DE102015208538B3 - motor vehicle - Google Patents

Abstract

A motor vehicle (10) is provided which comprises an internal combustion engine (11) having a plurality of cylinders (20), a supply air tract (12), an exhaust tract (13) having a first exhaust gas line (36) and a first exhaust gas turbocharger (14). The first exhaust gas turbocharger (14) has a first exhaust gas turbine (15) arranged in the first exhaust gas line (36) and a first compressor (16) arranged in the supply air tract (12) and transmitting torque to the first exhaust gas turbine (15). The cylinders (20) each have a first outlet valve (21) which is fluid-conductively connected to the first exhaust gas line (36). A first group of cylinders (20) can be deactivated. According to the invention, the exhaust tract (13) comprises a second exhaust line (37) and a second group of cylinders (20) each have a second exhaust valve (22) which is fluid-conductively connected to the second exhaust line (37). The motor vehicle (10) has a second exhaust-gas turbocharger (17) with a second exhaust-gas turbine (18) arranged in the second exhaust-gas line (37) and a second compressor (19) arranged in the supply air tract (12) and torque-transmittingly connected to the second exhaust-gas turbine (18) ,

Description

The present invention relates to a motor vehicle with a multi-cylinder internal combustion engine wherein a first group of cylinders is deactivated.

From the DE 202013103022 U1 is an internal combustion engine having a plurality of cylinders, which are grouped into a first and a second cylinder group, wherein the cylinders of the second cylinder group are deactivated in a partial load operation of the internal combustion engine, known.

In addition, motor vehicles with internal combustion engine and turbocharger are known in the art. For example, shows the DE 102013203042 A1 an exhaust gas turbocharger for an internal combustion engine, with an oil-lubricated bearing, a supply line for the oil and a flow limiter for the oil.

From the DE 102004028482 A1 an internal combustion engine is known with a turbocharger device having at least a first and a second turbocharger, the compressor of turbochargeable turbines can be driven, wherein the first turbocharger in a first exhaust line of a first group of exhaust valves of the internal combustion engine and a second turbocharger in a second exhaust line of a second group of exhaust valves is arranged. At least part of the cylinders of the internal combustion engine is connected to both turbochargers on the outlet valve side.

The DE 202014100426 U1 discloses a supercharged internal combustion engine having at least two cylinders, in which each cylinder has at least one outlet opening, followed by an exhaust pipe for discharging the exhaust gases via Abgasabführsystem connects. Each cylinder has at least one inlet opening, which is followed by a suction line for supplying charge air via the intake system. At least two cylinders are configured in such a way that they form at least two groups, each with at least one cylinder, wherein the at least one cylinder of a first group is also a cylinder in operation during partial shutdown of the internal combustion engine and the at least one cylinder of a second group as load-dependent switchable cylinder is formed. The exhaust gas lines of the cylinders of each cylinder group lead together to form an exhaust gas manifold, forming an exhaust gas manifold. At least one exhaust-gas turbocharger is provided, which comprises a turbine arranged in the exhaust-gas removal system and a compressor arranged in the intake system. At least two exhaust gas turbochargers are provided, wherein the turbine of a first exhaust gas turbocharger in the first exhaust line of the first cylinder group and the turbine of a second exhaust gas turbocharger in the second total exhaust line of the second cylinder group is arranged and the two associated compressor of the at least two turbochargers are arranged in parallel in the intake system.

An internal combustion engine having a plurality of cylinders, of which at least one part can be switched off during operation, starts from the DE 10204482 A1 out. The cylinders that can be switched off during operation are designed for high load operating points and the remaining cylinders are designed for low load operating points. The cylinders designed for operating points with a high load can be assigned a first exhaust gas turbocharger and the cylinders designed for operating points with low load can be assigned a second exhaust gas turbocharger, the first exhaust gas turbocharger having a larger air flow rate than the second exhaust gas turbocharger.

The present invention has for its object to improve the exhaust system and the supply air for a motor vehicle with internal combustion engine with cylinder deactivation.

This object is achieved with a motor vehicle according to claim 1. Advantageous developments of the invention are specified in the subclaims and described in the description.

The motor vehicle according to the invention comprises an internal combustion engine having a plurality of cylinders, a supply air tract, an exhaust tract having a first exhaust gas line, and a first exhaust gas turbocharger. The first exhaust gas turbocharger has a first exhaust gas turbine arranged in the first exhaust gas line and a first compressor arranged in the supply air tract and connected in a torque-transmitting manner to the first exhaust gas turbine. The cylinders each have a first outlet valve, which is fluid-conductively connected to the first exhaust gas line. A first group of cylinders can be deactivated. According to the invention, the exhaust gas tract comprises a second exhaust gas line, and a second group of the cylinders each has a second exhaust valve, which is fluid-conductively connected to the second exhaust gas line. The motor vehicle additionally has a second exhaust gas turbocharger with a second exhaust gas turbine arranged in the second exhaust gas line and with a second compressor arranged in the supply air tract and torque-transmittingly connected to the second exhaust gas turbine.

This is advantageous for an operation in which all the cylinders of the internal combustion engine are in working mode, and for operation in which cylinders of the first group are deactivated and in the shutdown mode, separate exhaust ducts are provided. The exhaust system can thus the various Operating conditions are better adapted. There is provided an exhaust tract for an internal combustion engine with cylinder deactivation, which does not require any special valves.

If all cylinders are in working mode, the exhaust gas can thus be deprived of energy by means of the first exhaust gas turbine. During a cylinder deactivation, when cylinders of the first group are in the switch-off mode, energy can be withdrawn from the exhaust gas by means of the second exhaust gas turbine.

In an advantageous embodiment of the motor vehicle according to the invention, the first exhaust gas turbine has a variable turbine geometry.

The variable turbine geometry serves to improve the behavior of the turbocharger at different speed and load conditions and to improve the response of the internal combustion engine.

In a further advantageous embodiment of the motor vehicle according to the invention, the second exhaust gas turbine on a non-variable turbine geometry.

The exhaust gas turbine is designed for the conditions prevailing during cylinder deactivation and operates at an optimum operating point. The range in which a cylinder deactivation can be made is increased by the charge by means of the second compressor and the resulting improved performance of the internal combustion engine. The motor vehicle can thus be operated more efficiently.

In a further advantageous embodiment of the motor vehicle according to the invention the supply air tract comprises a first Zuluftstrang and a second Zuluftstrang. The first compressor is in the first supply air line and the second compressor is arranged in the second supply air line.

Elaborate arrangements with special valves can be omitted.

In a further advantageous embodiment of the motor vehicle according to the invention, the first exhaust valve has a larger flow cross-section than the second exhaust valve.

The exhaust valves are thus optimized for the conditions prevailing during their intended operations.

In a further advantageous embodiment of the motor vehicle according to the invention, the motor vehicle has a charge air cooler arranged in the supply air tract.

The intercooler cools the supply air, which can increase the load on the cylinders.

In a further advantageous embodiment of the motor vehicle according to the invention, the internal combustion engine has four of the cylinders arranged in series, wherein the two inner cylinders can be deactivated.

In particular, the in-cylinder four-cylinder engine with cylinder deactivation can be optimized by the present invention in terms of efficiency and responsiveness.

Embodiments of the invention will be explained in more detail with reference to the drawing and the description below. It shows:

1 an inventive motor vehicle in an exemplary embodiment.

In the 1 is the motor vehicle according to the invention 10 shown schematically in an exemplary embodiment. The car 10 has an internal combustion engine 11 for driving the motor vehicle 10 on. In addition, the motor vehicle has 10 via a supply air tract 12 which is designed to the internal combustion engine 11 supply air 32 for its operation. For deriving an operation of the internal combustion engine 11 resulting exhaust gas 33 has the motor vehicle 10 over an exhaust tract 13 ,

The exhaust tract 13 has at least partially two exhaust strands 36 . 37 on. So includes the exhaust tract 13 a first exhaust line 36 and according to the invention a second exhaust line 37 , The second exhaust system 37 is really parallel to the first exhaust system 36 arranged. Both exhaust pipes 36 . 37 thus have the same flow direction.

The internal combustion engine 11 has several cylinders 20 in particular four cylinders arranged in a row 20 , Each of the cylinders 20 includes a first exhaust valve 21 through which the exhaust gas passes 33 out of the cylinder 20 can be discharged into the first exhaust system 36 the exhaust tract 13 into it. The first exhaust valve 21 is therefore fluid-conducting with the first exhaust gas line 36 connected. Preferably, each of the cylinders 20 a single first exhaust valve 21 on.

The internal combustion engine 11 includes a first group of cylinders 20 which are deactivatable. Deactivatable in the sense of this invention means a shutdown of the cylinder 20 during operation of the internal combustion engine 11 with the remaining non-switched cylinders 20 will continue. The deactivated cylinders 20 are in a shutdown mode and the non-deactivated cylinders 20 are in a working mode. The Cylinder deactivation is a known technique. In the exemplary embodiment shown, the inner two cylinders 20 assigned to the first group.

According to the invention, the internal combustion engine comprises 11 also a second group of cylinders 20 , each at least a second outlet valve 22 exhibit. Through the second outlet valve 22 the exhaust gas can pass through it 33 out of the cylinder 20 are discharged into the second exhaust line 37 the exhaust tract 13 into it. The second exhaust valve 22 is therefore fluid-conducting with the second exhaust gas line 37 connected. In the exemplary embodiment shown, the outer cylinders are 20 assigned to the second group.

The motor vehicle according to the invention 10 is formed during an operation in which all cylinders 20 are in working mode, the exhaust 33 by at least one respective first outlet valve 21 in the first exhaust system 36 to conduct and during an operation in which the cylinders 20 the first group in shutdown mode are the exhaust 33 from the remaining cylinders in working mode 20 by at least one respective second outlet valve 22 in the second exhaust system 37 to lead. The exhaust valves 21 . 22 are designed to be switchable. Preferably, the first outlet valve 21 a larger flow area than the second outlet valve 22 on.

The car 10 further comprises a first exhaust gas turbocharger 14 , The first exhaust gas turbocharger 14 has one in the first exhaust line 36 arranged first exhaust gas turbine 15 and one in the supply air tract 12 arranged first compressor 16 on. The first exhaust gas turbine 15 and the first compressor 16 are torque transmitting connected, for example by means of a first turbocharger shaft 30 , The first exhaust gas turbine 15 has in particular a variable turbine geometry. Here, vanes are in the first exhaust gas turbine 15 adjustable.

In addition, the motor vehicle has 10 a second exhaust gas turbocharger 17 on. The second turbocharger 17 includes one in the second exhaust line 37 arranged second exhaust gas turbine 18 and one in the supply air tract 12 arranged second compressor 19 , The second exhaust gas turbine 18 and the second compressor 19 are torque transmitting connected, for example by means of a second turbocharger shaft 31 , The second exhaust gas turbine 18 has in particular a non-variable turbine geometry.

The first exhaust gas turbocharger 14 is preferably larger, that is designed for a larger mass flow than the second exhaust gas turbocharger 17 , In the supply air tract 12 is preferably a charge air cooler 29 for cooling the supply air 32 arranged.

In the illustrated exemplary embodiment, the supply air tract 12 of the motor vehicle 10 at least partially two supply air strands 34 . 35 on. A first supply air line 34 and a second Zuluftstrang 35 are arranged to be effective parallel to each other. Both supply air strands 34 . 35 thus have the same flow direction.

In the illustrated exemplary embodiment, the first compressor 16 in the first supply line 34 and the second compressor 19 in the second supply line 35 arranged. In order to control which Zuluftstrang 34 . 35 the supply air 32 happens are in the first Zuluftstrang 34 a first supply air valve 27 arranged, which is formed, the first Zuluftstrang 34 to lock or release in at least a certain degree, and in the second Zuluftstrang 35 a second supply air valve 28 arranged, which is formed, the second Zuluftstrang 35 to block or release in at least a certain degree.

To the first compressor 16 around is a first bypass 23 arranged in which a first bypass valve 24 is positioned. The first bypass 23 is trained, supply air 32 around the first compressor 16 around carry. The first bypass valve 24 is trained, the first bypass 23 to block or release in at least a certain degree.

To the second compressor 19 around is a second bypass 25 arranged in which a second bypass valve 26 is positioned. The second bypass 25 is trained, supply air 32 around the second compressor 19 around carry. The second bypass valve 26 is trained, the second bypass 25 to block or release in at least a certain degree.

In the exemplary embodiment shown, both exhaust lines unite 36 . 37 downstream of the two exhaust gas turbines 15 . 18 , Also the two Zuluftstränge 34 . 35 unite downstream of the two compressors 16 . 19 ,

LIST OF REFERENCE NUMBERS

10

 motor vehicle

11

 internal combustion engine

12

 Zulufttrakt

13

 exhaust tract

14

 First turbocharger

15

 First exhaust gas turbine

16

 First compressor

17

 Second turbocharger

18

 Second exhaust gas turbine

19

 Second compressor

20

 cylinder

21

 First exhaust valve

22

 Second exhaust valve

23

 First bypass

24

 First bypass valve

25

 Second bypass

26

 Second bypass valve

27

 First supply air valve

28

 Second supply air valve

29

 Intercooler

30

 First turbocharger shaft

31

 Second turbocharger shaft

32

 supply air

33

 exhaust

34

 First supply air line

35

 Second supply air line

36

 First exhaust system

37

 Second exhaust system

Claims (7)

Motor vehicle ( 10 ) with a multiple cylinder ( 20 ) having internal combustion engine ( 11 ), a supply air tract ( 12 ), a first exhaust gas line ( 36 ) having exhaust gas tract ( 13 ) and a first exhaust gas turbocharger ( 14 ), one in the first exhaust line ( 36 ) arranged first exhaust gas turbine ( 15 ) and one in the supply air tract ( 12 ) and with the first exhaust gas turbine ( 15 ) torque transmitting connected first compressor ( 16 ), wherein the cylinders ( 20 ) each have a first outlet valve ( 21 ), which fluid-conductively with the first exhaust gas line ( 36 ) and wherein a first group of cylinders ( 20 ) is deactivated, characterized in that the exhaust tract ( 13 ) a second exhaust line ( 37 ) and a second group of cylinders ( 20 ) each have a second outlet valve ( 22 ), which with the second exhaust gas line ( 37 ) is fluid-conductively connected, wherein the motor vehicle ( 10 ) a second exhaust gas turbocharger ( 17 ) with a second exhaust line ( 37 ) arranged second exhaust gas turbine ( 18 ) and one in the supply air tract ( 12 ) and with the second exhaust gas turbine ( 18 ) torque transmitting second compressor ( 19 ) having. Motor vehicle ( 10 ) according to claim 1, wherein the first exhaust gas turbine ( 15 ) has a variable turbine geometry. Motor vehicle ( 10 ) according to claim 1 or 2, wherein the second exhaust gas turbine ( 18 ) has a non-variable turbine geometry. Motor vehicle ( 10 ) according to one of claims 1 to 3, wherein the supply air tract ( 12 ) a first Zuluftstrang ( 34 ) and a second Zuluftstrang ( 35 ) and the first compressor ( 16 ) in the first supply line ( 34 ) and the second compressor ( 19 ) in the second supply line ( 35 ) is arranged. Motor vehicle ( 10 ) according to one of the preceding claims, wherein the first outlet valve ( 21 ) has a larger flow area than the second outlet valve ( 22 ) having. Motor vehicle ( 10 ) according to one of the preceding claims, wherein the motor vehicle ( 10 ) one in the supply air tract ( 12 ) arranged intercooler ( 29 ) having. Motor vehicle ( 10 ) according to one of the preceding claims, wherein the internal combustion engine ( 11 ) four of the cylinders ( 20 ) arranged in series, the two inner cylinders ( 20 ) can be deactivated.

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