DE102012011227A1 - Internal combustion engine for passenger car, has first and second liquid-gas heat exchangers arranged downstream of compressor arranged with air intake, where each of liquid-gas heat exchangers comprises bypass device - Google Patents

Abstract

The engine (10) has an air intake (22) arranged with a compressor (24) for supplying compressible air to the engine. A first liquid-gas heat exchanger (26) and a second liquid-gas heat exchanger (28) are arranged downstream of the compressor. Each of the liquid-gas heat exchangers comprises a bypass device (34, 44) and first and second cooling circuits. The first cooling circuit is a high temperature cooling circuit and the second cooling circuit is a low temperature cooling circuit. The first cooling circuit comprises a cooling water jacket for cooling a combustion chamber (12).

Description

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

Such an internal combustion engine for a motor vehicle is from the DE 10 2007 005 246 A1 known. The internal combustion engine designated there as internal combustion engine comprises an intake tract with a suction line, in which a compressor is arranged. By means of the compressor the air supplied to the internal combustion engine can be compressed. In the intake tract, a first heat exchange device is arranged downstream of the compressor, by means of which the air supplied to the internal combustion engine can be tempered. This first heat exchange device is a charge air cooler for cooling the air. In the intake further downstream of the compressor, a second heat exchange device is arranged, by means of which the air is temperature controlled. The second heat exchange device is a charge air preheating device which is arranged in a bypass line which bypasses the charge air cooler. In other words, the charge air preheating device and the intercooler are connected in parallel.

The DE 10 2008 047 079 A1 discloses an intake module having an entrance area and a plenum area for connection to an internal combustion engine. Between the inlet region and the plenum region, a cooling member is arranged for cooling a gas flow guided from the inlet region via the plenum region to the internal combustion engine. The cooling member has at least one first radiator section and at least one second radiator section and a deflection region arranged with respect to the gas flow between the first and second radiator sections.

From the DE 32 14 205 T2 is an internal combustion engine with at least one exhaust gas turbocharger known, the compressor is connected both via an intercooler and via an air preheater connected in parallel to the air manifold of the internal combustion engine in connection. In this case, a control valve is provided which serves as a function of the idle temperature, the proportion of each flowing to the air manifold cold and / or heated air flow.

Furthermore, the disclosure DE 25 44 471 A1 a turbocharged, working space-forming internal combustion engine with two or more, connected in series exhaust gas turbochargers, which should have wide operating core fields and good efficiencies at low pressure conditions. It is envisaged that the low pressure stage for the full air weight throughput at about 80 to 100% of the rated speed of the engine and the high-pressure stage for a desired torque curve corresponding air weight throughput at low speed of the engine is designed and the high-pressure stage above a predetermined speed abgasseitig partially and controllable bypassed is.

It has been shown that in such an internal combustion engine having at least two heat exchange devices for controlling the temperature of the air to be supplied to the internal combustion engine, operating states can occur which impair an efficient and therefore fuel-efficient operation of the internal combustion engine.

It is therefore an object of the present invention to develop an internal combustion engine for a motor vehicle of the type mentioned in such a way that a particularly efficient operation of the internal combustion engine is realized.

This object is achieved by an internal combustion engine for a motor vehicle having the features of patent claim 1. Advantageous embodiments with expedient and non-trivial developments of the invention are specified in the remaining claims.

Such an internal combustion engine for a motor vehicle, in particular a passenger car, has an intake tract in which at least one compressor is arranged. By means of the compressor, the air supplied to the internal combustion engine is compressible. In the intake tract, a first heat exchange device is arranged downstream of the compressor. Furthermore, a second heat exchange device is arranged in the intake downstream of the compressor. By means of the heat exchange devices, the air supplied to the internal combustion engine is temperature controlled, d. H. changeable in terms of their temperature.

In order to realize a particularly efficient and therefore fuel-efficient operation with only low CO ₂ emissions, it is provided according to the invention that the second heat exchange device downstream of the first heat exchange device and thus connected to this serially or switchable, wherein at least one bypass device is associated with each of the two heat exchange devices by means which the respectively associated heat exchange device can be bypassed by the air. In other words, the second heat exchange device is arranged in an intake line of the intake tract downstream of the first heat exchange device. The first heat exchange device is associated with a first bypass device, by means of which the first heat exchange device from the air handle is. For this purpose, the first heat exchange device comprises at least a first bypass line which is connected on the one hand downstream of the compressor and upstream of the first heat exchange means and on the other hand downstream of the first heat exchange means and upstream of the second heat exchange means to the suction line.

The second heat exchange device is associated with a second bypass device, which comprises at least one second bypass line. The second bypass line is on the one hand downstream of the first heat exchange means and upstream of the second heat exchange means and on the other hand downstream of the second heat exchange means and upstream of the internal combustion engine fluidly connected to the intake manifold, so that the air can bypass the second heat exchange means via the second bypass line.

By using at least one bypass device for each of the heat exchange devices, a particularly high number of different flow paths of the air can be set so that the air can bypass for example both heat exchange devices or only one of the heat exchange devices or the air flows through both heat exchange devices sequentially (serial). As a result, the internal combustion engine according to the invention can be adapted to different operating points in a particularly flexible and needs-based manner with regard to the temperature control of the air by flowing through the corresponding heat exchanger device.

In order to be able to adjust the flow path of the air through the intake tract according to need, the bypass devices are associated, for example, with respective valve devices by means of which the corresponding bypass line can optionally be fluidically released or fluidically blocked. If the corresponding bypass line is fluidically released, the air can flow through the associated heat exchange device via the corresponding bypass line. If the corresponding bypass line is fluidically blocked, then it can not be flowed through by air and the air flows through the corresponding heat exchange device and is optionally tempered by this.

In an advantageous embodiment of the invention, at least one of the heat exchange devices comprises a liquid-gas heat exchanger for controlling the temperature of the air. Preferably, both heat exchange devices comprise a respective liquid-gas heat exchanger for tempering the air. By means of such a liquid-gas heat exchanger, high cooling capacities and / or heat outputs can be displayed in order to cool or heat the air relatively strongly in a particularly short time. The liquid-gas heat exchanger comprises as working medium a liquid by means of which the air can be heated as a gas due to a heat transfer from the liquid to the air or can be correspondingly cooled inversely.

In a particularly advantageous embodiment of the invention, the first heat exchange device comprises a first liquid-gas heat exchanger and the second heat exchange device comprises a second liquid-gas heat exchanger for controlling the temperature of the air, wherein the first liquid-gas heat exchanger with a first cooling circuit and the second liquid Gas heat exchanger is coupled to a different from the first cooling circuit, the second cooling circuit. In this case, a corresponding power for controlling the temperature of the air is distributed to the two cooling circuits, so that both cooling circuits are only slightly loaded, so that their respective components can be made light and small in terms of their weight and / or their outer dimensions. In addition, it is thus possible to temper the air particularly strong, d. H. particularly strong to heat or particularly strong to cool.

It has proven to be advantageous if the first cooling circuit with respect to the second cooling circuit is a high-temperature cooling circuit, while the second cooling circuit with respect to the first cooling circuit is a low-temperature cooling circuit. The high-temperature cooling circuit comprises a first working medium, in particular a first liquid, which serves to cool a relatively strong heating component, in particular the internal combustion engine, is heated due to a heat transfer of the component to the first working fluid of the first cooling circuit and thus, for example - Depending on the temperature level of the air - can be used to cool the air, in particular to pre-cool or preheat.

In a further advantageous embodiment of the invention, the first cooling circuit comprises a cooling device for cooling at least one combustion chamber of the internal combustion engine. The cooling device is, for example, a cooling water jacket, which depends on the first working medium, i. H. the first liquid of the first cooling circuit can be flowed around. As a result, the first working medium is heated, so that it can be used, for example, for preheating the air supplied to the internal combustion engine.

In order to keep the space requirement of the internal combustion engine particularly low, the heat exchange devices are in a further embodiment of the invention in at least one, the Heat exchange devices common housing integrated.

In addition to the described, air-side bypassability of the heat exchange devices, a respective water-side bypassability can also be provided. This means that in a further embodiment of the invention the heat exchange devices each at least one further bypass means is assigned, by means of which the respectively associated heat exchange device of a respective medium, in particular of the respective liquid of the heat exchange means by which the air due to a heat transfer between the medium and the air to be tempered is passable. As a result, the internal combustion engine can be adapted particularly flexibly to different operating points.

Alternatively or additionally, it can be provided that a control device is provided, by means of which a supply of the first heat exchange device and / or the second heat exchange device with the respective medium for temperature control of the air adjustable, d. H. is achievable or preventable. The control device is connected, for example, with a respective pump device for supplying the corresponding heat exchange device with the associated medium, wherein the supply of the associated heat exchange device is terminated with the medium by deactivating the pumping device, so that the air is no longer controlled accordingly.

Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawing. The features and combinations of features mentioned above in the description as well as the features and feature combinations mentioned below in the description of the figures and / or shown alone in the figures can be used not only in the respectively indicated combination but also in other combinations or alone, without the frame to leave the invention.

The drawing shows in:

1 a schematic diagram of an internal combustion engine for a motor vehicle, with an intake in which a compressor of an exhaust gas turbocharger is arranged, downstream of the compressor, two serially connected heat exchange devices are arranged, each associated with a bypass device, wherein the bypass devices are in a first switching state;

2 a further schematic diagram of the internal combustion engine according to 1 wherein the bypass devices are in a second switching state;

3 a further schematic diagram of the internal combustion engine according to 1 and 2 , wherein the bypass devices are in a third switching state;

4 a further schematic diagram of the internal combustion engine according to 1 to 3 , wherein the bypass devices are in a fourth switching state;

5 a diagram illustrating a method for operating the internal combustion engine according to 1 to 4 ;

6 a fragmentary longitudinal sectional view of a further embodiment of the internal combustion engine according to 1 , wherein the bypass devices are in the first switching state;

7 in sections, a further schematic longitudinal sectional view of the intake according to 6 , wherein the bypass devices are in the second switching state;

8th in sections, a further schematic longitudinal sectional view of the intake according to 6 and 7 , wherein the bypass devices are in the third switching state; and

9 in sections, a further schematic longitudinal sectional view of the intake according to 6 to 8th , wherein the bypass devices are in the fourth switching state.

1 shows an internal combustion engine 10 , Which is designed here as a reciprocating internal combustion engine and four combustion chambers in the form of cylinders 12 includes. The internal combustion engine is used for driving a passenger car, with their cylinders 12 arranged in series.

The internal combustion engine 10 includes an in 1 very schematically illustrated exhaust tract 14 in which a turbine 16 an exhaust gas turbocharger 18 is arranged. The turbine 16 is over an exhaust manifold 20 fluidic with the cylinders 12 connected so that in the cylinders 12 emerging exhaust gas to the turbine 16 be guided and the turbine 16 can drive.

The internal combustion engine 10 also includes an intake tract 22 in which a compressor 24 the exhaust gas turbocharger 18 is arranged. Of the compressor 24 is driven by means of the turbine and serves to the internal combustion engine 10 over her intake tract 22 to compress the air to be supplied. A respective directional arrow in 1 to 4 and in 6 to 9 in each case indicates a corresponding flow path of the air through the intake tract 22 at.

In the intake tract 22 a first heat exchange device is arranged, which is the first charge air cooler 26 is designated. Furthermore, in the intake system 22 arranged a second heat exchange device, which as a second intercooler 28 is designated. As 1 it can be seen, are the intercooler 26 . 28 in each case at least partially in a suction line 30 the intake tract 22 arranged and interconnected in series. This means that the second intercooler 28 downstream of the first intercooler 26 is arranged while the first intercooler 26 downstream of the compressor 24 and upstream of the second intercooler 28 is arranged.

In the intake tract 22 is also an air distributor 29 arranged, by means of which the air on the cylinder 12 divisible and to the cylinders 12 is feasible. This is the air distributor 29 fluidic with the cylinders 12 connected. Downstream of the second intercooler 28 and upstream of the air distributor 29 is a throttle 32 provided by means of which the internal combustion engine 10 amount of air to be supplied is adjustable.

The first intercooler 26 is one in 1 not shown, associated with the first cooling circuit and formed as a liquid-gas heat exchanger. The first intercooler 26 To be tempered gas is that of the internal combustion engine 10 air to be supplied. The liquid which serves to temper the air is a first cooling liquid, which represents a first working medium of the first cooling circuit. The first cooling circuit also comprises at least one cooling device in the form of a water jacket, which houses the cylinders 12 surrounds at least partially and which of the first cooling liquid to flow through. This will cause the cylinders 12 cooled. In other words, the first cooling liquid of the first cooling circuit is used to cool the relatively strong heating internal combustion engine 10 , The first cooling circuit can also comprise a further cooling device in the form of a cooling element that can be flowed around by the wind, wherein a heat transfer from the first cooling liquid, which is achieved by the cooling of the internal combustion engine 10 is warmed, on the wind the first cooling liquid is cooled again.

The second intercooler 28 is also formed as a liquid-gas heat exchanger, wherein the means of the second charge air cooler 28 gas to be tempered that of the internal combustion engine 10 is to be supplied air. The second intercooler 28 associated liquid for tempering the air is a second cooling liquid and thus a second working medium or cooling medium of a second cooling circuit, which is different from the first cooling circuit and separate therefrom. The second cooling circuit may comprise a third cooling device in the form of a further, can be flowed around by cooling air cooling element. By means of the further cooling element, the second cooling liquid is to be cooled as a result of a heat transfer from the second cooling liquid to the driving wind. Because of the first cooling circuit, the highly heated internal combustion engine 10 is cooled, the first cooling circuit as a high-temperature cooling circuit and the first intercooler 26 referred to as high-temperature intercooler, while the second cooling circuit as a low-temperature cooling circuit and the second intercooler 28 is referred to as a low-temperature intercooler.

With the first coolant for cooling the internal combustion engine 10 operated or operable, first intercooler 26 is a first bypass device 34 assigned, which is also referred to as the first bypass. The first bypass device 34 includes at least a first bypass line 36 which is at a downstream of the compressor 24 and upstream of the first intercooler 26 arranged, first branch point 38 fluidic with the suction line 30 connected is. The first bypass line 36 is at a downstream of the first intercooler 26 and upstream of the second intercooler 28 arranged, first discharge point 40 fluidic with the suction line 30 connected. Furthermore, the first bypass device comprises 34 as the first valve element, a first, in its construction relatively simple, first flap 42 which is between an in 1 shown closed position and at least one open position is adjustable.

The second intercooler operated or operable with the second coolant 28 is a second bypass device 44 assigned. The second bypass device 44 includes a second bypass line 46 , which at a downstream of the first intercooler 26 and upstream of the second intercooler 28 as well as downstream of the first discharge point 40 arranged, second branch point 48 fluidic with the suction line 30 connected is. Furthermore, the second bypass line 46 at a downstream of the second intercooler 28 arranged, second discharge point 52 fluidic with the suction line 30 connected.

The second discharge point 52 is upstream of the air distributor 29 as well as upstream of the throttle 32 arranged. The second bypass means 44 comprises a second flap as a second valve element 50 which is between an in 1 shown closed position and at least one open position is adjustable. The second bypass device 44 is referred to as a second bypass. The first bypass line 36 serves to that of the internal combustion engine 10 air to be supplied at least partially, in particular completely, upstream of the first intercooler 26 at the first junction 38 to divert and to the first discharge point 40 downstream of the intercooler 26 back into the intake pipe 30 initiate. This allows the branched air the first intercooler 26 handle without the first intercooler 26 the temperature of these air, that is heated or cooled. In addition, so can flow losses caused by the passage of air through the first intercooler 26 arise, be avoided. The same applies to the second intercooler 28 and the second bypass device 44 , By means of the second bypass line 46 can that of the internal combustion engine 10 air to be supplied at least partially, in particular completely, at the second branch point 48 from the intake pipe 30 branched off and to the second discharge point 52 downstream of the second intercooler 28 again the intake pipe 30 be supplied, so that the branched air the second intercooler 28 bypasses and thus not tempered by this, that is heated or cooled. This allows flow losses resulting from the passage of air through the second intercooler 28 can result.

The high temperature intercooler (first intercooler 26 ) can be bypassed, for example, when the temperature of the air due to the compression by means of the compressor 24 is lower than the temperature of the first cooling liquid or only slightly higher. The low temperature intercooler (second intercooler 28 ) can be bypassed, for example, if the temperature of the air, which is also referred to as charge air due to its compression, only slightly above the temperature of the air in its uncompressed state, ie upstream of the compressor 24 , lies. This allows, for example, the flow losses due to a flow resistance of the low-temperature charge air cooler in a suction operation of the internal combustion engine 10 avoid. Furthermore, for example, at low partial load of the internal combustion engine 10 the first bypass line 36 the high-temperature intercooler be closed again, so that by means of the high-temperature intercooler preheated air is sucked in with low density, which keeps low charge exchange losses due to heat throttling.

The flaps 42 . 50 can have a very simple structure and thus low costs, since no high pressure difference exists and thus no high tightness is required. By the need-based adjustment of the flaps 42 . 50 and thus the need-based setting of the corresponding flow path of the air through the intake tract 22 can improve the performance and fuel economy of the internal combustion engine 10 positively influenced. In particular, it is possible to relieve the low-temperature cooling circuit, so that its further cooling element can be made small and lightweight with regard to its weight and its performance as well as its outer dimensions. This keeps the weight, the cost and space requirements of the internal combustion engine 10 low.

1 shows a first switching state of the flaps 42 . 50 , which, for example, in a full load operation or in a full load near operating range of the internal combustion engine 10 is set, wherein the temperature of the compressed air is higher than the temperature of the first cooling liquid. As the flaps 42 . 50 are in their respective closed position, the bypass lines 36 . 46 fluidly obstructed, so that the air both the first intercooler 26 as well as the second intercooler 28 flows through. As a result, the air is in two stages, first by means of the first intercooler 26 and subsequently (serially) by means of the second intercooler 28 cooled with the advantage of relieving the low-temperature cooling circuit.

2 shows the bypass facilities 34 . 44 or their flaps 42 . 50 in a second switching state. The second flap 50 is still in its closed position while the first flap 42 is in its open position. In this open position, the air at the first branch point 38 diverted and bypasses the first intercooler 26 over the first bypass line 36 , The first intercooler 26 Surrounding air is not through the first intercooler 26 tempered. The second switching state is set, for example, when the internal combustion engine 10 is supplied with compressed air, but the temperatures of the compressed air are below the temperature of the first cooling liquid. Here also the low-temperature cooling circuit is relieved. Furthermore, pressure losses due to the flow through the first intercooler 26 avoided.

3 shows the bypass facilities 34 . 44 in a third switching state. Here are both flaps 42 . 50 in their respective open position. The air is now at the second branch point 48 diverted so that they have the second intercooler 28 bypasses and is not tempered by this. This switching state is set, for example, in the region of the full suction load, in which the internal combustion engine 10 in one Suction operation is operated. In suction mode, the air is not through the compressor 24 compacted. In the third switching state, both intercoolers 26 . 28 bypassed, so that pressure and throttle losses are avoided.

4 shows the bypass facilities 34 . 44 in a fourth switching state, which is set, for example, at low partial load. The first flap 42 is in its closed position while the second flap 50 is in its open position. This is the first intercooler 26 flows through the air, while the second intercooler 28 bypassed, with the benefit of one through the second intercooler 28 To avoid caused pressure loss and to reduce the density of the air by heating from (heat throttling), without having to accept throttle losses.

5 shows a diagram 54 to illustrate a method for operating the internal combustion engine 10 , In other words, the diagram illustrates 54 a control strategy for adjusting the flaps 42 . 50 , On the abscissa 56 of the diagram 54 is the boost pressure of the compressor 24 plotted compressed air while on the ordinate 58 Positions of the flaps 42 . 50 are applied. With 60 is the in 1 and 4 shown closed position of the first flap 42 designated while with 62 in the 2 and 3 shown open position of the first flap 42 is designated. In 5 is with 64 in the 1 and 2 shown closed position of the second flap 50 designated while with 66 in the 3 and 4 shown open position of the second flap 50 is designated. The flow path of the air through the intake tract 22 and thus an individual and needs-based flow through the intercooler 26 . 28 in corresponding load ranges of the internal combustion engine 10 can with a stepped or at least substantially continuous adjustment of only two flaps 42 . 50 z. B. after the in 5 illustrated strategy can be realized. This means the flaps 42 . 50 Also in intermediate positions between the respective closed position and open position is adjustable, so that the corresponding bypass line 36 . 46 only partially released and partially fluidly blocked.

This regulated intercooling of the internal combustion engine 10 allows the flexible and varied adaptation of the internal combustion engine 10 at different operating points, which benefits their efficient and thus fuel-efficient operation.

The flaps 42 . 50 themselves may have a relatively simple structure and be made for example of a plastic, since requirements for tightness and pressure stability are relatively low. A seal of the flaps 42 . 50 in its closed position and open position is not necessarily provided, but may be advantageous to avoid even noise.

A gradual adjustment of the flaps 42 . 50 keeps the regulatory effort low. Here are the flaps 42 . 50 only adjustable between the respective open position and the respective closed position. It can be assumed that when the bypass line is open 36 . 46 due to the corresponding flow resistance only a little air through the corresponding intercooler 26 . 28 will flow what is to be tolerated.

As based on 1 to 4 is shown, the intercooler 26 . 28 separately formed, that is accommodated in separate housings and be individually hosed.

6 to 9 show an alternative embodiment of the internal combustion engine 10 in which the intercooler 26 . 28 in a common housing 68 are integrated. The intercooler 26 . 28 can also be used as an integrated intercooler in the suction line 30 and in particular in the air distributor 29 be arranged by yourself. In case of integration it is possible to use the flaps 42 . 50 and appropriate channels sent into the common housing 68 or in the air distributor, also referred to as suction tube 29 to integrate.

The flaps 42 . 50 can thereby over the entire width of the intercooler 26 . 28 can be arranged, whereby a large cross section and thus a low flow resistance can be achieved without the flaps 42 . 50 and the bypass lines 36 . 46 in 6 to 9 To have to perform particularly high cutting planes shown. This is also a deflection and thus low-loss and uniform loading of respective radiator networks or radiator fins 70 . 72 the intercooler 26 . 28 reached. Depending on the space requirements, a different arrangement may be provided and advantageous.

In addition to the basis of 1 to 9 described, airside bypass the intercooler 26 . 28 it is also possible to provide a liquid-side or water-side bypassability and / or shut-off capability. In other words, a third bypass device may be provided, which is the first intercooler 26 is assigned and by means of which the first intercooler 26 is bypassed by the first cooling liquid, so that a heat transfer between the first cooling liquid and the first charge air cooler 26 and possibly the first intercooler 26 flowing through Air is avoided. Correspondingly, a fourth bypass device may be provided, which is the second intercooler 28 is assigned and by means of which the second intercooler 28 is bypassed by the second cooling liquid. due to the bypass of the second intercooler 28 no heat transfer between the second cooling liquid and the second charge air cooler takes place through the second cooling liquid 28 or the optionally the second intercooler 28 flowing air.

Alternatively or additionally, the supply of the intercooler 26 . 28 With the appropriate cooling liquids variably adjusted, ie performed or prevented. The low-temperature circuit (second cooling circuit) includes, for example, a pump device, in particular a circulation pump, by means of which the second cooling liquid to the second charge air cooler 28 is eligible. If this electric circulation pump is switched off, the water-side flow through the low-temperature intercooler is terminated, ie blocked.

Alternatively or additionally, the high-temperature cooling circuit may include a pumping device, in particular a circulation pump, by means of which the high-temperature charge air cooler is to be supplied with the first cooling liquid. If the circulation pump of the high-temperature cooling circuit is turned off and the water-side flow of the high-temperature intercooler locked, ie ended. Thus, a particularly rapid heating of the internal combustion engine 10 be achieved after a cold start. Also, a caster of the electric circulation pump of the high-temperature cooling circuit in time after activation of the internal combustion engine 10 can be performed, for example, heat accumulation through the high-temperature intercooler in the intake 22 and in particular in the intake manifold to avoid.

To pollutant emissions of the internal combustion engine 10 to keep low, an in 1 to 9 Not shown exhaust gas recirculation device may be provided by means of which exhaust gas from the exhaust system 14 to the intake tract 22 traceable and in the intake tract 22 can be introduced. The introduction of the exhaust gas can preferably take place at a third point of introduction, which downstream of the high-temperature charge air cooler or downstream of both intercooler 26 . 28 is arranged.

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Cited patent literature

• DE 102007005246 A1 [0002]
• DE 102008047079 A1 [0003]
• DE 3214205 T2 [0004]
• DE 2544471 A1 [0005]

Claims (8)

Internal combustion engine ( 10 ) for a motor vehicle, with at least one in an intake system ( 22 ) of the internal combustion engine ( 10 ) arranged compressors ( 24 ), by means of which the internal combustion engine ( 10 ) is compressible, with a in the intake tract ( 22 ) downstream of the compressor ( 24 ), first heat exchange device ( 26 ) and with one in the intake tract ( 22 ) downstream of the compressor ( 24 ), second heat exchange device ( 28 ), by means of which the air can be tempered, characterized in that the second heat exchange device ( 28 ) downstream of the first heat exchange device ( 26 ) and the heat exchange devices ( 26 . 28 ) at least one bypass device ( 34 . 44 ) is assigned, by means of which the respectively associated heat exchange device ( 26 . 28 ) is bypassed by the air. Internal combustion engine ( 10 ) according to claim 1, characterized in that at least one of the heat exchange devices ( 24 . 44 ) a liquid-gas heat exchanger ( 26 . 28 ) for tempering the air. Internal combustion engine ( 10 ) according to one of claims 1 or 2, characterized in that the first heat exchange device ( 26 ) a first liquid-gas heat exchanger ( 26 ) and the second heat exchange device ( 28 ) a second liquid-gas heat exchanger ( 28 ) for tempering the air, wherein the first liquid-gas heat exchanger ( 26 ) with a first cooling circuit and the second liquid-gas heat exchanger ( 28 ) is coupled to a different from the first cooling circuit, the second cooling circuit. Internal combustion engine ( 10 ) according to claim 3, characterized in that the first cooling circuit with respect to the second cooling circuit is a high-temperature cooling circuit and the second cooling circuit with respect to the first cooling circuit is a low-temperature cooling circuit. Internal combustion engine ( 10 ) according to one of claims 3 or 4, characterized in that the first cooling circuit comprises a cooling device for cooling at least one combustion chamber ( 12 ) of the internal combustion engine ( 10 ). Internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that the heat exchange devices ( 26 . 28 ) in at least one, the heat exchange devices ( 26 . 28 ) common housing ( 68 ) are integrated. Internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that the heat exchange devices ( 26 . 28 ) in each case at least one further bypass device is assigned, by means of which the respective associated heat exchange device ( 26 . 28 ) of a respective medium of the heat exchange devices ( 26 . 28 ), by means of which the air is to be tempered due to a heat transfer between the medium and the air, can be bypassed. Car with an internal combustion engine ( 10 ) according to any one of the preceding claims.

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