DE102015214617A1 - Exhaust turbo-charged internal combustion engine with partial shutdown and method for operating such an internal combustion engine - Google Patents

Abstract

Supercharged internal combustion engine (10) with at least three cylinders (1, 2, 3, 4), in which - each cylinder (1, 2, 3, 4) has at least one outlet opening, to which an exhaust pipe (7a, 7b) adjoins, - Each cylinder (1, 2, 3, 4) has at least one inlet opening, which is followed by a suction line (5a, 5b), - At least one exhaust gas turbocharger (12) is provided, and - At least three cylinders (1, 2, 3 4) are configured in such a way that they form at least two groups, each with at least one cylinder (1, 2, 3, 4), wherein the at least one cylinder (1, 4) of a first group, even when partially switching off the internal combustion engine ( 10) is in operation cylinder (1, 4) and the at least one cylinder (2, 3) of a second group as a load-dependent switchable cylinder (2, 3) is formed, wherein - at least one outlet opening of at least one cylinder (1, 4) the first group with an at least partially variable valve train (2 0) is equipped with an outlet valve which releases or obstructs the associated outlet opening and is adjustable at least with respect to a control time of opening, wherein an oscillating outlet valve between an open position and a closed position forms a valve lift Δh1, ex and the associated outlet opening during an opening period Δ t1, ex releases.

Description

• – jeder Zylinder mindestens eine Auslassöffnung aufweist, an die sich eine Abgasleitung zum Abführen der Abgase via Abgasabführsystem anschließt,
• – jeder Zylinder mindestens eine Einlassöffnung aufweist, an die sich eine Ansaugleitung zum Zuführen von Ladeluft via Ansaugsystem anschließt,
• – mindestens ein Abgasturbolader vorgesehen ist, der eine im Abgasabführsystem angeordnete Turbine und einen im Ansaugsystem angeordneten Verdichter umfasst, und
• – mindestens drei Zylinder in der Art konfiguriert sind, dass sie mindestens zwei Gruppen mit jeweils mindestens einem Zylinder bilden, wobei der mindestens eine Zylinder einer ersten Gruppe ein auch bei Teilabschaltung der Brennkraftmaschine in Betrieb befindlicher Zylinder ist und der mindestens eine Zylinder einer zweiten Gruppe als lastabhängig schaltbarer Zylinder ausgebildet ist.

The invention relates to a supercharged internal combustion engine having at least three cylinders, in which

• Each cylinder has at least one outlet opening adjoined by an exhaust pipe for discharging the exhaust gases via the exhaust gas removal system,
• Each cylinder has at least one inlet opening adjoined by an intake line for supplying charge air via the intake system,
• At least one exhaust-gas turbocharger is provided which comprises a turbine disposed in the exhaust-gas removal system and a compressor arranged in the intake system, and
• - At least three cylinders are configured in such a way that they form at least two groups each having at least one cylinder, wherein the at least one cylinder of a first group is also in partial shutdown of the internal combustion engine in operation cylinder and the at least one cylinder of a second group as load-dependent switchable cylinder is formed.

Furthermore, the invention relates to a method for operating such an internal combustion engine.

An internal combustion engine of the type mentioned is used as a motor vehicle drive. In the context of the present invention, the term internal combustion engine includes diesel engines, but also gasoline engines and hybrid internal combustion engines, d. H. Internal combustion engines, which are operated with a hybrid combustion process, and hybrid drives, which in addition to the internal combustion engine include a drive motor-connectable with the electric motor, which receives power from the internal combustion engine or emits additional power as a switchable auxiliary drive.

The internal combustion engine, which is the subject of the present invention, is an internal combustion engine charged by means of exhaust gas turbocharging. The advantage of an exhaust gas turbocharger, for example in comparison to a mechanical supercharger, is that no mechanical connection is required for transmitting power between the supercharger and the internal combustion engine. While a mechanical supercharger obtains the energy required for its drive completely from the internal combustion engine and thus reduces the power provided and thus adversely affects the efficiency, the exhaust gas turbocharger uses the exhaust gas energy of the hot exhaust gases.

Supercharged internal combustion engines are preferably equipped with a charge air cooling, with which the compressed combustion air is cooled before entering the cylinder. As a result, the density of the charge air supplied continues to increase. The cooling also contributes in this way to a compression and better filling of the combustion chambers, d. H. to an improved degree of filling, at. It may be advantageous to equip the intercooler with a bypass line in order to bypass the intercooler if necessary, for example after a cold start.

The charge is a suitable means to increase the capacity of an internal combustion engine with unchanged displacement, or to reduce the displacement at the same power. In any case, the charging leads to an increase in space performance and a lower power mass. If the cubic capacity is reduced, the load spectrum can be shifted to higher loads at the same vehicle boundary conditions, where the specific fuel consumption is lower.

In the development of internal combustion engines, it is a fundamental goal to minimize fuel consumption, with an improved overall efficiency in the foreground of the efforts.

The fuel consumption and thus the efficiency, especially in gasoline engines, d. H. in a spark-ignited internal combustion engine. The reason for this lies in the basic working method of the gasoline engine. The load control is usually carried out by means of a throttle valve provided in the intake system. By adjusting the throttle, the pressure of the intake air behind the throttle valve can be reduced more or less. The farther the throttle is closed, d. H. the more this obstructs the intake system, the higher the pressure loss of the intake air across the throttle and the lower the pressure of the intake air downstream of the throttle and before the intake into the at least three cylinders, d. H. Combustion chambers. With a constant combustion chamber volume, the air mass, d. H. the quantity will be set. This also explains why the quantity control proves to be disadvantageous especially in part-load operation, because low loads require high throttling and pressure reduction in the intake system, whereby the charge exchange losses increase with decreasing load and increasing throttling.

In order to reduce the losses described, various strategies have been developed for de-throttling a spark-ignited internal combustion engine.

One approach to de-throttling the gasoline engine is, for example, an Otto engine Working method with direct injection. The direct injection of the fuel is a suitable means for realizing a stratified combustion chamber charge. The direct injection of the fuel into the combustion chamber thus allows within certain limits a quality control of the gasoline engine. The mixture formation takes place by the direct injection of the fuel in the cylinders or in the air in the cylinders and not by external mixture formation, in which the fuel is introduced into the intake system in the intake air.

Another way to optimize the combustion process of a gasoline engine, is the use of an at least partially variable valve train. In contrast to conventional valve trains, in which both the stroke of the valves and the control times are not variable, these parameters influencing the combustion process and thus the fuel consumption can be varied more or less by means of variable valve trains. Throttle-free and thus lossless load control is already possible if the closing time of the intake valve and the intake valve lift can be varied. The mixture mass flowing into the combustion chamber during the intake process is then controlled not by means of a throttle valve but via the intake valve lift and the opening duration of the intake valve.

Another solution for de-throttling a gasoline engine offers the cylinder deactivation, d. H. the shutdown of individual cylinders in certain load ranges. The efficiency of the gasoline engine in partial load operation can be improved by a partial shutdown, d. H. be increased, because the shutdown of a cylinder of a multi-cylinder internal combustion engine increases the load of the remaining still in operation cylinder at constant engine power, so that the throttle for introducing a larger air mass in these cylinders can be opened or must, resulting in a total Entdrosselung the internal combustion engine is achieved. The continuously operating cylinders also operate during partial shutdown in the area of higher loads, where the specific fuel consumption is lower. The load collective is shifted to higher loads.

The further operated during the partial shutdown cylinder also have due to the larger air mass supplied or mixture mass improved mixture formation.

Further efficiency advantages result from the fact that a deactivated cylinder as a result of the lack of combustion no wall heat losses generated as a result of heat transfer from the combustion gases to the combustion chamber walls.

Although diesel engines, d. H. self-igniting internal combustion engines, due to the applied quality control, a higher efficiency, d. H. have a lower fuel consumption than gasoline engines, in which the load - as described above - is set by throttling or quantity control on the filling of the cylinder, there is also improvement potential for diesel engines and improvement in terms of fuel consumption and efficiency.

A concept for reducing fuel consumption is also the cylinder deactivation in diesel engines, d. H. the shutdown of individual cylinders in certain load ranges. The efficiency of the diesel engine in part load operation can be improved by a partial shutdown, d. H. be increased, because the shutdown of at least one cylinder of a multi-cylinder internal combustion engine increases at constant engine power even in the diesel engine, the load of the remaining operating cylinders, so that these cylinders operate in areas of higher loads, in which the specific fuel consumption is lower. The load collective in part-load operation of the diesel engine is shifted to higher loads.

With regard to the wall heat losses, the same advantages result as in the gasoline engine, for which reason reference is made to the corresponding explanations.

The partial shutdown in diesel engines should also prevent the fuel-air mixture under the quality scheme with decreasing load by reducing the amount of fuel used too much.

The multi-cylinder internal combustion engines with partial deactivation described in the prior art and the associated methods for operating these internal combustion engines nevertheless have clear potential for improvement, as will be explained briefly and by way of example on the diesel engine below.

If, in the case of a direct-injection diesel engine, the fuel supply to the deactivatable cylinders is inhibited, ie adjusted, the deactivated cylinders continue to participate in the charge exchange, if the associated valve drive of this cylinder is not deactivated or can not be deactivated. The generated charge exchange losses reduce the improvements achieved by the partial shutdown in terms of fuel consumption and efficiency and counter these, so that the benefits of partial shutdown is at least partially lost, ie the partial shutdown in the sum actually brings a less significant improvement.

In order to remedy the disadvantageous effects described above, it may be expedient to provide on the intake side and on the outlet side switchable valve trains with which the deactivated cylinders are kept closed during the partial shutdown and thus do not continue to take part in the charge exchange.

However, switchable valve trains can lead to further problems in internal combustion engines charged by means of exhaust-gas turbocharging, such as the internal combustion engine which is the subject of the present invention, since the turbine of an exhaust-gas turbocharger is designed for a certain amount of exhaust gas and thus also for a specific number of cylinders. When the valve train of a deactivated cylinder is deactivated, the total mass flow through the cylinders of the internal combustion engine decreases due to the lack of mass flow through the deactivated cylinders. The exhaust gas mass flow guided through the turbine decreases and, with this, as a rule, also the turbine pressure ratio. A decreasing turbine pressure ratio has the consequence that the boost pressure ratio also decreases, d. H. the charge pressure drops, and the still in operation cylinders only little charge air is supplied or less charge air than intended. The low charge air flow can also cause the compressor to operate beyond the surge line.

The total mass flow guided during partial shutdown by the cylinders of the internal combustion engine again by the fact that the deactivated cylinders continue to participate in the charge cycle, is not expedient because the guided by the disabled cylinder cooler charge air significantly reduces the enthalpy of the turbine provided exhaust gas flow. It should be noted that the exhaust gas enthalpy of the hot exhaust gases is largely determined by the exhaust gas pressure and the exhaust gas temperature. The exhaust gas mass is therefore not the only relevant aspect when considering the problem in question.

The effects described above lead to a limitation of the applicability of the partial shutdown, namely to a limitation of the load range in which the partial shutdown can be used. A reduced amount of charge air, which is supplied to the cylinders in operation during the partial shutdown, reduces the effectiveness or the quality of the combustion and has an adverse effect on fuel consumption and pollutant emissions.

The charge pressure at partial shutdown and thus the still in operation cylinders supplied charge air quantity could be increased, for example, by a small design of the turbine cross-section and simultaneous Abgasabblasung, whereby the relevant for a partial shutdown load range would be extended again. However, this approach has the disadvantage that the charging behavior is insufficient when all cylinders are operated.

The charge pressure at Teilabschaltung and thus the still in operation cylinders supplied charge air quantity could also be increased by the fact that the turbine is equipped with a variable turbine geometry, which allows an adjustment of the effective turbine cross-section of the current exhaust gas flow. At the same time, however, the exhaust gas back pressure in the exhaust gas removal system upstream of the turbine would increase, which in turn leads to higher charge exchange losses in the cylinders still in operation.

In view of the foregoing, it is an object of the present invention to provide a supercharged internal combustion engine according to the preamble of claim 1 which is further optimized in terms of its partial shutdown.

Another object of the present invention is to provide a method of operating such an internal combustion engine.

• – jeder Zylinder mindestens eine Auslassöffnung aufweist, an die sich eine Abgasleitung zum Abführen der Abgase via Abgasabführsystem anschließt,
• – jeder Zylinder mindestens eine Einlassöffnung aufweist, an die sich eine Ansaugleitung zum Zuführen von Ladeluft via Ansaugsystem anschließt,
• – mindestens ein Abgasturbolader vorgesehen ist, der eine im Abgasabführsystem angeordnete Turbine und einen im Ansaugsystem angeordneten Verdichter umfasst, und
• – mindestens drei Zylinder in der Art konfiguriert sind, dass sie mindestens zwei Gruppen mit jeweils mindestens einem Zylinder bilden, wobei der mindestens eine Zylinder einer ersten Gruppe ein auch bei Teilabschaltung der Brennkraftmaschine in Betrieb befindlicher Zylinder ist und der mindestens eine Zylinder einer zweiten Gruppe als lastabhängig schaltbarer Zylinder ausgebildet ist,

und die dadurch gekennzeichnet ist, dass

• – mindestens eine Auslassöffnung mindestens eines Zylinders der ersten Gruppe mit einem zumindest teilweise variablen Ventiltrieb ausgestattet ist mit einem Auslassventil, welches die zugehörige Auslassöffnung freigibt oder versperrt und zumindest hinsichtlich einer Steuerzeit des Öffnens verstellbar ist, wobei ein oszillierendes Auslassventil zwischen einer Offenstellung und einer Schließstellung einen Ventilhub ∆h_1,ex ausbildet und die dazugehörige Auslassöffnung während einer Öffnungsdauer ∆t_1,ex freigibt.

The first sub-task is solved by a supercharged internal combustion engine with at least three cylinders, in the

• Each cylinder has at least one outlet opening adjoined by an exhaust pipe for discharging the exhaust gases via the exhaust gas removal system,
• Each cylinder has at least one inlet opening, which is adjoined by an intake line for supplying charge air via the intake system,
• 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, and
• - At least three cylinders are configured in such a way that they form at least two groups each having at least one cylinder, wherein the at least one cylinder of a first group is also in partial shutdown of the internal combustion engine in operation cylinder and the at least one cylinder of a second group as Load-dependent switchable cylinder is formed,

and which is characterized in that

• - At least one outlet opening of at least one cylinder of the first group is equipped with an at least partially variable valve train with an outlet valve which releases or blocks the associated outlet opening and at least with respect to a control time of the opening is adjustable, wherein an oscillating exhaust valve between an open position and a closed position a valve lift .DELTA.h _{1, ex} forms and the associated outlet opening during an opening period .DELTA.t _{1, ex} releases.

In the case of the internal combustion engine according to the invention, at least one outlet opening of a cylinder which is also in operation when the internal combustion engine is partially shut off is equipped with an at least partially variable valve drive whose outlet valve is adjustable at least with regard to the opening control time.

This makes it possible to open the at least one adjustable exhaust valve of the first cylinder group earlier when operating the partially switched-off internal combustion engine. With this measure, the temperature of the exhaust gas supplied to the turbine can be increased, so that exhaust gas of a higher enthalpy is provided at the turbine inlet of the at least one exhaust gas turbocharger.

A higher exhaust gas enthalpy provides for a higher turbine pressure ratio and thus for a higher boost pressure ratio, which is why more charge air can be supplied or supplied to the cylinders which are still in operation during partial shutdown, even if the deactivated cylinders do not continue to take part in the charge exchange and the mass flow is greatly reduced by the internal combustion engine. Pumping the compressor can be prevented. The load range in which the partial shutdown can be used effectively is extended. The torque characteristic of the supercharged internal combustion engine during partial shutdown is significantly improved.

If the at least one adjustable exhaust valve is opened during the partial shutdown while combustion is still burning fuel-air mixture is expelled into the Abgasabführsystem and released in the fuel energy or heat in the Abgasabführsystem released and thus close to the turbine as part of the charge cycle of the first group , The effect intended and achieved according to the invention, namely to increase the exhaust gas enthalpy, then becomes particularly clear.

With the internal combustion engine according to the invention an internal combustion engine according to the preamble of claim 1 is provided, which is further optimized in terms of their partial shutdown. Thus, the first object of the invention is solved.

The internal combustion engine according to the invention has at least three cylinders or at least two groups each having at least one cylinder. As such, three-cylinder engines configured in three groups of one cylinder each, or six-cylinder engines configured in three groups of two cylinders, are also internal combustion engines of the present invention. The three cylinder groups can be successively switched on or off as part of a partial shutdown, whereby a two-time switching can be realized. The partial shutdown is thereby further optimized. The cylinder groups may also comprise a different number of cylinders.

The inventive design of the internal combustion engine optimizes the efficiency of the internal combustion engine in partial load operation, ie at low loads, with a low load T _{low is} preferably a load less than 50%, preferably less than 30% of the maximum load T _{max, n} at the moment present speed n is.

Further advantageous embodiments of the internal combustion engine are discussed in connection with the subclaims.

Embodiments of the supercharged internal combustion engine in which at least one outlet opening of each cylinder of the first group is equipped with an outlet valve which releases or blocks the associated outlet opening and is adjustable at least with respect to the opening control time are advantageous, wherein an oscillating outlet valve between an open position and a closed position forms a valve lift .DELTA.h _{1, ex} and the associated outlet opening during an opening period .DELTA.t _{1, ex} releases.

According to the above embodiment, each cylinder of the first group has at least one exhaust valve which is adjustable in the timing of opening, although the effect intended to increase the exhaust gas enthalpy according to the invention can already be achieved if only one cylinder of the first group has such an exhaust valve or not all cylinders of the first group have such an outlet valve. Nevertheless, the more the cylinder of the first group has such an exhaust valve, the stronger the intended effect.

Therefore, embodiments of the supercharged internal combustion engine in which each outlet opening of each cylinder of the first group is equipped with an outlet valve which releases or blocks the associated outlet opening and is adjustable at least with respect to a control time of the opening are also advantageous, wherein an oscillating Exhaust valve between an open position and a Closed position releases a valve .DELTA.h _{1, ex} forms and the associated discharge port during an opening period .DELTA.t _{1, ex.}

According to the above embodiment, each exhaust port of each cylinder of the first group has an exhaust valve which is adjustable in the timing of opening.

Embodiments of the supercharged internal combustion engine in which each exhaust valve of an at least partially variable valve train of a cylinder of the first group is an exhaust valve that is adjustable with respect to opening are advantageous.

An adjustable with regard to the opening exhaust valve is adjustable at least in terms of the timing of opening, but possibly also with regard to the opening time and / or the speed at which the exhaust valve is opened.

Therefore, embodiments of the supercharged internal combustion engine in which each exhaust valve of an at least partially variable valve train of a cylinder of the first group is an exhaust valve which can be adjusted in terms of the opening duration Δt _{1, ex} are advantageous.

In this connection, embodiments of the supercharged internal combustion engine in which the exhaust valve is an exhaust valve adjustable in two stages with respect to the opening duration Δt _{1, ex} are advantageous.

Two different opening times of an exhaust valve can be realized, for example, by means of two different cams, between which is changed when the partial shutdown is initiated and terminated. The different cam profiles can change both the timing of opening and the timing of closing, but also vary the retention time of the closing only the timing of opening.

Embodiments of the supercharged internal combustion engine in which the exhaust valve is an exhaust valve which can be adjusted in several stages with respect to the opening duration Δt _{1, ex} are also advantageous.

Particularly advantageous embodiments of the supercharged internal combustion engine, in which the exhaust valve is a with respect to the opening duration .DELTA.t _{1, ex} continuously variable outlet valve.

Embodiments of the supercharged internal combustion engine in which each outlet opening of each cylinder of the second group is equipped with an outlet valve which releases or obstructs the associated outlet opening are advantageous, wherein an oscillating outlet valve between an open position and a closed position has a valve lift Δh _{2, ex} forms and the associated outlet opening during an opening period .DELTA.t _{2, ex} releases.

An exhaust valve actuated by means of at least partially variable valvetrain can serve to prevent or reduce undesired backflow of exhaust gas into a deactivated cylinder of the second group. In addition, the charge cycle losses of a deactivated cylinder can be reduced by appropriately controlling the exhaust valve. The opening of an outlet valve is preferably to be avoided if negative pressure prevails in the associated deactivated cylinder or a lower pressure is present than in the exhaust gas removal system.

An exhaust valve may control the exhausting of the exhaust gas from a cylinder of the second group, which is switched off when the internal combustion engine is partially deactivated. Strictly speaking, however, no hot exhaust gas is discharged during partial shutdown, but charge air. But at least during the first cycle of partial shutdown, the exhaust gas of the previous and thus the hot exhaust gas of the last fired work cycle is discharged via Abgasabführsystem. During the following cycles of partial shut-off, charge air is discharged, if at all.

In this context, embodiments of the supercharged internal combustion engine in which each exhaust valve of an at least partially variable valve train of a cylinder of the second group is a switchable exhaust valve are advantageous, wherein a shut-off exhaust valve blocks the associated exhaust port and a connected exhaust valve blocks the associated exhaust port during an opening period Δt _{2 , ex} and thereby forms a valve lift .DELTA.h _{2, ex} .

In this context, embodiments of the supercharged internal combustion engine in which each exhaust valve of an at least partially variable valve train of a cylinder of the second group is an exhaust valve adjustable in terms of the opening duration Δt _{2, ex} and / or the valve lift Δh _{2, ex are also} advantageous.

A in the valve lift .DELTA.h _{2, ex} adjustable exhaust valve basically has the normal stroke when the cylinders are connected. In addition, such a lift valve allows at least one further operation with reduced stroke. Ie. an adjustable in the above sense outlet valve is a Exhaust valve permitting at least two different valve strokes Δh _{2, ex} . A switchable exhaust valve, which has no lift in the off state, is thus likewise an exhaust valve adjustable in the valve lift Δh. In particular, embodiments may be advantageous in which the outlet valve in question is not a valve which can be switched off.

A with respect to the opening duration .DELTA.t _{2, ex} adjustable exhaust valve allows at least two different opening times. When the cylinder group is switched on, a normal opening duration is basically realized, ie an opening duration such as, for example, the opening duration of the outlet openings of the other first cylinder group. In addition, at least one further operation with a shorter opening period is possible. A shut-off exhaust valve that is not actuated and thus not opened has an opening duration that is zero. In particular, embodiments may be advantageous in which the outlet valve in question is not a valve which can be switched off.

Embodiments in which each exhaust valve of an at least partially variable valve train of a cylinder of the second group is a stepped, in particular two-stage, adjustable exhaust valve or a continuously variable exhaust valve are advantageous.

Embodiments of the supercharged internal combustion engine in which at least one exhaust pipe of the at least one load-dependent cylinder an exhaust-side throttle element is provided with the size of the flow cross-section of the exhaust pipe is variable and with which the discharge from the at partial shutdown of the internal combustion engine at least one off Cylinder of the second group is controllable.

In the present case, at least one exhaust-side throttle element is arranged in the exhaust-gas removal system of the at least one load-dependent switchable cylinder. While an intake-side throttle element controls the charge air supply to a deactivated cylinder, d. H. reduces the charge air quantity supplied at partial shutdown, possibly even prevented, an exhaust-side throttle element is used to prevent or reduce an unwanted backflow of exhaust gas into a deactivated cylinder of the second group. In addition, the charge cycle losses of a deactivated cylinder can be reduced by appropriately driving the exhaust side throttle element. The opening of an outlet-side throttle element is preferably to be avoided if negative pressure prevails in the associated deactivated cylinder or a lower pressure is present than in the exhaust-gas removal system between the cylinder and the exhaust-side throttle element. The provision of at least one outlet-side throttle element has cost advantages over partially variable or switchable valve trains.

Embodiments of the supercharged internal combustion engine in which each inlet opening of each cylinder of the second group is equipped with an inlet valve which opens or blocks the associated inlet opening are advantageous, wherein an oscillating inlet valve between an open position and a closed position has a valve lift Δh _{2, in} and releases the associated inlet opening during an opening period .DELTA.t _{2, in} .

The same applies in connection with an adjustable outlet valve in a similar way. In this respect, reference is made to the corresponding embodiments, in particular with regard to the adjustability of the exhaust valves of the second cylinder group.

In this context, embodiments of the supercharged internal combustion engine in which each inlet valve of an at least partially variable valve train of a cylinder of the second group is a switchable inlet valve are advantageous, wherein a switched off inlet valve blocks the associated inlet opening and a switched inlet valve blocks the associated inlet opening during an opening period Δt _{2 , in} releasing while a valve lift .DELTA.h _{2, in} forms.

Embodiments of the supercharged internal combustion engine in which each intake valve of an at least partially variable valve train of a cylinder of the second group is an adjustable intake valve with respect to the opening duration Δt _{2, in} and / or the valve travel Δh ₂ are also advantageous in this connection.

Embodiments of the supercharged internal combustion engine are advantageous in which in the at least one intake passage of the at least one load-dependent switchable cylinder an inlet-side throttle element is provided, with which the size of the flow cross-section of the intake passage is variable, whereby the at least one deactivated cylinder at Teilabschaltung the internal combustion engine supplied charge air quantity is adjustable.

According to the above embodiment, a throttling element is provided in the at least one suction line of each load-dependent switchable cylinder, with which the size of the flow cross-section of the intake passage is variable, whereby the cylinder switched off at partial shutdown of the internal combustion engine supplied Charge air quantity is adjustable. In this way, the charge air supply to the deactivated cylinders, ie reduce the amount of charge air supplied during partial shutdown and control, possibly even prevent, without the switchable cylinder would have to be equipped inlet side with switchable valve trains.

By actuating the throttle element provided in the intake line of a deactivated cylinder, the flow cross section of the intake line is changed, in particular reduced, whereby the amount of charge air supplied to the deactivated cylinder during the partial shutdown can be adjusted, metered and controlled.

The deactivated cylinders may continue to participate in the charge cycle if the valve trains of these cylinders continue to be actuated, i. H. work, and not be shut off together with the cylinders. However, the charge air supply can, as described above, be reduced by means of throttle element. Less or no charge air is supplied in order to reduce the charge cycle losses of the deactivated cylinders.

The reduced charge air flow through the at least one deactivated cylinder leads - compared to an unchanged charge air flow with fully open intake - to a reduced heat transfer due to convection, so that the deactivated cylinders do not or less cool during the partial shutdown. This has advantages in particular with regard to the pollutant emissions, in particular with regard to the emissions of unburned hydrocarbons, since the deactivated cylinders again reach or have their operating temperature immediately after termination of the partial shutdown.

The reduction of the charge air flow by means of throttle element has over internal combustion engines, in which the charge air is completely prevented by means of switchable valve trains, the advantage that the mass flow through the engine is lower in reducing the charge air supply, as if the supply of charge air is completely prevented.

When supercharged by turbocharger supercharged internal combustion engines, the higher mass flow leads to a higher turbine pressure ratio and thus to a higher boost pressure, so that the cylinders at partial shutdown in operation a larger charge air quantity can be provided. This also extends the applicability of the partial shutdown, namely the load range in which the partial shutdown can be used, and improves the quality of combustion and thus the consumption and emission behavior of the internal combustion engine.

Also advantageous are embodiments of the internal combustion engine, in which the at least one inlet-side throttle element is a valve or a pivotable flap, which is preferably adjustable in two stages or infinitely variable. The calculation of the charge air quantity can be specific to the operating point, in particular with regard to the lowest possible charge exchange losses or a required charge pressure. The control of the throttle element may take into account the load T, the rotational speed n, the coolant temperature, the oil temperature and / or the like in a liquid-cooled internal combustion engine.

In supercharged internal combustion engines with four cylinders arranged in series, embodiments are advantageous in which the two outer cylinders and the two inner cylinders each form a group.

Embodiments of the supercharged internal combustion engine in which at least two exhaust-gas turbochargers are provided, each of which comprises a turbine arranged in the exhaust-gas removal system and a compressor arranged in the intake system, are advantageous.

The design of the turbocharger turbocharger regularly presents difficulties, with a perceptible increase in performance being sought in all engine speed ranges. Frequently, a large torque drop is observed when falling below a certain speed. The torque characteristic of a supercharged internal combustion engine can be improved by different measures, for example, the fact that a plurality of exhaust gas turbochargers are arranged in parallel and / or arranged in series in the Abgasabführsystem.

The torque characteristic of a supercharged internal combustion engine may be increased by a plurality of turbochargers arranged in parallel, i. H. be improved by a plurality of parallel turbines of smaller turbine cross-section, with successively switched turbines with increasing exhaust gas quantity; similar to a register charge.

The torque characteristic can also be advantageously influenced by means of a plurality of exhaust-gas turbochargers connected in series. By switching in series of two exhaust gas turbochargers, one of which is an exhaust gas turbocharger as a high pressure stage and an exhaust gas turbocharger as a low pressure stage, the compressor map can be widened in an advantageous manner, both towards smaller compressor streams as well as towards larger compressor streams.

Embodiments of the internal combustion engine in which at least one exhaust aftertreatment system in the exhaust gas removal system are advantageous is provided; For example, an oxidation catalyst, a three-way catalyst, a storage catalyst, a selective catalyst and / or a particulate filter.

Advantageous embodiments of the internal combustion engine, in which at least one exhaust gas recirculation is provided, which comprises a return line, which branches off from the Abgasabführsystem and opens into the intake system.

The exhaust gas recirculation, ie the recirculation of combustion gases, is a suitable means to reduce the nitrogen oxide emissions, with the exhaust gas recirculation rate can be significantly reduced with increasing exhaust gas recirculation rate. In this case, the exhaust gas recirculation rate x _{AGR is} determined to be x _AGR = m _AGR / (m _AGR + m _{fresh air} ), where m _{AGR denotes} the mass of recirculated exhaust gas and m _{fresh air} the supplied and possibly fresh air guided and compressed by a compressor. In order to achieve a significant reduction in nitrogen oxide emissions, high exhaust gas recirculation rates are required, which can be on the order of x _EGR ≈ 60% to 70%.

Embodiments of the internal combustion engine in which a valve for adjusting the recirculated exhaust gas quantity is arranged in the return line of the exhaust gas recirculation are advantageous.

In internal combustion engines having at least one exhaust gas turbocharger and exhaust gas recirculation embodiments are advantageous in which the return line of the exhaust gas recirculation diverges upstream of the turbine of the at least one exhaust gas turbocharger from Abgasabführsystem and opens downstream of the compressor in the intake system. In this so-called high-pressure EGR, the exhaust gas is taken from the Abgasabführsystem upstream of the turbine and fed downstream of the compressor in the intake system, which is why the exhaust before recirculation subjected no exhaust aftertreatment, in particular no particle filter must be supplied, since contamination of the compressor is not to be feared ,

When operating an internal combustion engine with exhaust gas turbocharging and simultaneous use of a high-pressure EGR, however, a conflict may arise because the recirculated exhaust gas is no longer available for driving the turbine. With an increase in the exhaust gas recirculation rate, the exhaust gas flow introduced into the turbine decreases. The reduced exhaust gas mass flow through the turbine causes a smaller turbine pressure ratio, whereby the charge pressure ratio also decreases, which is equivalent to a smaller charge air flow.

One solution to this problem is the so-called low-pressure EGR. In contrast to the high-pressure EGR, exhaust gas is introduced into the intake system in the low-pressure EGR, which has already passed through the turbine. For this purpose, the low-pressure EGR has a return line, which branches off downstream of the turbine from the Abgasabführsystem and preferably opens upstream of the compressor in the intake system.

The exhaust gas recirculated to the inlet side by means of low-pressure EGR is mixed with fresh air. The mixture of fresh air and recirculated exhaust gas produced in this way forms the charge air, which is supplied to the compressor and compressed.

Since exhaust gas is frequently passed through the compressor as part of the low-pressure EGR, it must first be subjected to exhaust gas aftertreatment, in particular in a particle filter. Deposits in the compressor, which change the geometry of the compressor, in particular the flow cross-sections, and in this way deteriorate the efficiency of the compressor are to be avoided.

For the above-mentioned reasons, embodiments of the internal combustion engine are advantageous in which the return line of the exhaust gas recirculation branches off downstream of the turbine of the at least one exhaust gas turbocharger from Abgasabführsystem and opens upstream of the compressor in the intake system.

Advantageous embodiments of the supercharged internal combustion engine, in which each cylinder is equipped for introducing fuel with a direct injection.

Embodiments in which each cylinder is equipped with an injection nozzle for the purpose of direct injection are advantageous.

The fuel supply can be deactivated faster and more reliable for the purpose of partial shutdown in direct-injection internal combustion engines as in internal combustion engines with intake manifold injection, in which fuel residues in the intake manifold can lead to unwanted burns in the deactivated cylinder.

Nevertheless, embodiments of the internal combustion engine may be advantageous in which for the purpose of a fuel supply, a port injection is provided.

The second sub-task on which the invention is based, namely to disclose a method for operating an internal combustion engine of the type described above, is achieved by a method in which each exhaust valve of an at least partially variable valve train of a cylinder of the first Group is opened earlier during partial shutdown.

What has already been said for the internal combustion engine according to the invention also applies to the method according to the invention, which is why reference is generally made at this point to the statements made above with regard to the internal combustion engine. The various internal combustion engines sometimes require different process variants.

Method variants are advantageous in principle in which each outlet valve of an at least partially variable valve train of a cylinder of the first group is opened during the partial shutdown while the combustion is still running. Then, as part of the charge cycle of the first group still burning fuel-air mixture is ejected into the Abgasabführsystem and the bound energy in the fuel or heat released in Abgasabführsystem and thus close to the turbine.

In principle, method variants are advantageous in which the at least one switchable cylinder of the second group is switched as a function of the load T of the internal combustion engine, such that this at least one switchable cylinder is switched off when a predeterminable load T _down is undershot and when a predefinable one is exceeded Last T _{up is} switched on.

The prescribed for falling below or exceeding limit loads T _down and T _up can be the same size, but also different sizes. When the internal combustion engine is in operation, the cylinders of the first cylinder group are constantly in operation. There is a switching of the second cylinder group, ie a connection or disconnection of this second group.

Embodiments of the method in which the predefinable load T _down and / or T _up is dependent on the rotational speed n of the internal combustion engine are advantageous. Then there is not just a concrete load whose falling below or exceeding is switched independent of the speed n. Rather, speed-dependent procedure and an area defined in the map, is switched off in the part.

In principle, further operating parameters of the internal combustion engine can be used as a criterion for a partial shutdown, for example the engine temperature or the coolant temperature after a cold start of the internal combustion engine.

Advantageous are process variants in which the at least one cylinder of the second group is switched off as soon as the predetermined load T _{down is} undershot and the instantaneous load is lower for a presettable period of time than this predetermined load T _down .

The introduction of an additional condition for the shutdown of the cylinders of the second group, ie the partial shutdown is to prevent too frequent switching on and off, in particular a partial shutdown when the load only temporarily _falls below the predetermined load T _down and then increases or again the predetermined value for the load T _down fluctuates, without the falling below would justify or require a partial shutdown.

For these reasons, method variants are also advantageous in which the at least one cylinder of the second group is switched on as soon as the predetermined load T _{up is} exceeded and the instantaneous load is higher than this predetermined load T _up for a predefinable period of time.

Advantageous are embodiments of the method in which each outlet opening of each cylinder of the second group and each inlet opening of each cylinder of the second group is kept closed during the partial shutdown. For this purpose, the cylinders of the second group on the inlet side and outlet side are equipped with at least two-stage switchable valve drives or equipped.

Process variants may also be advantageous in which the at least one deactivated cylinder is supplied with a predeterminable minimum amount of charge air and not less.

Embodiments of the method in which the charge air quantity supplied to the at least one deactivated cylinder is determined by the load T, the rotational speed n, the coolant temperature, the oil temperature, the engine temperature and / or the like are advantageous.

Advantageously, process variants in which for the purpose of partial shutdown, first a fuel supply of the at least one switchable cylinder is deactivated. There are advantages in terms of fuel consumption and pollutant emissions, which supports the goal of partial shutdown, namely to reduce fuel consumption and improve efficiency. In self-igniting internal combustion engines, it may even be necessary to deactivate the fuel supply in order to reliably prevent ignition of the mixture in the cylinder.

In the following the invention is based on an embodiment of a supercharged internal combustion engine and according to 1 explained in more detail. Hereby shows:

1 schematically a first embodiment of the internal combustion engine.

1 schematically shows a first embodiment of the internal combustion engine 10 ,

It is a four-cylinder in-line engine 10 with direct injection, in which the four cylinders 1 . 2 . 3 . 4 along the longitudinal axis of the cylinder head, ie arranged in series, and each equipped with an injector for injecting fuel, the injected amount of fuel used to adjust the air ratio λ (not shown).

Every cylinder 1 . 2 . 3 . 4 has a suction line 5a . 5b for supplying charge air via intake system 6 and an exhaust pipe 7a . 7b for removing the exhaust gases via exhaust gas removal system 8th ,

The internal combustion engine 10 is for the purpose of charging with an exhaust gas turbocharger 12 equipped, being in an overall exhaust line 18 the exhaust system 8th the turbine 12a and in a total intake line 16 of the intake system 6 the compressor 12b is arranged. That of the internal combustion engine 10 supplied fresh air is in the compressor 12b compressed, including the enthalpy of the exhaust gas flow in the turbine 12a is being used. For the aftertreatment of the exhaust gas is in the total exhaust gas line 18 downstream of the turbine 12a as an exhaust aftertreatment system 13 serving particle filter 14 intended.

The internal combustion engine 10 is also with an exhaust gas recirculation 15 equipped with a high-pressure EGR. For this purpose, a return line branches 17 upstream of the turbine 12a from the exhaust system 8th and discharges downstream of the compressor 12b into the intake system 6 , In the return line 17 the exhaust gas recirculation 15 is a valve 19 arranged to adjust the amount of recirculated exhaust gas.

The four cylinders 1 . 2 . 3 . 4 are configured and form two groups with two cylinders each 1 . 2 . 3 . 4 , where the two outer cylinders 1 . 4 form a first group whose cylinder 1 . 4 even with partial shutdown of the internal combustion engine 10 are in operation, and the two inner cylinders 2 . 3 form a second group whose cylinder 2 . 3 as a load-dependent switchable cylinder 2 . 3 are formed, which are turned off in the context of a partial shutdown.

Each inlet opening of each cylinder 2 . 3 the second group is with a partially variable valve train 9 equipped, the inlet valve is a switchable inlet valve, wherein a shut-off inlet valve obstructs the associated inlet opening and a switched inlet valve, the associated inlet opening during an opening period .DELTA.t _{2, in,} thereby forming a valve lift .DELTA.h _{2, in} .

Each outlet opening of each cylinder 2 . 3 the second group is with a partially variable valve train 11 equipped, the exhaust valve is a switchable exhaust valve, wherein a shut-off exhaust valve obstructs the associated outlet opening and a switched-off exhaust valve, the associated outlet opening during an opening period .DELTA.t _{2, ex} exits and thereby forms a valve lift .DELTA.h _{2, ex} .

The cylinders 2 . 3 The second group are present as switchable cylinder 2 . 3 trained, which are switched off in partial load operation when falling below a predetermined load. In the present case, the shutdown is effected by deactivating the fuel injection and switching off the inlet side and outlet side valves. This increases the load requirement on the cylinders which are still in operation 1 . 4 the first group, which are then operated at higher loads with lower specific fuel consumption. An improvement in the efficiency is the result.

Each outlet opening each even with partial shutdown of the internal combustion engine 10 in operation cylinder 1 . 4 is with a partially variable valve train 20 equipped, the outlet valve is adjustable in terms of the timing of the opening.

When operating the partially switched off internal combustion engine 10 The adjustable exhaust valves of the first cylinder group are opened earlier, reducing the temperature of the turbine 12a supplied exhaust gas is increased. A higher exhaust gas enthalpy ensures a higher boost pressure, so that the cylinders which are still in operation at partial shutdown 1 . 4 more charge air can be supplied.

LIST OF REFERENCE NUMBERS

1

 first cylinder, outboard cylinder

2

 second cylinder, internal cylinder, switchable cylinder

3

 third cylinder, internal cylinder, switchable cylinder

4

 fourth cylinder, outboard cylinder

5a

 Intake line of a cylinder of the first group

5b

 Intake line of a cylinder of the second group, d. H. a switchable cylinder

6

 intake system

7a

 Exhaust pipe of a cylinder of the first group

7b

 Exhaust pipe of a cylinder of the second group, d. H. a switchable cylinder

8th

 Abgasabführsystem

9

 at least partially variable valve train of an intake valve of a switchable cylinder

10

 Internal combustion engine, four-cylinder in-line engine

11

 at least partially variable valve train of an exhaust valve of a switchable cylinder

12

 turbocharger

12a

 turbine

12b

 compressor

13

 aftertreatment system

14

 particulate Filter

15

 Exhaust gas recirculation

16

 Gesamtansaugleitung

17

 Return line

18

 Total exhaust pipe

19

 AGR valve

20

 at least partially variable valve train of an exhaust valve of a cylinder in operation of the first group even when partial shutdown

.delta.h

 Valve lift between an open position and a closed position

Δh _{1, ex}

 Valve lift of an exhaust valve of a cylinder of the first group which is also in operation during partial shutdown

Δh _{2, ex}

 Valve lift of an exhaust valve of a switchable cylinder of the second group

Δh _{2, in}

 Valve lift of an intake valve of a switchable cylinder of the second group

.delta.t

 Opening duration of a valve

Δt _{1, ex}

 Opening duration of an exhaust valve of a cylinder of the first group which is also in operation during partial shutdown

Δt _{2, ex}

 Opening duration of an outlet valve of a switchable cylinder of the second group

Δt _{2, in}

 Opening duration of an intake valve of a switchable cylinder of the second group

Claims (22)

Charged internal combustion engine ( 10 ) with at least three cylinders ( 1 . 2 . 3 . 4 ), in which - each cylinder ( 1 . 2 . 3 . 4 ) has at least one outlet opening, to which an exhaust pipe ( 7a . 7b ) for discharging the exhaust gases via Abgasabführsystem ( 8th ), - each cylinder ( 1 . 2 . 3 . 4 ) has at least one inlet opening, to which a suction line ( 5a . 5b ) for supplying charge air via intake system ( 6 ), - at least one exhaust gas turbocharger ( 12 ) is provided, the one in Abgasabführsystem ( 8th ) arranged turbine ( 12a ) and one in the intake system ( 6 ) arranged compressors ( 12b ), and - at least three cylinders ( 1 . 2 . 3 . 4 ) are configured in such a way that they have at least two groups each having at least one cylinder ( 1 . 2 . 3 . 4 ), wherein the at least one cylinder ( 1 . 4 ) a first group also at partial shutdown of the internal combustion engine ( 10 ) operating cylinder ( 1 . 4 ) and the at least one cylinder ( 2 . 3 ) of a second group as a load-dependent switchable cylinder ( 2 . 3 ), characterized in that - at least one outlet opening of at least one cylinder ( 1 . 4 ) of the first group with an at least partially variable valve train ( 20 ) is equipped with an outlet valve which releases or blocks the associated outlet opening and is adjustable at least with respect to a control time of opening, wherein an oscillating outlet valve between an open position and a closed position forms a valve lift Δh _{1, ex} and the associated outlet opening during an opening period Δ t _{1, ex} releases. Charged internal combustion engine ( 10 ) according to claim 1, characterized in that at least one outlet opening of each cylinder ( 1 . 4 ) of the first group with an at least partially variable valve train ( 20 ) is equipped with an outlet valve which releases or obstructs the associated outlet opening and is adjustable at least with respect to the control time of opening, wherein an oscillating outlet valve between an open position and a closed position forms a valve lift Δh _{1, ex} and the associated outlet opening during an opening period Δ t _{1, ex} releases. Charged internal combustion engine ( 10 ) according to claim 1 or 2, characterized in that each outlet opening of each cylinder ( 1 . 4 ) of the first group with an at least partially variable valve train ( 20 ) is equipped with an outlet valve which releases or obstructs the associated outlet opening and is adjustable at least with respect to the control time of opening, wherein an oscillating outlet valve between an open position and a closed position forms a valve lift Δh _{1, ex} and the associated outlet opening during an opening period Δ t _{1, ex} releases. Charged internal combustion engine ( 10 ) according to one of the preceding claims, characterized characterized in that each exhaust valve of an at least partially variable valve train ( 20 ) of a cylinder ( 1 . 4 ) of the first group is an opening-adjustable outlet valve. Charged internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that each outlet valve of an at least partially variable valve train ( 20 ) of a cylinder ( 1 . 4 ) of the first group is an outlet valve adjustable with respect to the opening duration Δt _{1, ex} . Charged internal combustion engine ( 10 ) according to claim 5, characterized in that the outlet valve is in terms of the opening duration .DELTA.t _{1, ex} two-stage adjustable outlet valve. Charged internal combustion engine ( 10 ) according to claim 5, characterized in that the outlet valve is a with respect to the opening duration .DELTA.t _{1, ex} multi-stage adjustable outlet valve. Charged internal combustion engine ( 10 ) according to claim 5, characterized in that the outlet valve is a with respect to the opening duration .DELTA.t _{1, ex} continuously variable outlet valve. Charged internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that each outlet opening of each cylinder ( 2 . 3 ) of the second group with an at least partially variable valve train ( 11 ) is equipped with an outlet valve which releases or obstructs the associated outlet opening, wherein an oscillating outlet valve between an open position and a closed position forms a valve lift .DELTA.h _{2, ex} and the associated outlet opening during an opening period .DELTA.t _{2, ex} releases. Charged internal combustion engine ( 10 ) According to claim 9, characterized in that each exhaust valve of an at least partially variable valve train ( 11 ) of a cylinder ( 2 . 3 ) of the second group is a switchable outlet valve, wherein a shut-off outlet valve obstructs the associated outlet opening and a switched-off outlet valve releases the associated outlet opening during an opening duration Δt _{2, ex,} thereby forming a valve lift Δh _{2, ex} . Charged internal combustion engine ( 10 ) according to claim 9, characterized in that each outlet valve of an at least partially variable valve train ( 11 ) of a cylinder ( 2 . 3 ) of the second group is a with respect to the opening duration .DELTA.t _{2, ex} and / or the valve lift .DELTA.h _{2, ex} adjustable exhaust valve. Charged internal combustion engine ( 10 ) according to one of claims 1 to 8, characterized in that in the at least one exhaust pipe ( 7b ) of the at least one load-dependent switchable cylinder ( 2 . 3 ) an outlet-side throttle element is provided, with which the size of the flow cross-section of the exhaust pipe ( 7b ) is variable and with the the discharge from the partial shutdown of the internal combustion engine ( 10 ) at least one deactivated cylinder ( 2 . 3 ) of the second group is controllable. Charged internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that each inlet opening of each cylinder ( 2 . 3 ) of the second group with an at least partially variable valve train ( 9 ) is equipped with an inlet valve which releases or obstructs the associated inlet opening, wherein an oscillating inlet valve between an open position and a closed position forms a valve lift .DELTA.h _{2, in} and the associated inlet opening during an opening period .DELTA.t _{2, in} releases. Charged internal combustion engine ( 10 ) according to claim 13, characterized in that each inlet valve of an at least partially variable valve train ( 9 ) of a cylinder ( 2 . 3 ) of the second group is a switchable inlet valve, wherein a shut-off inlet valve obstructs the associated inlet opening and a switched inlet valve releases the associated inlet opening during an opening period .DELTA.t.sub.2 _, while forming a valve lift .DELTA.h.sub.2 _{, in} FIG. Charged internal combustion engine ( 10 ) according to claim 13, characterized in that each inlet valve of an at least partially variable valve train ( 11 ) of a cylinder ( 2 . 3 ) of the second group is in terms of the opening duration .DELTA.t _{2, in} and / or the valve lift .DELTA.h _{2, in} adjustable inlet valve. Charged internal combustion engine ( 10 ) according to one of claims 1 to 12, characterized in that in the at least one suction line ( 5b ) of the at least one load-dependent switchable cylinder ( 2 . 3 ) an inlet-side throttle element is provided, with which the size of the flow cross-section of the suction line ( 5b ) is variable, whereby the at least one deactivated cylinder ( 2 . 3 ) at partial shutdown of the internal combustion engine ( 10 ) supplied charge air quantity is adjustable. Charged internal combustion engine ( 10 ) according to one of the preceding claims with four cylinders arranged in series ( 1 . 2 . 3 . 4 ), characterized in that the two outer cylinders ( 1 . 4 ) and the two inner cylinders ( 2 . 3 ) each form a group. Method for operating an internal combustion engine ( 10 ) according to one of the preceding claims, characterized in that each outlet valve of an at least partially variable valve train ( 20 ) of a cylinder ( 1 . 4 ) of the first group opens earlier during partial shutdown. A method according to claim 18, characterized in that each exhaust valve of an at least partially variable valve train ( 20 ) of a cylinder ( 1 . 4 ) of the first group is opened during the partial shutdown while combustion is still ongoing. Method according to claim 18 or 19, characterized in that each outlet opening of each cylinder ( 2 . 3 ) of the second group and each inlet opening of each cylinder ( 2 . 3 ) of the second group is kept closed during the partial shutdown. A method according to claim 18 or 19, characterized in that the at least one deactivated cylinder ( 2 . 3 ) a predetermined minimum amount of charge air is supplied. Method according to one of claims 18 to 21, characterized in that for the purpose of partial shutdown, first a fuel supply of the at least one switchable cylinder ( 2 . 3 ) is deactivated.

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