DE102012110922B4 - Internal combustion engine with cylinder deactivation - Google Patents

Abstract

Internal combustion engine (10) with two cylinder groups (11, 12), wherein a first cylinder group (11) can be operated with air charged by means of an exhaust gas turbocharger (31) and a second cylinder group (12) without charged air, and a cylinder group (12) of the two Cylinder groups (11, 12) can be switched off, means (34, 35) for controlling the inflow of air to intake valves (13, 14; 17) of the two cylinder groups (11, 12) being provided, characterized in that the first cylinder group ( 11) can also be operated without supercharged air, the respective cylinder (1, 2, 3) of the first cylinder group (11) having a first inlet valve (13) for sucking in supercharged air by means of the exhaust gas turbocharger (31) and a second inlet valve (14 ) is provided for sucking in non-charged air, and the respective cylinder (1, 2, 3) of the first cylinder group (11) has a first outlet valve (15) for discharging exhaust gas to the exhaust gas turbocharger (31) and a second outlet valve (16) for discharging exhaust gas, bypassing the exhaust gas turbocharger (31).

Description

The invention relates to an internal combustion engine with two cylinder groups, in which a first cylinder group can be operated with air charged by means of an exhaust gas turbocharger and a second cylinder group can be operated without charged air, and one of the two cylinder groups can be switched off, with means for controlling the inflow of air to the intake valves of the two cylinder groups are provided.

The constantly growing pressure to save fuel in the vehicle sector has led to the fact that large-displacement naturally aspirated engines have almost completely disappeared from the market. Instead of large naturally aspirated engines, small displacements with turbocharging are used, or cylinder deactivation is implemented in naturally aspirated engines. The advantage of the turbo engines lies in the low fuel consumption at low power. However, this is paid for with poorer response behavior and higher consumption with high performance compared to naturally aspirated engines. With cylinder deactivation, fuel savings are low because the entire engine is always used when higher performance is required.

From the DE 33 06 319 A1 an internal combustion engine is known which has two cylinder groups, a first cylinder group being operable with air charged by means of an exhaust gas turbocharger and a second cylinder group being operable without charged air, one of the two cylinder groups being able to be switched off, and means for controlling the inflow of air to the intake valves of both cylinder groups are provided. In this internal combustion engine, which has two groups of cylinders, one group of cylinders can be switched off and is operated with supercharged air. The turbocharger is driven with exhaust gases from the other cylinder group that cannot be switched off.

In the JP S56- 154 127 A describes an internal combustion engine that is operated at part load with a non-supercharged cylinder group, with a further cylinder group being switched on at full load, which is connected to an exhaust gas turbocharger. At part load, the supercharged cylinder group is switched off.

The Post-Released DE 10 2012 106 327 A1 discloses a supercharged internal combustion engine, cylinders of the internal combustion engine being provided with a first intake valve for intake of supercharged air by means of an exhaust gas turbocharger and with a second intake valve for intake of non-supercharged air.

The object of the present invention is to develop an internal combustion engine of the type mentioned at the outset in such a way that it has the advantages of relatively small-volume turbo engines and relatively large-volume naturally aspirated engines.

The object is achieved in that the first cylinder group can also be operated without supercharged air, with the respective cylinder of the first cylinder group being provided with a first inlet valve for sucking in air that has been supercharged by means of the exhaust gas turbocharger and a second inlet valve for sucking in non-supercharged air, as well as the respective cylinder of the first cylinder group has a first exhaust valve for discharging exhaust gas to the exhaust gas turbocharger and a second exhaust valve for discharging exhaust gas bypassing the exhaust gas turbocharger.

Accordingly, the first cylinder group is partially operated with supercharged air. The second cylinder group is operated with air drawn in from the environment, ie without supercharged air. In the first group of cylinders, an intake valve for intake of supercharged air is provided for each cylinder. At the second intake valve of the cylinder of the first cylinder group, ambient air, ie no supercharged air, is sucked in. The second cylinder group is switched off depending on the operating point of the internal combustion engine.

Preferably, two intake manifolds are provided in the first cylinder group. The first intake manifold is for passing boosted air to the first intake valves of the first cylinder group and the second intake manifold is for passing non-boosted air to the second intake valves of the first cylinder group. In particular, the first cylinder group has a controllable actuator for opening and closing an air supply to the relevant intake manifold upstream of the respective intake manifold. Depending on the operating point of the internal combustion engine, the respective actuator is transferred to its open or closed position.

Preferably, a third intake manifold for conducting non-boosted air to the intake valves of the second cylinder group is integral with the second intake manifold of the first cylinder group. In particular, this unit has a common air supply.

As a result, the air charged by the exhaust gas turbocharger is supplied to the first cylinder group via an intake valve in each case. The other inlet valve is connected to the intake system, through which combustion air is also fed to the second cylinder group that can be switched off.

The respective cylinder of the second cylinder group preferably has two intake valves.

The second cylinder group can be switched off in different ways. Switching off takes place, for example, by closing the air supply to the intake manifold of the second cylinder group or by controlling the intake valves of the second cylinder group such that their valve lift is zero.

From the point of view of the design of the internal combustion engine in the area of its exhaust system, it is considered advantageous if the first cylinder group has two exhaust manifolds, the first exhaust manifold being responsible for the passage of exhaust gas from the first outlet valve to the exhaust gas turbocharger and from there to the exhaust system and the second exhaust manifold being responsible for the passage of exhaust gas from the second exhaust valve, bypassing the exhaust gas turbocharger, from the exhaust system.

The first exhaust manifold is thus in each case connected to an outlet valve of the respective cylinder and forwards the exhaust gases to the exhaust gas turbocharger. The second exhaust manifold is also connected to an outlet valve and directs the exhaust gases to the outside or to a catalytic converter, bypassing the exhaust gas turbocharger.

It is considered particularly advantageous if a catalytic converter is arranged in the exhaust system before the turbine, in particular in the gas flow between the first exhaust manifold and the turbine of the exhaust gas turbocharger, this catalytic converter being in particular a relatively small-sized catalytic converter. This catalyst is in particular a pre-catalyst. At least one further main catalytic converter is then arranged downstream of this primary catalytic converter.

In particular, only a single exhaust gas turbocharger is provided in the internal combustion engine.

The exhaust gas system of the internal combustion engine is designed in particular in such a way that the exhaust gas streams, which are routed through the two exhaust manifolds of the first cylinder group and the exhaust manifold of the second cylinder group, combine in a common exhaust line from which two exhaust lines branch off, each of which is assigned a main catalytic converter.

The respective cylinder of the second cylinder group preferably also has two outlet valves. Accordingly, it is considered particularly advantageous if the respective cylinder of the internal combustion engine has two inlet valves and two outlet valves.

The internal combustion engine is designed, for example, as a six-cylinder boxer engine, with three cylinders per cylinder group.

Within the meaning of the description of the invention, the term cylinder group is to be understood comprehensively and thus also includes the design of the internal combustion engine with cylinder groups that are designed as rows of cylinders, thus an internal combustion engine that has two rows of cylinders.

• Es ist eines kleineres Downsizing als bei herkömmlichem Downsizing möglich. Hierbei kann die Auslegung des Abgasturboladers wesentlich schärfer erfolgen als bislang. Der Abgasturbolader muss nicht über den ganzen Drehzahlbereich seine Funktion erreichen, da im oberen Lastbereich der Saugmotor aktiv wird. Dadurch wird das Ansprechverhalten deutlich verbessert und der Bereich, in dem der Abgasturbolader verbrauchsoptimal betrieben wird, verbessert. Es ist überdies nur ein Abgasturbolader erforderlich, womit auch die Größe eines Verwendung findenden Ladeluftkühlers deutlich reduziert werden kann. Dies ist unter dem Aspekt von Package/Gewicht/Kosten von Vorteil. Mit einer Sport-Taste kann dem Fahrerwunsch entsprochen werden, wenn dieser nur einen Saugmotor fahren will. Akustisch ist der Saugmotor immer noch vorhanden und es gibt deutlich mehr Möglichkeiten, wie bei einem reinen Turbo-Motor. Vorteile des Turbomotors mit dem kleinen Hubraum werden mit dem Vorteil eines Saugmotors mit großem Hubraum kombiniert. Die Brennkraftmaschine weist ein geringeres Gewicht auf als eine Brennkraftmaschine, die eine doppelte Turboaufladung besitzt. Durch den kleinen Katalysator und den kleinen Abgasturbolader wird weniger Energie benötigt, bis der Katalysator betriebsbereit ist. Die abschaltbare zweite Zylindergruppe, die ohne eine Aufladegruppe betrieben wird, kann auch ohne komplexe Ventilsteuerungstechnik auskommen. Dies ist von Vorteil unter dem Aspekt der Kosten und des Gewichts.

The internal combustion engine according to the invention has various advantages, taking into account the developments described above:

• Smaller downsizing than conventional downsizing is possible. Here, the design of the exhaust gas turbocharger can be made much more precise than before. The exhaust gas turbocharger does not have to achieve its function over the entire speed range, since the naturally aspirated engine becomes active in the upper load range. This significantly improves the response behavior and improves the range in which the exhaust gas turbocharger is operated with optimum consumption. In addition, only one exhaust gas turbocharger is required, which means that the size of an intercooler that is used can also be significantly reduced. This is advantageous from a package/weight/cost perspective. The driver's request can be met with a sport button if he only wants to drive a naturally aspirated engine. Acoustically, the naturally aspirated engine is still there and there are significantly more options than with a pure turbo engine. Advantages of the turbo engine with the small displacement are combined with the advantage of a naturally aspirated engine with a large displacement. The internal combustion engine has a lower weight than an internal combustion engine that has a double turbocharger. Due to the small catalytic converter and the small exhaust gas turbocharger, less energy is required until the catalytic converter is ready for operation. The switchable second cylinder group, which is operated without a supercharging group, can also do without complex valve control technology. This is advantageous from the point of view of cost and weight.

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

• 1 die Brennkraftmaschine in einer Prinzipdarstellung, bei oben veranschaulichtem Ansaugtrakt und unten veranschaulichtem Abgastrakt, verdeutlicht für den Betriebszustand der Zuführung von Ansaugluft mittels des Abgasturboladers ausschließlich zu den ersten Einlassventilen der ersten Zylindergruppe und Abführung der Abgase von den Zylindern der ersten Zylindergruppe ausschließlich zum Abgasturbolader und von dort aus dem Abgassystem heraus zur umgebenden Luft,
• 2 die Darstellung gemäß 1 für den Zustand der zusätzlichen Zuführung von Ansaugluft über die zweiten Einlassventile der ersten Zylindergruppe und Abführen des Abgases ausschließlich über den Abgasturbolader zur Umgebungsluft,
• 3 eine Darstellung gemäß der 1 und 2, für den gegenüber dem Betriebszustand nach 2 dahingehend veränderten Betriebszustand, dass zusätzlich Saugluft den Einlassventilen der zweiten Zylindergruppe zugeführt wird, und Abgas der ersten Zylindergruppe über den Abgasturbolader und an diesem vorbei der Umgebungsluft zugeführt wird, sowie Abgas der zweiten Zylindergruppe, bei Umgehung des Abgasturboladers, der Umgebungsluft zugeführt wird.

It shows:

• 1 the internal combustion engine in a schematic diagram, with the intake tract illustrated above and illustrated below Exhaust tract, illustrated for the operating state of the supply of intake air by means of the exhaust gas turbocharger exclusively to the first intake valves of the first cylinder group and discharge of the exhaust gases from the cylinders of the first cylinder group exclusively to the exhaust gas turbocharger and from there out of the exhaust system to the surrounding air,
• 2 the representation according to 1 for the state of the additional supply of intake air via the second intake valves of the first cylinder group and discharge of the exhaust gas exclusively via the exhaust gas turbocharger to the ambient air,
• 3 a representation according to the 1 and 2 , for the compared to the operating state after 2 Modified operating state in such a way that intake air is additionally supplied to the intake valves of the second cylinder group, and exhaust gas from the first cylinder group is supplied via the exhaust gas turbocharger and bypasses it to the ambient air, and exhaust gas from the second cylinder group, bypassing the exhaust gas turbocharger, is supplied to the ambient air.

the 1 until 3 illustrate an internal combustion engine 10, which has a first cylinder group 11 or first cylinder row and a second cylinder group 12 or second cylinder row. The internal combustion engine 10 is a six-cylinder boxer engine, with three cylinders per cylinder group. The three cylinders of the first cylinder group 11 are denoted by the reference numerals 1, 2 and 3, the three cylinders of the second cylinder group 12 are denoted by the reference numerals 4, 5 and 6. The cylinders 1, 2 and 3 of the first cylinder group 11 each have two intake valves and two exhaust valves, specifically relating to the respective cylinder 1 or 2 or 3, a first intake valve 13, a second intake valve 14, a first exhaust valve 15 and a second exhaust valve 16

The cylinders 4, 5 and 6 of the second cylinder group 12 each have two intake valves 17 and two exhaust valves 18.

The first cylinder group 11 has a first intake manifold 19 and a second intake manifold 20 and a first exhaust manifold 21 and a second exhaust manifold 22 . The second cylinder group 12 has an intake manifold 23 and an exhaust manifold 24 . The second intake manifold 20 of the first cylinder group 11 and the intake manifold 23 of the second cylinder group 12 form a structural unit with a common air supply line, referred to below as the first intake line 28 .

The first intake manifold 19 is for passing charged air to the first intake valves 13 of the first cylinder group 11 and the second intake manifold 20 is for passing non-charged air to the second intake valves 14 of the first cylinder group 11. The intake manifold 23 is for passing non-charged air to the intake valves 17 of the second cylinder group.

Regarding the exhaust system of the internal combustion engine 10, the first exhaust manifold 21 is used to conduct exhaust gas from the first exhaust valves 15 of the first cylinder group 11 and the second exhaust manifold 22 is used to conduct exhaust gas from the second exhaust valves 16 of the first cylinder group 11. The exhaust manifold 24 is used to conduct exhaust gas Exhaust gas from the exhaust valves 18 of the second cylinder group 12.

Air to be supplied to the combustion process is first conveyed through an air filter 25 in the intake tract into an intake manifold 26 to which a hot-film air mass meter 27 is assigned. In the direction of flow behind this, the intake tract branches into the first intake line 28 and a second intake line 29. The intake line 29 leads to a compressor 30 of an exhaust gas turbocharger 31. Compressed air arrives from the compressor 30 via a line 32, to which an intercooler 33 is assigned the first intake manifold 19 of the first cylinder group 11. In the transition from the line 32 to the first intake manifold 19, an actuator 34 is arranged for opening and closing the air supply to the first intake manifold 19.

The other suction line 28 is also assigned an actuator 35 for opening and closing the air passage through the suction line 28 . Downstream of the actuator 35, the structural unit formed by the two exhaust manifolds 20 and 23 is connected to the suction line 28. Suction air is thus supplied to the second intake manifold of the first cylinder group 11 on the one hand and to the intake manifold 23 of the second cylinder group 12 via the open intake line 28 when the actuator 35 is open.

The first exhaust manifold 21 of the first cylinder group 11 is connected to the turbine 36 of the exhaust gas turbocharger 31 . Exhaust gas from this turbine 36 passes through a first catalytic converter 37 and an exhaust gas line 38 adjoining this into a branching line 39, with each branch line being assigned a catalytic converter 40 or 41, respectively. Exhaust gas exits from these two catalytic converters 40 , 41 into a pre-silencer 42 . Four exhaust lines 43, 44, 45 and 46 lead from this, each of which has an exhaust flap 47 assigned to it is. Exhaust gas, which is conducted through the exhaust pipe 46, hereby passes through a main silencer 48.

Exhaust gas exiting through the second exhaust manifold 22 of the first cylinder group 11 passes via a line 49 downstream of the catalytic converter 37 into the exhaust line 38 and from there via line 39 to the two catalytic converters 40 and 41, and from these, as previously described, to the exhaust pipes 43 to 46 and exhaust gas exits through them into the atmosphere.

Exhaust gas flowing out through the exhaust manifold 24 of the second cylinder group 12 enters a line 50 and from this into the line 39 and from there via the two catalytic converters 40 and 41 to the exhaust pipes 43 to 46 and from there to the ambient air.

A lambda probe 51 is assigned to the line 38 after the access of exhaust gas via the line 49 and a lambda probe 52 is assigned to the line 50 .

The catalyst 37 in the gas flow between the first exhaust manifold 21 and the turbine 36 has relatively small dimensions and has the function of a starter catalyst or pre-catalyst. The other two catalytic converters 40 and 41 represent the main catalytic converters of internal combustion engine 10.

The three basic operating states of the internal combustion engine 10 are in the 1 , 2 and 3 illustrated. 1 shows the state in which only the first cylinder group 11 is operated in turbo mode. 2 shows the operating state in which only the first cylinder group 11 is operated in turbo mode and in suction mode. the 3 illustrates the operating state in which the first cylinder group 11 is operated in turbo and naturally aspirated mode and, in addition, the second cylinder group 12 is operated in naturally aspirated mode. In the 1 until 3 the flow states of intake air and exhaust gas are illustrated.

In pure turbo mode relating to the first cylinder group 11 according to 1 the valve lift of the intake valves 17 of the second cylinder group 12 is zero and, moreover, the actuator 35 is in its closed position. The other actuator 34, which is assigned to the first cylinder group 11, is open, so that intake air is supplied to the first cylinder group 11 via the exhaust gas turbocharger 31 and the first intake manifold 19. The valve lift of the intake valves 14 and exhaust valves 16 of the first cylinder group 11 is zero. Air thus enters the cylinders 1 , 2 , 3 only via the open intake valves 13 of the first cylinder group 11 . Exhaust air passes from the first cylinder group 11 via the turbine 36 and the starter catalytic converter 37 to the two main catalytic converters 40, 41 and from there via the pre-silencer 42 and the exhaust pipe 46 and the main silencer 48 assigned in this exhaust pipe 46 to the ambient air. In the operating state, the other exhaust pipes 43, 44 and 45 are closed by means of the exhaust flaps 47. Only the exhaust flap 47 associated with the exhaust pipe 46 is open.

In turbo suction operation of the first cylinder group 11 according to 2 the two actuators 34, 35 are in their open position and the valve lift of the intake valves 17 of the second cylinder group 12 is zero, whereas the intake valves 14 of the first cylinder group 11 are now open. As a result, not only intake air, as described above, reaches the intake manifold 19 via the intake path of the exhaust gas turbocharger 31 and via the exhaust gas manifold 21 to the mufflers 42 and 48, but additionally intake air, bypassing the exhaust gas turbocharger 31, into the second intake manifold 20 of the first cylinder group 11 Exhaust gas is now also discharged through the exhaust manifold 22 of the first cylinder group 11, into the pre-silencer 42 and from there, with the exhaust pipe 44 additionally open, into the ambient air.

In turbo mode of the first cylinder group and naturally aspirated mode of both the first cylinder group 11 and the second cylinder group 12, as is shown in 3 illustrated are compared to the operating state according to FIG 2 , In addition, the inlet valves 17 of the second cylinder group 12 are opened, so that intake air can be supplied to this cylinder group and exhaust gas from this cylinder group passes through the line 50 into the pre-silencer 42 . In this case, all the exhaust pipes 43 to 46 are open as a result of the associated exhaust flaps 47 being in the open position.

Only in the operating state according to 3 the second cylinder group 12 is thus switched on.

Some advantageous operating states of the internal combustion engine 10 are discussed in detail below:

a. starting the engine

The internal combustion engine 10 starts on all cylinders like a naturally aspirated engine. After revving up, the second cylinder group 12 is switched off immediately and the internal combustion engine 10 according to the state 1 operated. Accordingly, only the first cylinder group 11 is supplied with supercharged air via the first intake manifold 19 by means of the compressor 30 . Exhaust flows only via the turbine 36 into the relatively small starter catalyst gate 37. The advantage of this is a short cold-heating phase. This leads to fuel savings compared to a normal turbodownsizing engine.

b. Normal approach

Here, the second cylinder group 12 remains switched off. With regard to the first cylinder group 11, combustion air is only supplied by means of the compressor 30 through the first intake manifold 19. Due to the very small design of the compressor 30 and the turbine 36 of the exhaust gas turbocharger 31, there is a clear advantage in the response behavior of the internal combustion engine compared to a normal turbodownsizing engine to record.

c. Fast start

The second cylinder group 12 remains switched off. With regard to the cylinder group 11, air is now also supplied via the second intake manifold 20, corresponding to the state in FIG 2 . This makes it possible to increase the filling of the cylinders 1, 2, 3 more quickly in order to also drive the exhaust gas turbocharger 31 more quickly to a relatively higher speed.

i.e. Fastest possible start

All intake valves 13, 14, 17 are switched on, both in relation to the first cylinder group 11 and in relation to the second cylinder group 12, according to the state 3 . In terms of agility, the internal combustion engine 10 behaves like a large-volume naturally aspirated engine and also sounds like it acoustically.

e. partial load range/full load range

In the part-load range, the first cylinder group 11 will primarily provide the power only via the exhaust gas turbocharger 31 . Upon acceleration, the states may be traversed as discussed above. When a maximum power threshold is exceeded, the engine is operated as a naturally aspirated engine with a coupled exhaust gas turbocharger 31. As a result, all intake valves 13, 14, 17 are switched on in the full-load range.

Reference List

1

cylinder

2

cylinder

3

cylinder

4

cylinder

5

cylinder

6

cylinder

10

internal combustion engine

11

First cylinder group

12

Second cylinder group

13

First inlet valve

14

Second inlet valve

15

First exhaust valve

16

Second exhaust valve

17

intake valve

18

outlet valve

19

First intake manifold

20

Second intake manifold

21

First exhaust manifold

22

Second exhaust manifold

23

intake manifold

24

exhaust manifold

25

air filter

26

intake manifold

27

Hot film air mass meter

28

First suction line

29

Second suction line

30

compressor

31

exhaust gas turbocharger

32

Management

33

intercooler

34

actuator

35

actuator

36

turbine

37

catalyst

38

exhaust performance

39

Management

40

catalyst

41

catalyst

42

front silencer

43

exhaust pipe

44

exhaust pipe

45

exhaust pipe

46

exhaust pipe

47

exhaust flap

48

main silencer

49

Management

50

Management

51

Lambda probe

52

Lambda probe

Claims (13)

Internal combustion engine (10) with two cylinder groups (11, 12), wherein a first cylinder group (11) can be operated with air charged by means of an exhaust gas turbocharger (31) and a second cylinder group (12) without charged air, and a cylinder group (12) of the two Cylinder groups (11, 12) can be switched off, means (34, 35) for controlling the inflow of air to intake valves (13, 14; 17) of the two cylinder groups (11, 12) being provided, characterized in that the first cylinder group ( 11) can also be operated without supercharged air, the respective cylinder (1, 2, 3) of the first cylinder group (11) having a first inlet valve (13) for sucking in supercharged air by means of the exhaust gas turbocharger (31) and a second inlet valve (14 ) is provided for sucking in non-supercharged air, and the respective cylinder (1, 2, 3) of the first cylinder group (11) has a first outlet valve (15) for discharging exhaust gas to the exhaust gas turbocharger (31) and a second outlet sventil (16) for discharging exhaust gas, bypassing the exhaust gas turbocharger (31). internal combustion engine claim 1 , characterized in that the first cylinder group (11) has two intake manifolds (19, 20), wherein the first intake manifold (19) the passage of supercharged air to the first intake valves (13) of the first cylinder group (11) and the second intake manifold ( 20) the passage of non-supercharged air to the second intake valves (14) of the first cylinder group (11) is used. internal combustion engine claim 2 , characterized in that the first cylinder group (11) upstream of the respective intake manifold (19, 20) has a controllable actuator (34, 35) for opening and closing an air supply to the relevant intake manifold (19, 20). internal combustion engine claim 2 or 3 , characterized in that a third intake manifold (23) for passing non-supercharged air to intake valves (17) of the second cylinder group (12) forms a structural unit with the second intake manifold (20) of the first cylinder group (11), this unit having a common Air supply (28). Internal combustion engine according to one of Claims 1 until 4 , characterized in that the respective cylinder (4, 5, 6) of the second cylinder group (12) has two inlet valves (17). Internal combustion engine according to one of Claims 1 until 5 , characterized in that the second cylinder group (12) can be switched off by closing an air supply (28) to an intake manifold (23) or by controlling the intake valves (17) of the second cylinder group (12) such that their valve lift is zero. Internal combustion engine according to one of Claims 1 until 6 , characterized in that the first cylinder group (11) has two exhaust manifolds (21, 22), the first exhaust manifold (21) the passage of exhaust gas from the first exhaust valve (15) to the exhaust gas turbocharger (31) and from there from the exhaust system and the the second exhaust manifold (22) serves to conduct exhaust gas from the second exhaust valve (16), bypassing the exhaust gas turbocharger (31), out of the exhaust system. Internal combustion engine according to one of Claims 1 until 7 , characterized in that in the exhaust system in front of the turbine (36), in particular in the gas flow between the first exhaust manifold (21) and the turbine (36) of the exhaust gas turbocharger (31), a catalytic converter (37) is arranged, the catalytic converter (37) is in particular a relatively small-sized catalyst. internal combustion engine claim 8 , characterized in that the catalyst (37) is a pre-catalyst and downstream of this pre-catalyst at least one main catalyst (40, 41) is arranged. Internal combustion engine according to one of Claims 1 until 9 , characterized in that a single exhaust gas turbocharger (31) is provided. internal combustion engine claim 9 or 10 , characterized in that the exhaust gas streams, which are conducted through the two exhaust manifolds (21, 22) of the first cylinder group (11) and the exhaust manifold (23) of the second cylinder group (12), combine in a common exhaust pipe (39), wherein Two exhaust gas lines emanate from this exhaust gas line (39), each of which is assigned a main catalytic converter (40, 41). Internal combustion engine according to one of Claims 1 until 11 , characterized in that the respective cylinder (1, 2, 3, 4, 5, 6) of the internal combustion engine (10) has two inlet valves (13, 14, 17) and two outlet valves (15, 16, 18). Internal combustion engine according to one of Claims 1 until 12 , characterized in that it is designed as a six-cylinder boxer engine with three cylinders (1, 2, 3; 4, 5, 6) per cylinder group (11; 12).

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