DE102004038172A1 - Internal combustion engine - Google Patents

Abstract

The invention relates to an internal combustion engine (1) having an intake tract (7) which has at least one first intake line (31) and one second intake line (32), with an exhaust tract (6), the at least one first exhaust line (20) and a second Exhaust line (21), with at least two exhaust gas turbochargers (2a, 2b), each having a turbine (4a, 4b) and a via a rotatable shaft (5a, 5b) to the turbine (4a, 4b) connected to the compressor (3a, 3b ), which in the intake line (31, 32) is arranged, wherein the first exhaust line (20) at least the turbine (4a) of the first exhaust gas turbocharger (2a) and the second exhaust line (21) at least the turbine (4b) of the second exhaust gas turbocharger (2b) is associated with at least two bypasses (56, 57) for the diversion of exhaust gas and / or combustion air and with at least a first exhaust manifold (18) and a second exhaust manifold (19). DOLLAR A According to the invention, the internal combustion engine (1) has a third exhaust line (22) downstream of a junction (40) of the first and second exhaust line (20, 21) with at least one turbine (4c) of another exhaust gas turbocharger (2c). DOLLAR A The invention finds predominantly in motor vehicle application.

Description

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

turbocharger are both foreign-charged as well as self-igniting Internal combustion engines to increase used the cylinder charge. The increase of the cylinder charge leads next an increase in output to an increase in the combustion air ratio and with self-igniting Internal combustion engines to reduce soot formation in the lower and middle load and speed range and can, depending on the combustion temperature, a Reduction of nitrogen oxide emission result.

turbocharger usually consist of two over a fixed shaft coupled turbomachinery, a turbine over acted upon by the expanding exhaust gas mass flow of the internal combustion engine and a compressor that is over the fixed shaft is driven by the turbine and sucked Compressed air. Since turbomachines a behave differently than internal combustion engines applies to make it the exhaust gas turbocharger and / or its periphery so that in both the low and in the upper load and speed range for the desired performance the engine of the exhaust gas turbocharger enough air available becomes.

Of the Exhaust gas turbocharger reacts due to its mass moment of inertia at sudden Increasing the load and / or speed of the internal combustion engine is delayed. This delayed Responsiveness is known under the common name "turbo lag" and draws characterized by the fact that the exhaust gas turbocharger of the internal combustion engine for the corresponding Operating point provides too little air. The bad Responsiveness causes in unsteady operation of the internal combustion engine in addition an insufficient one Acceleration high fuel consumption, with the elimination of poor response can be reduced.

Becomes the turbocharger for designed the rated power point of the internal combustion engine, it is usually for a fast response in the lower and middle load and speed range designed too big and provides unsatisfactory due to its moment of inertia Results of the operating behavior of the internal combustion engine with regard to engine torque, agility and consumption. Different approaches try the response of the exhaust gas turbocharger in said Improve area.

From the generic document DE 102 09 002 A1 is an internal combustion engine with at least a first and a second row of cylinders out, the cylinder banks are assigned at least two exhaust gas turbochargers, each with a charge air compressor and an exhaust gas turbine. The two exhaust gas turbochargers are assigned to the corresponding row of cylinders connected in series, wherein the first of the two exhaust gas turbochargers is greater than the second.

The Exhaust gas turbochargers are each assigned a bypass, so that depending on the operation of the internal combustion engine, the smaller exhaust gas turbocharger or the larger exhaust gas turbocharger switch off, or bypass. In the lower speed range and / or Load range of the internal combustion engine is due to the lower mass moment of inertia Preferably, the smaller of the two turbochargers use. Due to the arrangement of the turbocharger, the maximum possible charge is a two-stage charge.

The The object of the invention is exhaust gas turbocharger in a certain Assign arrangement of an internal combustion engine, such that a high performance due to a high boost pressure in as possible reach every operating point of the internal combustion engine in a short time is, taking into account a consumption-optimized and low-emission Operation of the internal combustion engine.

According to the invention, in an internal combustion engine exhaust gas turbocharger are arranged such that a high boost pressure over a wide operating range of the internal combustion engine can be achieved. The internal combustion engine has at least a first and a second exhaust manifold, and a first and a second exhaust gas line. In each exhaust line, an exhaust gas turbocharger with a turbine is arranged, so that the first exhaust gas line has a first exhaust gas turbocharger with a first turbine and the second exhaust gas line has a second exhaust gas turbocharger with a second turbine. The two exhaust gas lines are downstream of the first and the second turbine of the first and the second exhaust gas turbocharger merge and go after a merger of the first and second exhaust line according to the invention in a common third exhaust line. At least one turbine of another exhaust gas turbocharger is assigned to this third exhaust gas line. As a result of this turbine arrangement results on a suction side of the internal combustion engine at least a two-stage compression of intake combustion air, with three instead of the previously arranged four exhaust gas turbocharger can be used. With this two-stage compression of the intake combustion air is a very high boost pressure feasible.

In An advantageous embodiment according to claim 2 is the first exhaust manifold the first exhaust line and the second exhaust manifold of the second exhaust line assignable. As a result of this assignment, there is the possibility a parallel arrangement of the first and second exhaust gas turbochargers, see that for thermodynamic reasons the first and the second exhaust gas turbocharger can be designed to be the same size as well as independent from each other are operable.

In An advantageous embodiment according to claim 3 is the intake associated with at least a third suction line. As a result of this Assignment is a compressor of the further exhaust gas turbocharger regardless of the first and the second intake pipe can be arranged.

In An advantageous embodiment according to claim 4 is the third Exhaust line associated with a turbine of an additional exhaust gas turbocharger, being the turbine of the additional Exhaust gas turbocharger downstream of the merger and upstream of the turbine the further exhaust gas turbocharger is arranged. As a result of this arrangement results in a further use of the exhaust gas through the turbine of additional Exhaust gas turbocharger. This arrangement has the further advantage of simple structural design, as in a parallel arrangement the turbines a structurally complex arrangement of exhaust gas Lines is necessary.

In a further advantageous embodiment according to claim 5 Compressor of the other and the additional exhaust gas turbocharger in a series arranged such that the compressor of the further exhaust gas turbocharger upstream of the compressor of the additional Exhaust gas turbocharger is arranged. This arrangement allows at least a two-stage compression of the combustion air under consideration a simple structural design considering the arrangement the turbines of the other and the additional exhaust gas turbocharger on the exhaust side. As a result of this arrangement is a maximum of three stages Compression of the combustion air achievable, creating a very high Boost pressure is achievable.

In a further advantageous embodiment according to claim 6 the compressor of the first and second exhaust gas turbocharger in parallel arranged, there also the turbines of the first or second exhaust gas turbocharger are arranged in parallel. The turbines are each an exhaust manifold assigned. Because of the parallel arrangement of the first and second exhaust gas turbocharger the turbines of the first or of the second exhaust gas turbocharger of only a part of the exhaust gas acted upon can, can the first and the second exhaust gas turbocharger are relatively small be built. Due to the relatively small design of the turbocharger are a very high exhaust gas turbocharger speed and a very high pressure ratio achievable. There the first and the second exhaust gas turbocharger are smaller executable as the further and the additional exhaust gas turbocharger, can the small turbocharger in a high-pressure stage and the large turbocharger be divided into a low pressure stage.

In a further advantageous embodiment according to claim 7 the compressor of the first and second exhaust gas turbocharger downstream arranged the compressor of the further exhaust gas turbocharger. The from the Compressor of the further exhaust gas turbocharger achievable pressure ratio is in the downstream compressors of the first and second turbocharger increased again. As in the compressors of the first and second exhaust gas turbocharger a very high pressure ratio achievable due to their size is thermodynamically meaningful the smaller compressors downstream the larger compressor to arrange.

In a further advantageous embodiment according to claim 8 in the exhaust tract a first bypass with a first bypass valve for Bypassing the turbine of the first turbocharger, a second bypass with a second bypass valve bypassing the turbine of the second Exhaust gas turbocharger and a third bypass with a third bypass valve to bypass the turbine further and additional Exhaust gas turbocharger arranged. Due to the bypasses of the turbines are put the corresponding exhaust gas turbocharger out of service. In order to a meaningful operation of the exhaust gas turbocharger with appropriate circuit the bypass valves possible is a fourth in an intake tract of the internal combustion engine Bypass with a fourth bypass valve to bypass the first and / or second exhaust gas turbocharger after the compressor of the fourth exhaust gas turbocharger and in front of the compressors of the first and second exhaust gas turbochargers arranged.

In a further embodiment according to claim 9, the compressed Combustion air through a charge air cooler to increase the thermodynamic Efficiency of the internal combustion engine cooled, advantageously is positioned at a central location in the intake tract. The central place is a position between a merge of all suction lines in which a compressor is arranged and a charge air collector.

In a further embodiment according to claim 10, a charge air cooler is arranged such that the compressed in the low-pressure stage combustion air is cooled before the high-pressure compression. This arrangement results in a further increase in the thermodynamic efficiency of the internal combustion machine.

In A further embodiment according to claim 11 is for cleaning the exhaust gas even at possibly shut down turbines due to open bypasses a catalyst arranged after the third bypass.

In A further embodiment according to claim 12 is in an advantageous Further development to additional Purification of the exhaust gas, a catalyst downstream of the bypass of the first Turbine of the first exhaust gas turbocharger and upstream of the merger of exhaust lines arranged in the first exhaust line.

In A further embodiment according to claim 13 is in an advantageous Further development to additional Purification of the exhaust gas one catalyst downstream of the bypass of the second Turbine of the second exhaust gas turbocharger and upstream of the merger of exhaust lines arranged in the second exhaust line.

In an advantageous development according to claim 14, the Internal combustion engine at least two cylinder banks, thereby providing an advantageous compact design of the internal combustion engine can be displayed.

Further Advantages and expedient designs of the invention are the claims, the figure description and the drawings. there demonstrate:

1 a schematic representation of an internal combustion engine according to the invention with turbocharger and

2 a schematic diagram of a mass flow m. via a pressure ratio p ₂ / p _{1 of} the internal combustion engine according to the invention with exhaust gas turbocharger.

In 1 is an internal combustion engine 1 , a gasoline engine or a diesel engine, shown for a motor vehicle, which is an intake 7 and an exhaust tract 6 having. The intake tract 7 are a first suction line 31 and a second suction pipe 32 assigned. The exhaust tract 6 is a first exhaust system 20 and a second exhaust line 21 assigned. The internal combustion engine 1 is a first turbocharger 2a and a second exhaust gas turbocharger 2 B assigned. The turbocharger 2a . 2 B each include a turbine 4a . 4b , which via a non-rotatable shaft 5a . 5b with a compressor 3a . 3b connected is. The turbine 4a of the first exhaust gas turbocharger 2a is in the first exhaust system 20 the exhaust tract 6 arranged. The turbine 4b the second exhaust gas turbocharger 2 B is in the second exhaust system 21 the exhaust tract 6 arranged. The compressor 3a of the first exhaust gas turbocharger 2a is in the intake pipe 31 the intake tract 7 arranged. The compressor 3b the second exhaust gas turbocharger 2 B is in the intake pipe 32 the intake tract 7 arranged. The exhaust system 20 has a first bypass 56 to divert exhaust gas to the turbine 4a over. The exhaust system 21 has a second bypass 57 to divert exhaust gas to the turbine 4b over.

The turbines 4a and 4b be from the exhaust of the engine 1 driven and driven by the waves assigned to them 5a respectively 5b the corresponding compressor 3a respectively 3b on, so from the compressors 3a and 3b Combustion air can be sucked and compressed.

The internal combustion engine 1 has two cylinder banks 10 . 11 on. The first cylinder bank 10 includes the cylinders 12 . 13 and 14 , The second cylinder bank 11 includes the cylinders 15 . 16 and 17 , The first cylinder bank 10 is a first exhaust manifold 18 and the second cylinder bank 11 is a second exhaust manifold 19 assigned.

The exhaust pipes 20 and 21 go to a merge 40 downstream of the turbines 4a and 4b in a third exhaust gas line according to the invention 22 the exhaust tract 6 the internal combustion engine 1 above. The exhaust system 22 is a turbine 4c another exhaust gas turbocharger 2c assigned.

The intake tract 7 the internal combustion engine 1 has an air filter 44 for cleaning the sucked combustion air. Downstream of the air filter 44 is a third suction pipe 30 provided, wherein a compressor 3c the further exhaust gas turbocharger 2c the third intake pipe 30 assigned. Downstream of the compressor 3c go the third suction line 30 at a junction 41 in the first intake pipe 31 and the second suction pipe 32 above.

The first exhaust manifold 18 the first cylinder bank 10 is the first exhaust system 20 and the second exhaust manifold 19 the second cylinder bank 11 is the second exhaust line 21 assigned.

The third exhaust system 22 points next to the turbine 4c the further exhaust gas turbocharger 2c a turbine 4d an additional exhaust gas turbocharger 2d on, with the turbine 4d downstream of the merge 40 and upstream of the turbine 4c is arranged. A compressor 3d the additional exhaust gas turbocharger 2d is the compressor 3c the further exhaust gas turbocharger 2c within the third intake pipe 30 downstream.

The compressors 3a and 3b the first and the second exhaust gas turbocharger 2a . 2 B are parallel and downstream of the compressor 2c arranged.

The first bypass 56 of the first exhaust line 20 the exhaust tract 6 is a first bypass valve 51 assigned, bringing the admission of the turbine 4a can be regulated by the exhaust gas. Likewise is the second bypass 57 of the second exhaust line 21 the exhaust tract 6 a second bypass valve 52 assigned, bringing the admission of the turbine 4b can be regulated by the exhaust gas. Furthermore, the third exhaust system 22 the exhaust tract 6 a third bypass 58 with a third bypass valve 53 assigned. By means of the third bypass valve 53 is the impingement of the turbine 4c and the turbine 4d controlled by the exhaust gas.

The first intake pipe 31 the intake tract 7 and the second suction pipe 32 the intake tract 7 go downstream of their associated compressor 3a and 3b on another merge 42 in the intake tract 7 in a fourth suction line 33 in the intake tract 7 above. For boost pressure control is the intake 7 the internal combustion engine 1 a fourth bypass 55 with a fourth bypass valve 50 assigned. The fourth bypass 55 is downstream of the junction 41 and upstream of the further merge 42 arranged.

Downstream of the merge 42 has the fourth intake pipe 33 a charge air cooler 45 for cooling the compressed combustion air. The fourth intake pipe 33 flows into a charge air collector 46 the intake tract 7 , which downstream of the intercooler 45 is arranged. The compressed and cooled combustion air passes from the charge air collector 46 starting via inlet channels 12a . 13a . 14a . 15a . 16a and 17a in the cylinders 12 . 13 . 14 . 15 . 16 and 17 , It is also conceivable arrangement of another intercooler not shown in detail in the third intake passage 30 downstream of the compressor 3d the additional exhaust gas turbocharger 2d and upstream of the junction 41 , whereby the thermodynamic efficiency of the internal combustion engine 1 can be increased. In the event that on the fourth turbocharger 2d is omitted, the other not shown in detail intercooler downstream of the compressor 3c and upstream of the junction 41 arranged.

Downstream of the turbine 4c the further exhaust gas turbocharger and downstream of the third bypass 58 is the third exhaust pipe 22 a catalyst 25 assigned to exhaust aftertreatment. Next to the catalyst 25 For example, catalysts are also within the first and second exhaust line 20 and 21 upstream of the merger 40 and downstream of the bypasses 56 respectively 57 conceivable, so that the exhaust gas is already subjected to a first purification in these two catalysts.

The bypass valves 51 . 52 and 53 can assume three main positions that can be controlled independently of each other. In the first main position is the corresponding bypass valve 51 . 52 . 53 closed. The exhaust gas is completely through the corresponding turbine 4a . 4b . 4c . 4d guided, such that the corresponding compressor 3a . 3b . 3c . 3d sucks and compacts.

In the second main position is the corresponding bypass valve 51 . 52 . 53 partially open. The exhaust gas is partly through the corresponding turbine 4a . 4b . 4c . 4d guided and partly at the corresponding turbine 4a . 4b . 4c . 4d passed by. The application of the exhaust gas of the corresponding turbine 4a . 4b . 4c . 4d due to the reduced proportion of exhaust gas is lower than in the first main position of the bypass valve 51 . 52 . 53 , Accordingly, an exhaust gas turbocharger speed of the exhaust gas turbocharger is lower 2a . 2 B . 2c . 2d ,

In the third main position is the corresponding bypass valve 51 . 52 . 53 fully open. The exhaust gas is completely at the corresponding turbine 4a . 4b . 4c . 4d passed over, such that the corresponding turbine 4a . 4b . 4c . 4d is not acted upon by the exhaust gas. The corresponding exhaust gas turbocharger 2a . 2 B . 2c . 2d is thus out of service.

The from the compressor 3c sucked combustion air is in the air filter 44 cleaned and in the compressor 3c from a pressure p ₀ to a pressure p _1c compressed. The compressor 3c downstream compressor 3d compresses the combustion air from the pressure p _1c to a pressure p _1d .

The from the compressor 3a sucked combustion air is from the compressor 3a from the pressure p _1d compressed to a pressure p _1a . The from the compressor 3b sucked combustion air is from the compressor 3b from the pressure p _1d compressed to a pressure p _1b .

In the fourth intake pipe 33 becomes the combustion air of the intake pipes 31 and 32 mixed so that in the suction line 33 guided combustion air has a pressure p ₂ . About the intercooler 45 and the charge air collector 46 the combustion air reaches the pressure p ₂ via intake ducts 12a . 13a . 14a . 15a . 16a and 17a in the cylinders 12 . 13 . 14 . 15 . 16 and 17 ,

About the fourth bypass valve 50 in the bypass 55 which is between the junction 41 and the mouth 42 is arranged, the leadership of the Combustion air to be regulated. The fourth bypass valve may be corresponding to the first, second and third bypass valves 51 . 52 . 53 occupy three main positions.

About the bypasses 55 . 56 . 57 and 58 and the bypass valves 50 . 51 . 52 and 53 are the operating points of the internal combustion engine 1 adjustable. So applies to the open bypass valve 53 in the bypass 58 that the two exhaust gas turbochargers 2c and 2d are out of service and those of the compressors 3a and 3b sucked combustion air with the pressure p ₀ through the two compressors 3c and 3d flows.

With closed bypass valve 53 in the bypass 58 are the two exhaust gas turbochargers 2c and 2d in operation and that of the compressor 3a sucked combustion air is in the compressor 3c from the pressure p ₀ to the pressure p _1c compressed. Subsequently, the combustion air in the compressor 3b compressed to the pressure p _1d . Provided that the bypass valve 50 in the bypass 55 is closed and the bypass valves 51 and 52 the bypasses 56 respectively 57 are also closed, the combustion air can almost uniformly on the two intake pipes 31 and 32 to distribute. Part of the combustion air at the pressure p _1d is from the compressor 3a compressed to the pressure p _1a and the other part of the combustion air with the pressure p _1d is from the compressor 3b compressed to the pressure p _1b . After the merge 42 mixes the combustion air of the two intake pipes 31 and 32 , so that the combustion air in the charge air collector has a pressure p _{2, gesch} . The pressure p _{2, gesch} is the maximum possible pressure of the internal combustion engine according to the invention 1 ,

Provided that the bypass valve 53 is open and the bypass valve 50 in the bypass 55 is closed and the bypass valves 51 and 52 the bypasses 56 respectively 57 are closed, the combustion air is distributed almost equally to the two intake pipes 31 and 32 , Part of the combustion air at the pressure p ₀ is from the compressor 3a compressed to the pressure p _1a and the other part of the combustion air with the pressure p ₀ is from the compressor 3b compressed to the pressure p _1b . After the merge 42 mixes the combustion air of the two intake pipes 31 and 32 , so that the combustion air in the charge air collector 46 has a pressure p _{2, off_1} . Because the combustion air from the compressors 3c and 3d is not compressed, the pressure p _{2, off_1 is} smaller than the pressure p _{2, gesch} .

Provided that the bypass valve 53 opened, the bypass valve 50 in the bypass 55 partially open and the bypass valves 51 and 52 the bypasses 56 respectively 57 are closed, distributes a first and a second part of the combustion air with the pressure p ₀ almost equally to the two intake pipes 31 and 32 , A third part of the combustion air is through the bypass 55 due to the open bypass valve 50 directed. The first part of the combustion air is in the compressor 3a compressed to the pressure p _1a and the second part of the combustion air is in the compressor 3b compressed to the pressure p _1b . After the merge 42 mixes the combustion air of the two intake pipes 31 and 32 as well as the bypass 55 , so that the combustion air in the charge air _collector has a pressure p _{2, off_2} . Because the combustion air from the compressors 3c and 3d is not compressed and part of the combustion air through the bypass 55 is passed, the pressure p _{2, off_2 is} smaller than the pressure p _{2, off_1} . About the bypass valves 51 and 52 the bypasses 56 respectively 57 is the pressure p _{2, off_2} adjustable, with the _proviso that the pressure p _{2, off_2 is} getting smaller, the farther the bypass valves 51 and 52 are open. When the bypass valves 51 and 52 are completely open, is from the cylinders 12 . 13 . 14 . 15 . 16 and 17 the combustion air is sucked in with a pressure p ₀ , since all four exhaust gas turbochargers 2a . 2 B . 2c . 2d are out of order.

Provided that the bypass valve 53 is open and the bypass valve 50 is also open, the combustion air with the pressure p ₀ through the compressor 3c and 3d directed. Because the bypass valve 50 is open, the combustion air is at the compressors 3a and 3b passed over so that the combustion air in the charge air collector 46 has almost the pressure p ₀ . In this case, should also be the bypass valves 51 and 52 the turbines 4a and 4b be closed, otherwise an uncontrolled promotion of the compressor 3a and 3b due to the rotating turbocharger 2a and 2 B could occur.

Provided that the bypass valve 53 closed, the bypass valve 50 in the bypass 55 partially open and the bypass valves 51 and 52 the bypasses 56 respectively 57 are closed, a first and a second part of the combustion air with the pressure p _{1d can} almost uniformly on the two intake pipes 31 and 32 to distribute. A third part of the combustion air is through the bypass 55 due to the opened bypass valve and has the pressure p _1d on. So the first part of the combustion air from the compressor 3a from the pressure p _1d compressed to the pressure p _1a . The second part of the combustion air is from the compressor 3b from the pressure p _1d compressed to the pressure p _1b . After the merge 42 mixes the combustion air of the two intake pipes 31 and 32 and the bypass 55 , so that the combustion air in the charge air _collector has a pressure p _{2, gesch_1} . As a part of the combustion air through the bypass 55 is passed, is the pressure p _{2, gesch_1} smaller than the pressure p _{2, gesch} . About the bypass valves 51 and 52 the bypasses 56 respectively 57 is the pressure p _{2, gesch_1} adjustable. The pressure p _{2, gesch_1} is getting smaller, the farther the bypass valves 51 and 52 are open. Are the bypass valves 51 and 52 fully open, so the combustion air in the charge air collector the pressure p _1d , since the exhaust gas turbocharger 2a and 2 B now out of service.

Provided that the bypass valve 53 closed and the bypass valve 50 is open, the combustion air from the compressors 3c and 3d compressed to the pressure p _1a and points at the junction 41 in the intake tract 7 the pressure p _1d on. Due to the open bypass valve 50 is the combustion air at the compressors 3a and 3b passed over so that the combustion air in the charge air collector 46 has almost the pressure p _1d . In this case, should also be the bypass valves 51 and 52 the turbines 4a and 4b be closed, otherwise an uncontrolled promotion of the compressor 3a and 3b due to the rotating turbocharger 2a and 2 B could occur.

With partially opened bypass valve 53 in the bypass 58 , the two are exhaust gas turbochargers 2c and 2d at a reduced speed in operation and that of the compressor 3a sucked combustion air is in the compressor 3c from the pressure p ₀ to a pressure p _{1c, partially} compressed. Subsequently, the combustion air in the compressor 3b to a pressure p _{1d, part} further compressed. The pressure p _{1d, part} is less than the pressure p _1d and greater than the pressure p ₀ . Provided that the bypass valve 50 in the bypass 55 is closed and the bypass valves 51 and 52 the bypasses 56 respectively 57 are also closed, the combustion air can almost uniformly on the two intake pipes 31 and 32 to distribute. Part of the combustion air at the pressure p _1d is from the compressor 3a compressed to the pressure p _1a and the other part of the combustion air with the pressure p _1d is from the compressor 3b compressed to the pressure p _1b . After the merge 42 mixes the combustion air of the two intake pipes 31 and 32 , so that the combustion air in the charge air collector 46 a pressure p _{2, part} has. As the exhaust gas turbocharger 3c and 3d rotate with reduced exhaust gas turbocharger speed, the pressure p _{2, part} less than the pressure p _{2, gesch} .

Is the bypass valve 53 partially open and the bypass valve 50 in the bypass 55 is also partially open and are the bypass valves 51 and 52 the bypasses 56 respectively 57 closed, a first and a second part of the combustion air distributed with the pressure p _1d almost uniformly on the two intake pipes 31 and 32 , A third part of the combustion air is through the bypass 55 due to the opened bypass valve and has the pressure p _1d on. The first part of the combustion air is from the compressor 3a from the pressure p _1d compressed to the pressure p _1a . The second part of the combustion air is from the compressor 3b from the pressure p _1d compressed to the pressure p _1b . After the merge 42 mixes the combustion air of the two intake pipes 31 and 32 and the bypass 55 , so that the combustion air in the charge air _collector has a pressure p _{2, teil_1} . As a part of the combustion air through the bypass 55 is passed, the pressure p _{2, teil_1} smaller than the pressure p _{2, part} . About the bypass valves 51 and 52 the bypasses 56 respectively 57 is the pressure p _{2, teil_1} adjustable, with the _proviso that the pressure p _{2, teil_1 is} getting smaller, the farther the bypass valves 51 and 52 are open. Are the bypass valves 51 and 52 completely open, so the combustion air in the charge air _collector the pressure p _{1d, teil_1} on, since the exhaust gas turbocharger 2a and 2 B now out of service.

Provided that the bypass valve 53 partially open and the bypass valve 50 completely open is the combustion air from the compressors 3c and 3d compressed to the pressure p _{1d, teil_1} and points at the junction 41 in the intake tract 7 the pressure p _{1d, part} on. Due to the open bypass valve 50 is the combustion air at the compressors 3a and 3b passed over so that the combustion air in the charge air collector 46 almost the pressure p _{1d, part} has. In this case, should also be the bypass valves 51 and 52 the turbines 4a and 4b be closed, otherwise an uncontrolled promotion of the compressor 3a and 3b due to the rotating turbocharger 2a and 2 B is possible.

Depending on the operating point of the internal combustion engine according to the invention 1 can due to the arrangement of the turbocharger 2a . 2 B . 2c . 2d every turbocharger 2a . 2 B . 2c . 2d be switched off individually. For example, the cylinders 12 . 13 and 14 for the operation of the internal combustion engine 1 not needed, so can the exhaust gas turbocharger 2a be shut down by the bypass valve 51 is opened. Is the bypass valve 50 in the intake tract 7 closed, so is the compressor 3c sucked and compressed combustion air in the compressor 3d compressed again and in the compressor 3b again condensed again. As the exhaust gas turbocharger 2a rests, no combustion air from the compressor 3a sucked and compressed. The same applies to a decommissioning of the exhaust gas turbocharger 2 B , where here the bypass valve 52 is opened. The pressure p ₂ in the charge air collector corresponds to a pressure p _{2, silent} .

In addition to the V-shaped arrangement of the cylinder banks is also an arrangement of the cylinder side by side, that is arranged in a row, conceivable. The internal combustion engine 1 then points to the cylinders 12 . 13 . 14 . 15 . 16 . 17 at least two exhaust manifolds or a double-flow exhaust manifold mer, so that each exhaust manifold or each flood of the twin-flow exhaust manifold is assigned to each exhaust line. By this separation of the exhaust system, a parallel arrangement of the first and the second exhaust gas turbocharger is possible. Since this separation of the first and the second exhaust gas turbocharger are small executable, the design of the exhaust gas turbocharger can be realized according to a high-pressure stage. This high-pressure stage only allows a very high boost pressure p ₂ .

As well conceivable is the summary of the third and fourth turbocharger, the exhaust gas turbocharger of the low-pressure stage, in an exhaust gas turbocharger.

2 shows a schematic diagram of a mass flow m. over a pressure ratio p ₂ / p ₁ . In the diagram, the lines of the mass flows are m. different charging method shown. The course of the mass flow m. the internal combustion engine according to the invention 1 is represented by the solid line a. A dashed line b shows an exhaust gas turbocharger combination according to a Registeraufladung. A dotted line c shows an exhaust gas turbocharger combination corresponding to a two-stage charge.

Claims (14)

Internal combustion engine ( 1 ) with an intake tract ( 7 ), the at least one first suction line ( 31 ) and a second suction line ( 32 ), with an exhaust tract ( 6 ), the at least one first exhaust line ( 20 ) and a second exhaust line ( 21 ), with at least two exhaust gas turbochargers ( 2a . 2 B ), each one turbine ( 4a . 4b ) and one on a non-rotatable shaft ( 5a . 5b ) with the turbine ( 4a . 4b ) connected compressors ( 3a . 3b ), which in a suction line ( 31 . 32 ), wherein the first exhaust gas line ( 20 ) at least the turbine ( 4a ) of the first exhaust gas turbocharger ( 2a ) and the second exhaust line ( 21 ) at least the turbine ( 4b ) of the second exhaust gas turbocharger ( 2 B ), with at least two bypasses ( 56 . 57 ) for the diversion of exhaust gas and / or combustion air and with at least one first exhaust manifold ( 18 ) and a second exhaust manifold ( 19 ), characterized in that the internal combustion engine ( 1 ) a third exhaust gas line ( 22 ) downstream of a merge ( 40 ) of the first and second exhaust line ( 20 . 21 ) with at least one turbine ( 4c ) of another exhaust gas turbocharger ( 2c ) having. Internal combustion engine according to claim 1, characterized in that the first exhaust manifold ( 18 ) the first exhaust gas line ( 20 ) and the second exhaust manifold ( 19 ) the second exhaust line ( 21 ) assigned. Internal combustion engine according to claim 1 or 2, characterized in that the intake tract ( 7 ) at least one third suction line ( 30 ) assigned. Internal combustion engine according to one of claims 1 to 3, characterized in that the third exhaust gas line ( 22 ) next to the turbine ( 4c ) of the further exhaust gas turbocharger ( 2c ) a turbine ( 4d ) of an additional exhaust gas turbocharger ( 4d ), which downstream of the merge ( 40 ) and upstream of the turbine ( 4c ) of the further exhaust gas turbocharger ( 2c ) is arranged. Internal combustion engine according to one of claims 1 to 4, characterized in that a compressor ( 3c ) of the further exhaust gas turbocharger ( 2c ) a compressor ( 3d ) of the additional exhaust gas turbocharger ( 2d ) is connected upstream. Internal combustion engine according to one of claims 1 to 5, characterized in that the compressors ( 3a . 3b ) of the first and the second exhaust gas turbocharger ( 2a . 2 B ) are arranged in parallel. Internal combustion engine according to one of claims 1 to 6, characterized in that the compressors ( 3a . 3b ) of the first and the second exhaust gas turbocharger ( 2a . 2 B ) downstream of the compressor ( 3c ) of the further exhaust gas turbocharger ( 2c ) are arranged. Internal combustion engine according to one of claims 1 to 7, characterized in that the exhaust gas tract ( 6 ) the first bypass ( 56 ) with a first bypass valve ( 51 ), the second bypass ( 57 ) with a second bypass valve ( 52 ) as well as a third bypass ( 58 ) with a third bypass valve ( 53 ) and the intake tract ( 7 ) a fourth bypass ( 55 ) with a fourth bypass valve ( 50 ) having. Internal combustion engine according to claim 8, characterized in that the internal combustion engine ( 1 ) after a merge ( 42 ) of the first intake pipe ( 31 ), the second suction line ( 32 ) and the fourth bypass ( 55 ) an intercooler ( 45 ) having. Internal combustion engine according to claim 9, characterized in that the internal combustion engine 1 another intercooler in the third intake line ( 30 ) downstream of the compressor ( 3d ) of the additional exhaust gas turbocharger ( 2d ) and upstream of a branch ( 41 ) of the third intake pipe ( 30 ) in the intake tract ( 7 ) having. Internal combustion engine according to one of claims 8 to 10, characterized in that a catalyst ( 25 ) downstream of the third bypass ( 58 ) in the third exhaust line ( 22 ) is arranged. Internal combustion engine according to claim 11, characterized in that a catalyst downstream of the first bypass ( 56 ) and upstream of the merge ( 40 ) in the first exhaust gas line ( 20 ) is arranged. Internal combustion engine according to claim 12, characterized in that a catalyst downstream of the second bypass ( 57 ) and upstream of the merge ( 40 ) in the second exhaust line ( 21 ) is arranged. Internal combustion engine according to one of claims 1 to 13, characterized in that the internal combustion engine ( 1 ) has one or more cylinder banks.