 25 for controlling the air supply to the internal combustion engine 10 is provided upstream of where the two intake lines 22, 23 come together.

Based on the exhaust tract of the internal combustion engine 10 are in the lower area 1 the two rows of cylinders 11 and 12 and the cylinders 1 to 6 are illustrated. Exhaust gases from cylinders 1 to 3 of the first cylinder bank 11 are discharged through an exhaust manifold 26 , exhaust gases from the second cylinder bank 12 including cylinders 4 to 6 are discharged through an exhaust manifold 27 .

The first exhaust gas turbocharger 13 is connected to the exhaust gas manifold 26 downstream, so that exhaust gas can pass through the exhaust gas manifold 26 to the turbine 15 of the exhaust gas turbocharger 13 . From this turbine 15, the exhaust gas goes directly to a relatively small starter catalyst 28 which is flanged to the turbine 15. The exhaust gas enters a branch line 29 from the starter catalytic converter 28. A line 30 is connected to this and the exhaust manifold 26, which line runs parallel to the starter catalytic converter 28 and has an adjustable exhaust gas valve 31. When the exhaust gas flap 31 is in the closed position, the exhaust gas only enters the turbine 15 from the exhaust manifold 26 and travels from there through the starter catalytic converter 28 to the branch line 29. If the exhaust gas flap 31 is open, exhaust gas can also flow directly from the exhaust gas manifold 26 through the line 30 be routed to branch line 29. The branch line 29 opens into a collecting line 32, which is connected to an inlet of a further catalytic converter 33, which represents a main catalytic converter.

From the second exhaust manifold 27 associated with the second row of cylinders 12 , the exhaust gas passes into a branch line 34 which, together with the branch line 29 associated with the first row of cylinders 11 , opens into the collecting line 32 to the catalytic converter 33 .

Exhaust gas that flows through the catalytic converter 33 and exits from it reaches a pre-silencer 35. Four exhaust lines 36, 37, 38, 39 lead from this, with the exhaust lines 36 to 38 each being assigned an exhaust flap 40. Exhaust gas directed through the exhaust pipe 39 exits through a main muffler 41 from the exhaust system of the internal combustion engine.

The main operating states of the internal combustion engine according to the first embodiment are in the 1 until 4 illustrates:

1 shows the state immediately after starting and revving up the internal combustion engine 10. This starts on all cylinders. After the internal combustion engine 10 has been revved up, the second row of cylinders 12 is immediately switched off and the shut-off flap 31 of the first row of cylinders 11 is closed. The exhaust gas thus first flows via the turbine 15 of the first exhaust gas turbocharger 13 into the relatively small starter catalytic converter 28 and then through the turbine 17 of the second exhaust gas turbocharger 14. This second exhaust gas turbocharger 14 thus remains at speed. After the second exhaust gas turbocharger 14, the exhaust gas flows through the main catalytic converter 33, which is thus brought up to temperature. The small starter catalyst 18 can thus be heated up quickly in an advantageous manner. This leads to fuel savings compared to normal turbo downsizing. The flows of air and exhaust gas in this operating state are illustrated with arrows.

Corresponding arrow representations can also be found in the following figures.

For the driving state of normal starting, the same situation arises as for 1 shown. The second row of cylinders 12 thus remains switched off and the shut-off valve 31 relating to the first row of cylinders 11 remains closed. This small design of the first exhaust gas turbocharger 13 results in a very good response. The speed of the second exhaust gas turbocharger 14 is increased.

2 shows a first variant for the operating state of fast starting. The second row of cylinders 12 is switched on and the exhaust gas is additionally routed via the second exhaust gas turbocharger 14 and this also participates in the supercharging. Regarding the first row of cylinders 11, the exhaust flap 31 is kept closed until the first exhaust gas turbocharger 13 reaches its performance limit. Thereafter, the exhaust flap 31 is opened and the main gas flow flows onto the second exhaust gas turbocharger 14, as a result of which this also supplies compressed air. The exhaust gas flow, which flows via the exhaust gas flap 31 to the second exhaust gas turbocharger 14 , is cleaned via the downstream catalytic converter 33 .

The second variant of fast starting is in 3 clarified. In this case, the second row of cylinders 12 remains switched off. Regarding the first row of cylinders 11, the exhaust flap 31 is kept closed until the first exhaust gas turbocharger 13 reaches its performance limit. Thereafter, the exhaust flap 31 is opened and the main gas stream flows onto the second exhaust gas turbocharger 14, whereby this is also involved in the charging. The exhaust gas flow, which flows via the exhaust gas flap 31 to the second exhaust gas turbocharger 14 , is cleaned via the downstream catalytic converter 33 . In this case, only one bank of the engine is still active.

In the part-load range of the internal combustion engine 10, it is mainly the first row of cylinders 11 that only makes the power available with the first exhaust-gas turbocharger 13 and when the exhaust-gas flap 31 is opened. When accelerating, the states can be passed through as described above. When a maximum power threshold is exceeded, the second row of cylinders 12 is then always active and the shut-off flap 31 of the first row of cylinders 11 is always open.

4 FIG. 12 illustrates this latter condition, in particular the condition of the operation of the internal combustion engine at full load. Both the first row of cylinders 11 and the second row of cylinders 15 are active and the shut-off valve 31 is also open. Thus, both exhaust gas turbochargers 13, 14 are active.

• Das zweite Ausführungsbeispiel unterscheidet sich von demjenigen nach dem ersten Ausführungsbeispiel dadurch, dass statt dem einen, ersten Abgaskrümmer 26 und der Abgasklappe 31 bei dem ersten Ausführungsbeispiel nunmehr, bei Wegfall der Abgasklappe zwei Abgaskrümmer 42, 43 vorgesehen sind. Bei dem zweiten Ausführungsbeispiel gemäß den 5 bis 8 weist die erste Zylinderreihe 11 pro Zylinder ein erstes Auslassventil und ein zweites Auslassventil auf. Hierbei werden die Abgase über die ersten Auslassventile der Zylinder in den Abgaskrümmer 42 und über die zweiten Auslassventile der Zylinder in den Abgaskrümmer 43 ausgegeben. Der Abgaskrümmer 42 weist einen Ausgang zur Turbine 15 des ersten Abgasturboladers 13 und der Abgaskrümmer 43 einen Ausgang zur Turbine 17 des zweiten Abgasturboladers 14 auf. Konkret mündet der Abgaskrümmer 43, genauso wie die Leitung 30 in die Zweigleitung 29. Soll das Abgas nur durch die Turbine 15 des Abgasturboladers 13 strömen, verschließen die Auslassventile, die dem Abgaskrümmer 43 zugeordnet sind, diesen. Soll Abgas nicht nur durch den Abgaskrümmer 42, sondern auch durch den Abgaskrümmer 43 abgeleitet werden, werden alle Auslassventile der ersten Zylinderreihe 11 in deren Öffnungsstellung überführt. Unter diesem Aspekt ergeben sich gemäß der Darstellung der 5 bis 8 die Betriebszustände, wie sie in den 1 bis 4 veranschaulicht sind, entsprechend.

According to the operating conditions described above, according to the 1 until 4 in this episode, clarify the 5 until 8th in this sequence, operating states of the internal combustion engine according to the second embodiment. Parts of these two exemplary embodiments that have the same function or structure are denoted by the same reference numbers for the sake of simplicity. To avoid repetition, the description of the second embodiment is therefore brief:

• The second exemplary embodiment differs from that according to the first exemplary embodiment in that instead of the first exhaust manifold 26 and the exhaust flap 31 in the first exemplary embodiment, two exhaust manifolds 42, 43 are now provided if the exhaust flap is omitted. In the second embodiment according to the 5 until 8th the first row of cylinders 11 has a first exhaust valve and a second exhaust valve per cylinder. Here, the exhaust gases output via the first exhaust valves of the cylinders into the exhaust manifold 42 and via the second exhaust valves of the cylinders into the exhaust manifold 43 . The exhaust manifold 42 has an outlet to the turbine 15 of the first exhaust gas turbocharger 13 and the exhaust manifold 43 has an outlet to the turbine 17 of the second exhaust gas turbocharger 14 . Specifically, the exhaust manifold 43, like the line 30, opens into the branch line 29. If the exhaust gas is to flow only through the turbine 15 of the exhaust gas turbocharger 13, the outlet valves, which are assigned to the exhaust manifold 43, close it. If exhaust gas is to be discharged not only through the exhaust manifold 42 but also through the exhaust manifold 43, all the exhaust valves of the first row of cylinders 11 are moved to their open position. From this point of view, according to the presentation of 5 until 8th the operating states, as in the 1 until 4 are illustrated accordingly.

The invention, including its developments, thus describes an internal combustion engine with which smaller downsizing than with conventional engines is possible. The design of the first exhaust gas turbocharger can be much tighter than before. This exhaust gas turbocharger does not have to achieve its function over the entire engine speed range, since the large, second exhaust gas turbocharger becomes active in the upper load range. This significantly improves the response behavior and improves the range in which the exhaust gas turbocharger can be operated with optimum consumption. The advantages of a turbo engine with an extremely small displacement are combined with the advantage of a large turbo engine. The specific power does not have to be increased any further. Due to the small catalytic converter and small first turbocharger, less energy is required until the small catalytic converter is ready for operation. The first and second bank of cylinders can be designed with normal valve control. This is associated with a cost and weight advantage.

Reference List

1

cylinder

2

cylinder

3

cylinder

4

cylinder

5

cylinder

6

cylinder

10

internal combustion engine

11

First row of cylinders

12

Second row of cylinders

13

First exhaust gas turbocharger

14

Second exhaust gas turbocharger

15

First Turbine

16

First compressor

17

Second turbine

18

Second Compressor

19

air filter

20

intercooler

21

intake system

22

intake line

23

intake line

24

check valve

25

throttle

26

First exhaust manifold

27

Second exhaust manifold

28

starter catalyst

29

branch line

30

Management

31

exhaust flap

32

manifold

33

main catalyst

34

branch line

35

front silencer

36

exhaust line

37

exhaust line

38

exhaust line

39

exhaust line

40

exhaust flap

41

main silencer

42

exhaust manifold

43

exhaust manifold

Claims (9)

Internal combustion engine (10) with at least two exhaust gas turbochargers (13, 14), the internal combustion engine (10) having two cylinder rows (11, 12), one cylinder row (12) of which can be switched off, characterized in that the internal combustion engine (10) has a first Has an exhaust gas turbocharger (13) and a second exhaust gas turbocharger (14), with a first row of cylinders (11) being operated continuously during operation of the internal combustion engine (10) and a turbine (15) of the first exhaust gas turbocharger (13) using exhaust gases from this first row of cylinders (11) operable and the second exhaust gas turbocharger (14) is arranged on the exhaust gas side downstream of the first exhaust gas turbocharger (13), the turbine (17) of which can be operated with exhaust gases from both rows of cylinders (11, 12), with both compressed air from the compressor (16) of the first exhaust gas turbocharger ( 13) and compressed air from the compressor (18) of the second exhaust gas turbocharger (14) reach an intake system (21), from which both rows of cylinders (11, 12) can be supplied with compressed air. internal combustion engine claim 1 , characterized in that the cylinders (1, 2, 3 or 4, 5, 6) of the respective row of cylinders (11 or 12) have a common exhaust manifold (26 or 27). internal combustion engine claim 2 , characterized in that an exhaust manifold (26) of the first row of cylinders (11) has a first outlet to the turbine (15) of the first exhaust gas turbocharger (13) and a second outlet, bypassing the turbine (15) of the first exhaust gas turbocharger (13), directly to the turbine (17) of the second exhaust gas turbocharger (14), and a closure (31) for releasing or closing the second outlet is provided. internal combustion engine claim 1 , characterized in that the first row of cylinders (11) per cylinder (1 or 2 or 3) has a first exhaust valve and a second exhaust valve, exhaust gases passing through the first exhaust valves of the cylinders (1, 2, 3) into a first exhaust manifold (42) and can be discharged via the second exhaust valves of the cylinders (1, 2, 3) into a second exhaust manifold (43), the first exhaust manifold (42) having an outlet to the turbine (15) of the first exhaust gas turbocharger (13) and the second Exhaust manifold (43) has an output to the turbine (17) of the second exhaust gas turbocharger (14). Internal combustion engine according to one of Claims 1 until 4 , characterized in that a starter catalytic converter (28) is arranged immediately downstream of the turbine (15) of the first exhaust gas turbocharger (13). Internal combustion engine according to one of Claims 1 until 5 , characterized in that downstream of a junction (32) of exhaust gas lines (29, 34) of the two rows of cylinders (11, 12) a main catalytic converter (33) is arranged. Internal combustion engine according to one of Claims 1 until 6 , characterized in that the intake system (21) has two intake lines (22, 23), one of the compressor (18) of the second exhaust gas turbocharger (14) assigned intake line (23) having a valve (24), in particular a check valve for preventing an air flow from the intake line (22) of the compressor (16) of the first exhaust gas turbocharger (13) through the intake line (23) of the compressor (18) of the second exhaust gas turbocharger (14). internal combustion engine claim 7 , characterized in that the intake lines (22, 23) upstream of the respective exhaust gas turbocharger (13 or 14) have an air filter (19) and/or downstream of the respective exhaust gas turbocharger (13 or 14) have an intercooler (20). Internal combustion engine according to one of Claims 1 until 8th , characterized in that the internal combustion engine (10) is designed as a six-cylinder engine, in particular as a six-cylinder boxer engine, with three cylinders (1, 2, 3 or 4, 5, 6) per row of cylinders (11 or 12).

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