DE102020126255A1 - Internal combustion engine for a motor vehicle and motor vehicle - Google Patents

Abstract

The invention relates to an internal combustion engine (1) with an intake section (5) through which fresh air can flow, by means of which the fresh air flowing through the intake section (5) can be introduced into a combustion chamber (4) of the internal combustion engine (1), with an exhaust gas from the combustion chamber (4) through-flow exhaust system (8), in which at least one burner (10) is arranged, by means of which, with combustion of a mixture comprising fuel supplied to the burner (10) and combustion air supplied to the burner (10), heat for heating at least one in the exhaust system (8) arranged exhaust gas aftertreatment element (9) can be made available, and with at least one compressor (12) arranged in the intake tract (5), by means of which the fresh air to be supplied to the combustion chamber (4) is to be compressed, the compressor (12) being electric operable compressor (12) is formed, wherein at least one air line (15) is provided, by means of which at least one Part of the fresh air conveyed by means of the electrically operated compressor (12) can be branched off from the intake tract (5) and fed to the burner (10) as the combustion air.

Description

The invention relates to an internal combustion engine for a motor vehicle according to the preamble of patent claims 1, 9 and 12, respectively. The invention also relates to a motor vehicle.

the EP 0 631 039 A1 discloses a burner for rapid and engine-independent heating of an exhaust gas catalytic converter, with a line section to which part of the combustion air can be supplied as a primary air flow in the axial direction. the EP 2 743 470 A1 a method for raising the exhaust gas temperature in an exhaust system of a turbocharged internal combustion engine can be seen as known, with a downstream exhaust gas cleaning device and with a burner that can be switched on if necessary, which in those phases in which the boost pressure is so high that a defined and/or a sufficient amount of charge air can flow into the heating device, is supplied with air from the charge pressure line of the internal combustion engine. In addition, from the DE 10 2019 008 956 A1 An exhaust system for an internal combustion engine is known, with a nitrogen oxide storage catalytic converter through which exhaust gas from the internal combustion engine can flow, and with a burner that can be supplied with air and a fuel, by means of which a fuel-air mixture containing the fuel and the air is to be burned. The burner is designed to heat the nitrogen oxide storage catalytic converter by burning the fuel-air mixture, with the burner being assigned its own air pump that can be operated independently of the internal combustion engine and can be operated electrically, by means of which the burner is supplied with air independently of the internal combustion engine is supplyable.

The object of the present invention is to create an internal combustion engine for a motor vehicle and a motor vehicle with such an internal combustion engine, so that a particularly advantageous exhaust gas aftertreatment can be implemented in a particularly favorable manner.

This object is achieved according to the invention by an internal combustion engine having the features of patent claim 1, by an internal combustion engine having the features of patent claim 9, by an internal combustion engine having the features of patent claim 12, and by a motor vehicle having the features of patent claim 12. Advantageous configurations of the invention are the subject matter of the dependent claims.

A first aspect of the invention relates to an internal combustion engine, also referred to as an internal combustion engine and preferably designed as a reciprocating piston engine, for a motor vehicle, in particular for a motor vehicle preferably designed as a passenger car. This means that the motor vehicle has the internal combustion engine in its completely manufactured state and can be driven by means of the internal combustion engine, in particular by means of an internal combustion engine. The internal combustion engine has an intake section through which at least fresh air can flow, by means of which the air flowing through the intake section can be introduced into at least one combustion chamber of the internal combustion engine. As a result, the combustion chamber is supplied with fresh air. The combustion chamber can also be supplied with an in particular liquid or gaseous fuel, with the fuel being able to be injected or blown directly into the combustion chamber, for example. The fuel and the fresh air form a fuel-air mixture, which is burned in the combustion chamber during fired operation of the internal combustion engine. This produces exhaust gas from the internal combustion engine in the combustion chamber.

The internal combustion engine also has an exhaust system through which the exhaust gas from the combustion chamber can flow, which is also referred to as an exhaust tract. Furthermore, the internal combustion engine comprises a burner which is arranged in the exhaust gas tract and thus downstream of the combustion chamber and is therefore different from the combustion chamber or provided in addition to the combustion chamber, by means of which heat can be provided by burning a mixture. The mixture comprises fuel supplied to the burner and combustion air supplied to the burner. The fuel can be the fuel or another fuel that is different from the fuel. For example, the mixture comprising the fuel and the combustion air is formed in the burner. The mixture is burned, for example, in the burner, in particular in a combustion chamber of the chamber. For example, the mixture is burned by means of the burner to form a flame, in particular an open flame, it being possible for the burner to provide the flame and thus the aforementioned heat. At least one exhaust gas aftertreatment element arranged in the exhaust system, in particular downstream of the burner, can be heated by means of the heat or by means of the flame. The exhaust gas aftertreatment element is, for example, a catalytic converter or another exhaust gas aftertreatment element.

The internal combustion engine also includes at least one arranged in the intake tract compressor, by means of which the combustion fresh air to be supplied to the room is to be compressed. This is to be understood in particular as meaning that at least part of the fresh air flowing through the intake tract can be or is supplied to the combustion chamber and is to be compressed or is being compressed by means of the compressor. The exhaust gas can be after-treated by means of the exhaust gas after-treatment element, whereby, for example, a component initially contained in the exhaust gas is removed from the exhaust gas by means of the exhaust gas after-treatment element or, in particular, converted into another component as part of a chemical reaction.

In order to be able to implement a particularly advantageous exhaust gas aftertreatment in a particularly favorable manner, in particular in a particularly cost-effective, weight-saving and space-saving manner, the first aspect of the invention provides for the compressor to be designed as an electrically operable compressor. This means in particular that the compressor has a compressor wheel, by means of which the fresh air can be compressed. The compressor wheel is rotatably arranged in a compressor housing of the compressor, for example, and is rotatable about a compressor wheel axis of rotation relative to the housing. By rotating the compressor wheel relative to the housing, the fresh air can be compressed by means of the compressor wheel. The compressor wheel is assigned an electric motor that can be supplied with electrical energy or electric current, by means of which the compressor wheel can be driven using electrical energy or electric current that is supplied to the electric motor and can therefore be rotated relative to the compressor housing about the axis of rotation of the compressor wheel. The compressor wheel can thus be driven using electrical energy or electric current by means of the electric motor. Thus, the compressor wheel can also be driven in a particularly advantageous manner when no or only a small volume flow or exhaust gas mass flow of the exhaust gas is available for driving the compressor wheel.

Furthermore, the first aspect of the invention provides that the internal combustion engine comprises at least one air line, which is in particular designed separately from the intake tract and is provided in addition to the intake tract, by means of which at least part of the fresh air conveyed by means of the compressor can be branched off from the intake tract and used as the Combustion air can be fed to the burner. In other words, by driving the compressor wheel, the fresh air is conveyed by means of the compressor wheel, in particular through the intake tract. By means of the air line, at least part of the fresh air conveyed by means of the compressor wheel and thus by means of the electrically operable compressor can be branched off from the intake tract and introduced into the air line. The fresh air introduced into the air line can flow through the air line and is guided to the burner by means of the air line and, for example, introduced into the burner. As a result, the burner is supplied with the fresh air flowing through the air line. The fresh air with which the burner is supplied is the combustion air or is used as the combustion air to form the mixture in order to finally provide the heat for heating the exhaust gas aftertreatment element by means of the burner.

The invention is based in particular on the following findings and considerations: The burner is a thermal heating system, in particular a thermal catalytic converter heating system, which can provide the heat by burning the mixture, in particular in such a way that the burner burns the hot exhaust gas and thus that can provide heat. In this case, the burner is an external burner, since it is arranged externally with respect to a motor housing of the internal combustion engine that at least partially forms or delimits the combustion chamber and is thereby arranged downstream of the combustion chamber in the exhaust system. Using the heat provided by the burner, the exhaust gas aftertreatment element can be heated quickly and at least almost independently of the internal combustion engine, i.e. at least almost independently of whether exhaust gas flows through the exhaust system or independently of a temperature of the exhaust gas flowing through the exhaust system. As a result, a so-called light-off temperature, also referred to as the light-off temperature, of the exhaust gas after-treatment element can be reached particularly quickly, which can after-treat the exhaust gas particularly effectively and efficiently from its light-off temperature. In principle it is conceivable to use so-called secondary air pumps in order to convey the combustion air to be supplied to the burner to the burner, and consequently to supply the burner with the combustion air. However, such secondary air pumps have not been developed for the desired purpose of supplying the burner with combustion air, so that it may be necessary to use a plurality of secondary air pumps in order to ensure that the burner is adequately supplied with combustion air. In addition, such secondary air pumps are space-, weight- and cost-intensive.

The disadvantages and problems mentioned above can now be avoided by the invention. The invention uses the already existing compressor by the invention the Verdich ter designed as an electrically operated compressor and thus upgraded to supply the burner with a sufficient amount of combustion air in a way that saves space, weight and cost.

The intake tract and the compressor are components of a so-called supercharging system, since the compression of the fresh air to be supplied to the combustion chamber is also referred to as supercharging. The fresh air that is compressed by the compressor and is to be supplied to the combustion chamber is also referred to as charge air. The invention thus uses components of the charging system designed, for example, as a turbocharging system, these components being at least the electrically operable compressor and thus at least part of the intake tract. Within the scope of the invention, the compressor thus has a dual function. On the one hand, the compressor is used to compress the fresh air to be supplied to the combustion chamber. The fact that the compressor is designed as an electrically operable compressor can ensure an advantageous response behavior of the compressor or the compressor wheel, since the fresh air to be supplied to the combustion chamber can also be compressed effectively and efficiently by means of the compressor when there is no or only a small volume or mass flow of the exhaust gas is available. The air line is an air line provided in addition to the intake duct and in addition to the outlet duct, which includes, for example, at least one air duct through which the combustion air to be supplied to the burner can flow. As a result, the burner can be supplied with the combustion air in a targeted and needs-based manner, with the supply of the burner with the combustion air also being referred to as the air supply of the burner.

In an advantageous embodiment of the invention, a charge air cooler is arranged in the intake tract downstream of the electrically operated compressor, ie downstream of the compressor wheel, by means of which the fresh air compressed by means of the compressor or the compressor wheel can be cooled.

In order to branch off the fresh air flowing through the intake tract from the intake tract by means of the air line and to route it as the combustion air to the burner, the air line is fluidically connected to the intake tract or connected to the intake tract at a branch point, for example. It is preferably provided that the branching point is arranged upstream of the intercooler and downstream of the electrically operable compressor, ie downstream of the compressor wheel of the compressor. As a result, cooling of the combustion air caused by the intercooler can be avoided, so that the combustion air has an advantageously high temperature during combustion of the mixture in the burner or when the combustion air flows into the burner. As a result, the burner can provide a particularly large amount of heat in a short time, so that the exhaust gas aftertreatment element can be heated up effectively and efficiently.

A further embodiment is characterized in that a further compressor is arranged in the intake tract upstream of the electrically operable compressor, ie upstream of the compressor wheel, by means of which the fresh air to be supplied to the combustion chamber is to be compressed. The electrically operable compressor is thus, for example, an electric auxiliary compressor, by means of which on the one hand the fresh air can be compressed effectively and efficiently, in particular when no or only a small volume or mass flow of the exhaust gas is available. In this way, in particular, two-stage supercharging can be implemented since, for example, the fresh air can be compressed by means of the additional compressor and then by means of the electrically operable compressor. It is therefore preferably provided that the compressors are arranged or connected in series or in series with one another in the direction of flow of the fresh air flowing through the intake tract. On the other hand, by using the electrically operable compressor, in particular as an additional compressor, a large amount of combustion air can be conveyed to the burner as required.

It has proven particularly advantageous if a charge air cooler for cooling the fresh air compressed by the additional compressor is arranged downstream of the additional compressor and upstream of the electrically operated compressor, with the branching point preferably being arranged downstream of the electrically operated compressor. As a result, cooling of the combustion air conveyed to the burner by means of the electrically operable compressor can be avoided by the intercooler, so that the exhaust gas aftertreatment component can be heated up significantly in a short time.

A further embodiment is characterized in that the electrically operable compressor or the compressor wheel is assigned a bypass line which is arranged at a first connection point arranged upstream of the electrically operable compressor or the compressor wheel and at a second connection point arranged downstream of the electrically operable compressor or the compressor wheel Connection point fluidly with the intake tract ver is bound. As a result, the compressor that can be operated electrically or its compressor wheel can be bypassed by at least a portion of the fresh air via the bypass line. This means that the fresh air flowing through the bypass line bypasses the electrically operable compressor or its compressor wheel and thus cannot be compressed by means of the electrically operable compressor. As a result, the combustion air can be conveyed as required by means of the electrically operable compressor, so that the burner can be supplied with the combustion air particularly advantageously and as required.

In a further, particularly advantageous embodiment of the invention, it is provided that the intake tract in an area that extends continuously, i.e. without interruption, from the electrically operable compressor to the branching point is completely free of a cooling device for the targeted cooling of the fresh air conveyed by means of the electrically operable compressor is. It can thereby be ensured that the combustion air reaches the burner at an advantageously high temperature, so that the exhaust gas aftertreatment component can be heated up strongly in a short time by means of the burner.

In order to realize a particularly advantageous air supply for the burner in a particularly cost-effective manner with regard to weight and installation space, it is provided in a further embodiment of the invention that the electrically operated compressor is a component of an exhaust gas turbocharger, which includes a turbine that can be driven by the exhaust gas from the combustion chamber , by means of which the compressor can be driven.

A further embodiment is characterized in that a reservoir, also referred to as a media reservoir, is arranged in the air line, in which the fresh air branched off from the intake tract by means of the air line is to be temporarily stored in a targeted manner. The fresh air temporarily stored in a targeted manner in the store can be discharged from the store as the combustion air and fed to the burner. The accumulator thus enables the burner to be adequately supplied with air, in particular when the electrically operable compressor is out of operation or when no fresh air is flowing through the intake tract. As a result, the burner can be supplied with the combustion air in a particularly advantageous and needs-based manner. In particular, the fresh air or the combustion air can be compressed in the accumulator and thus stored under high pressure, so that the burner can be supplied with a large amount of combustion air via the accumulator.

A second aspect of the invention relates to an internal combustion engine for a motor vehicle, with an intake tract through which at least fresh air can flow, by means of which the fresh air flowing through the intake tract can be introduced into at least one combustion chamber of the internal combustion engine. The internal combustion engine according to the second aspect of the invention also comprises an exhaust gas system through which exhaust gas from the combustion chamber can flow, in which at least one burner is arranged. By means of the burner, heat for heating at least one exhaust gas aftertreatment element arranged in the exhaust system, in particular downstream of the burner, can be made available by burning a mixture. The mixture to be burned by means of the burner or in the burner comprises a fuel, which is supplied to the burner, and combustion air, which is supplied to the burner.

In order to implement a particularly advantageous exhaust gas aftertreatment in a particularly favorable manner, the second aspect of the invention provides for the internal combustion engine to have a supply path through which the combustion air can flow, via which the burner can be supplied with the combustion air while bypassing the intake tract. This means in particular that the combustion air flowing through the supply path and thus guided to the burner by means of the supply path bypasses the entire intake tract, ie does not flow through the intake tract. Thus, in particular the entire supply path is a path or path which is different from the intake tract and is provided in addition to the intake tract, through which the combustion air can flow, which is guided to the burner by means of the path or path. Thus, in the second aspect of the invention, in particular all of the combustion air that is supplied to the burner does not come from the intake tract.

The supply path has a reservoir, also referred to as a media reservoir, in or by means of which the combustion air flowing through the supply path can be temporarily stored. The supply path includes a supply line into which the combustion air can be introduced, bypassing the intake tract. Thus, the combustion air to be supplied to the burner, introduced into the supply line and flowing through the supply path does not come from the intake tract. The combustion air can be introduced into the accumulator by means of the supply line, bypassing the intake tract. Thus, the supply line is in the direction of flow of the combustion products flowing through the supply path The combustion air is arranged upstream of the memory, with the combustion air bypassing the intake tract on its way through the supply line and to the memory and into the memory, and therefore not flowing through the intake tract. In addition, the supply path includes a discharge line, via which the combustion air can be discharged from the reservoir, bypassing the intake tract, and fed to the burner, bypassing the intake tract. The discharge line is thus arranged downstream of the accumulator in the direction of flow of the combustion air flowing through the supply path. Combustion air does not flow through the intake duct on its way from the accumulator through the discharge duct and to and into the burner, thus the combustion air bypasses the intake duct. The supply path is thus a separate path that is completely separate from the intake tract or is additionally provided, by means of which a supply of the burner with combustion air that is particularly tailored to requirements can be implemented. In other words, the burner can be supplied with combustion air by means of the supply path independently of the intake tract and components arranged therein, so that a particularly needs-based and therefore advantageous heating of the exhaust gas aftertreatment element and, as a result, a particularly advantageous exhaust gas aftertreatment can be represented. Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa.

In a particularly advantageous embodiment of the second aspect of the invention, an electrically operable conveying device, in particular an electrically operable compressor, is arranged in the feed line, by means of which the combustion air can be conveyed through the feed line and into the reservoir. As a result, a particularly large quantity of the combustion air, in particular in a compressed state, can be stored in the accumulator, so that the burner can be supplied with the combustion air as required.

Finally, it has proven to be particularly advantageous if, in the second aspect of the invention, at least one supply line is provided, via which air can be introduced from the combustion chamber into the accumulator and stored in the accumulator as the combustion air. In this embodiment, the combustion chamber and a piston that partially delimits the combustion chamber, which is accommodated in a translationally movable manner in a cylinder of the internal combustion engine that partially delimits the combustion chamber, can be used as an air pump, in particular during overrun or drag operation of the internal combustion engine, to pump the air out of the combustion chamber to convey the supply line to the accumulator and store it there as the combustion air. As a result, particularly efficient operation can be guaranteed. It can thus be provided that the storage device, also referred to as a media storage device, is connected to the combustion chamber, in particular via the supply line. In particular, the accumulator can be used for recuperation, in particular when the internal combustion engine is coasting, in particular for example in such a way that combustion air is stored in the accumulator in an overrun phase of the internal combustion engine. Here, for example, kinetic energy of the motor vehicle is used and in particular converted into another form of energy in order to store the combustion air in the accumulator, in particular in order to operate the conveyor device, for example, and thus to convey the combustion air into the accumulator by means of the conveyor device and thus to store it in the accumulator .

A third aspect of the invention relates to an internal combustion engine for a motor vehicle. The internal combustion engine has an intake section through which at least fresh air can flow, by means of which the fresh air flowing through the intake section can be introduced into at least one combustion chamber of the internal combustion engine. The internal combustion engine has an exhaust gas system through which exhaust gas from the combustion chamber can flow, in which at least one burner is arranged. By means of the burner, heat can be provided for heating at least one exhaust gas aftertreatment element arranged in the exhaust system, with combustion of a mixture comprising fuel supplied to the burner and combustion air supplied to the burner,

In order to be able to implement a particularly advantageous exhaust gas aftertreatment in a particularly favorable manner, the third aspect of the invention provides that the internal combustion engine has at least one supply line, via which the combustion air can be fed to the combustion chamber as air from the combustion chamber, bypassing the exhaust gas system. In other words, air from the combustion chamber can be used as the combustion air by introducing air from the combustion chamber into the supply line and at least indirectly feeding it to the burner via the supply line, with the air coming from the combustion chamber, being introduced into the combustion air and subsequently the Air flowing through the supply line, which is then at least indirectly fed to the burner, completely bypasses the exhaust system running downstream of the combustion chamber, and therefore does not flow through the exhaust system. As a result, air from the combustion chamber can be used particularly well as the combustion air, for example during a drag or overrun phase of the internal combustion engine. Advantages and advantageous configurations of the first and second aspect of the invention are to be regarded as advantages and advantageous configurations of the third aspect of the invention and vice versa.

A fourth aspect of the invention relates to a motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car, which has an internal combustion engine according to the first aspect of the invention or according to the second aspect of the invention and can be driven by an internal combustion engine by means of the internal combustion engine. Advantages and advantageous configurations of the first, second and third aspect of the invention are to be regarded as advantages and advantageous configurations of the fourth aspect of the invention and vice versa.

• 1 eine schematische Darstellung einer ersten Ausführungsform einer erfindungsgemäßen Verbrennungskraftmaschine für ein Kraftfahrzeug;
• 2 eine schematische Darstellung einer zweiten Ausführungsform der Verbrennungskraftmaschine;
• 3 eine schematische Darstellung einer dritten Ausführungsform der Verbrennungskraftmaschine;
• 4 eine schematische Darstellung einer vierten Ausführungsform der Verbrennungskraftmaschine; und
• 5 eine schematische Darstellung einer fünften Ausführungsform der Verbrennungskraftmaschine.

Further details of the invention result from the following description of preferred exemplary embodiments with the associated drawings. It shows:

• 1 a schematic representation of a first embodiment of an internal combustion engine according to the invention for a motor vehicle;
• 2 a schematic representation of a second embodiment of the internal combustion engine;
• 3 a schematic representation of a third embodiment of the internal combustion engine;
• 4 a schematic representation of a fourth embodiment of the internal combustion engine; and
• 5 a schematic representation of a fifth embodiment of the internal combustion engine.

Elements that are the same or have the same function are provided with the same reference symbols in the figures.

1 shows a schematic representation of a first embodiment of an internal combustion engine 1, also referred to as an internal combustion engine, of a motor vehicle that is preferably configured as a motor vehicle, in particular as a passenger car, and can be driven by the internal combustion engine 1 using an internal combustion engine. The internal combustion engine 1 has a motor housing 2 embodied, for example, as a cylinder housing, in particular as a cylinder crankcase, which has or forms or delimits a plurality of cylinders 3 . The respective cylinder 3 partially delimits a respective combustion chamber 4. The respective combustion chamber 4 is also partially delimited by a piston accommodated on the respective cylinder 3 in a translationally movable manner. The internal combustion engine 1 has an intake tract 5 through which fresh air can flow and is also referred to as an intake tract, by means of which the fresh air flowing through the intake tract 5 is guided to and into the cylinder 3 and thus to and into the combustion chambers 4 . A component 6 is arranged in the intake tract 5 . The component 6 can include an air filter for filtering the fresh air. Alternatively or additionally, the component 6 includes an intake silencer. In 1 an arrow 7 illustrates the fresh air flowing into the intake tract 5 and flowing through the intake tract 5 .

During fired operation of the internal combustion engine 1, the respective combustion chamber 4 is supplied with fresh air and with a liquid fuel, for example. The fresh air and the fuel form a fuel-air mixture, which is burned in the respective combustion chamber 4 . This results in exhaust gas from the internal combustion engine 1 . The exhaust gas can flow out of the combustion chambers 4 , flow into an exhaust gas section 8 of the internal combustion engine and flow through the exhaust gas section 8 . The exhaust tract 8 is also referred to as an exhaust system through which the exhaust gas from the combustion chambers 4 can flow. At least one exhaust gas aftertreatment element 9 is arranged in the exhaust system, by means of which the exhaust gas can be aftertreated. The exhaust gas aftertreatment element 9 is preferably an exhaust gas aftertreatment element close to the engine. This means in particular that the internal combustion engine 1 or the cylinder housing 2 is arranged in an engine compartment of the motor vehicle. The engine compartment is at least partially, in particular at least predominantly or completely, delimited by a structure of the motor vehicle designed, for example, as a self-supporting body. The exhaust gas aftertreatment element 9 is also arranged in the engine compartment.

In particular, the exhaust gas aftertreatment element 9 is a catalytic converter, in particular a catalytic converter close to the engine.

Furthermore, a burner 10 is arranged in the exhaust system, which is preferably also arranged in the engine compartment. In 1 is illustrated by an arrow 11, the exhaust gas and in particular its flow through the exhaust system. A mixture comprising a fuel and combustion air can be burned by means of the burner 10, in particular with the formation of a flame. Combustion of the mixture results in heat, which is emitted by the burner 10 can be provided. By means of the heat provided by the burner 10, the exhaust gas after-treatment element 9 can be heated up considerably in a short time and thereby brought to or above its light-off temperature. For this purpose, provision is made in particular for the exhaust gas aftertreatment element 9 to be arranged downstream of the burner 10 in the direction of flow of the exhaust gas flowing through the exhaust system. The aforesaid mixture comprises the fuel which is supplied to the burner 10 . In addition, the combustion air is supplied to the burner 10 . In other words, the burner 10 is supplied with the combustion air. The internal combustion engine 1 also includes a compressor 12 which is arranged in the intake duct 5 and has a compressor wheel 13 which is arranged in the intake duct 5 . The fresh air flowing through the intake section 5 and supplied to the combustion chambers 4 or introduced into the combustion chambers 4 can be compressed by means of the compressor wheel 13 and thus by means of the compressor 12 .

In order to be able to implement a particularly advantageous after-treatment of the exhaust gas in a particularly favorable manner, the after-treatment of the exhaust gas also being referred to as exhaust gas after-treatment, the compressor 12 is designed as an electrically operable compressor. For this purpose, the compressor 12 includes an electric motor 14 which can be operated by supplying the electric motor 14 with electrical energy or electric current. By operating the electric motor 14 , the electric motor 14 can drive the compressor 12 or the compressor wheel 13 using the electrical energy supplied to the electric motor 14 , as a result of which the fresh air is conveyed and, in particular, compressed by means of the compressor wheel 13 .

Furthermore, the internal combustion engine 1 comprises an air line 15 which is fluidically connected to the intake tract 5 at a branch point A. This means that at branch point A, at least part of the fresh air conveyed by means of the electrically operated compressor 12 or by means of the compressor wheel 13 can be branched off from the intake section 5 by means of the air line 15 and can be fed to the burner 10 as the combustion air. For this purpose, the air line 15 is connected to the burner 10 at a connection point V, so that, for example, at the connection point V, the fresh air flowing through the air line 15 can be introduced into the burner 10 as the combustion air.

A charge air cooler 16 is arranged in the intake tract 5 downstream of the electrically operable compressor 12, ie downstream of the compressor wheel 13, by means of which the fresh air compressed by means of the compressor 12 can be cooled. The junction point A is arranged downstream of the compressor wheel 13 and upstream of the intercooler 16 .

A so-called collector 17, also referred to as an air collector or charge air collector, is arranged in the intake tract 5 downstream of the compressor 12, in particular downstream of the charge air cooler 16, in which the air conveyed and compressed by the compressor 12 is first collected. The fresh air conveyed and compressed by means of the compressor 12 is supplied to the combustion chambers 4 via the collector 17 and is consequently divided or distributed over the combustion chambers 4 . A throttle flap 18 , also referred to as a main throttle flap, is arranged in the intake tract 5 downstream of the compressor 12 , in particular downstream of the intercooler 16 and upstream of the collector 17 . By means of the throttle valve 18, for example, a quantity of fresh air to be supplied to the combustion chambers 4, in particular via the collector 17, can be adjusted.

The intake tract 5 is completely free of a cooling device for targeted cooling of the fresh air compressed by means of the electrically operable compressor 12 in an area that extends continuously from the electrically operable compressor 12 to the branch point A, with the fresh air or combustion air on its way from the Branch point A is not specifically cooled in the burner 10 by means of a cooling device. As a result, the burner 10 can provide a particularly large amount of heat.

In the first embodiment, the electrically operable compressor 12 is part of an exhaust gas turbocharger 19. The exhaust gas turbocharger 19 thus includes the electric motor 14 and is therefore designed as an electrically assisted exhaust gas turbocharger (eATL). The exhaust gas turbocharger 19 includes a turbine 20 with a turbine wheel 23, the turbine 20 and the turbine wheel 23 being arranged in the exhaust system. The turbine wheel 23 can be driven by the exhaust gas flowing through the exhaust system. The exhaust gas turbocharger 19 includes, for example, a shaft via which the compressor wheel 13 can be driven by the turbine wheel 23 . As a result, the compressor 12 can be driven by the turbine 20 . This means that the energy contained in the exhaust gas can be used to compress the fresh air. In particular, the electric motor 14 is an electric motor integrated in the exhaust gas turbocharger 19 so that the exhaust gas turbocharger 19 or its compressor 12 can deliver the combustion air via the air line 15 for the burner 10 by driving the compressor wheel 13 . The burner 10 is a thermal heating system, in particular a thermal catalytic converter heating system, by means of which the exhaust gas aftertreatment element 9 is effectively heated can. In particular, provision is made for the air line 15 to branch off at the branch point A after an outlet of the compressor 12 .

A valve element 24 is arranged in the intake tract 5, in particular at the branching point A, by means of which, for example, a quantity of combustion air flowing through the air line 15 and conveyed by means of the compressor 12 and/or a quantity of combustion air flowing to the combustion chambers 4 or to the intercooler 16 and by means of the compressor 12 funded amount of fresh air is adjustable. This can in particular be understood to mean that, for example, the valve element 24 can be adjusted between a closed position and at least one open position. In the closed position, for example, the valve element 24 blocks the air line 15 so that no fresh air is branched off from the intake section 5 and introduced into the air line 15 . In the open position, for example, the valve element 24 releases the air line 15, so that at branch point A at least part of the fresh air flowing through the intake tract 5 is branched off and introduced into the air line 15, then flows through the air line 15 and via the air line 15 to the burner 10 is performed. Thus, the air line 15 is, for example, an external line that is separate from the intake tract 5, through whose air duct the branched-off fresh air can flow as the combustion air and can be switched, for example, in particular by the valve element 24.

By burning the mixture, the burner 10 provides, for example, a burner exhaust gas which is conducted to or through the exhaust gas aftertreatment element 9 . The exhaust gas aftertreatment element 9 is thus heated by means of the burner exhaust gas. A corresponding oil supply for the exhaust gas turbocharger 19 should preferably be ensured.

In order to prevent hot gas from flowing back, a shut-off valve 25 can be arranged upstream of the burner 10 and thus, for example, in the air line 15 or downstream of the burner 10, which in the first embodiment is arranged upstream of the burner 10 in the air line 15 and, for example in the direction of the branch point A or when the shut-off valve 25 is arranged downstream of the burner 10, blocks in the direction of the burner 10 and opens in the opposite direction. The arrangement of the shut-off valve 25 downstream of the burner 10 can be understood in particular to mean that the burner 10 is fluidically connected to the exhaust system via a line part, so that the heat provided by the burner 10 or the burner exhaust gas via the line part from the burner 10 into the exhaust system can be directed. In this case, for example, the shut-off valve 25 is arranged downstream of the burner 10 and in the line part and thereby upstream of the exhaust system.

2 12 shows a second embodiment in which a further compressor 26 with a further compressor wheel 27 is arranged in the intake tract 5 upstream of the compressor 12 . In the second embodiment, the exhaust gas turbocharger 19 includes the compressor 26 with the compressor wheel 27 instead of the compressor 12, and the exhaust gas turbocharger 19 is designed as a conventional exhaust gas turbocharger whose impellers in the form of the compressor wheel 27 and in the form of the turbine wheel 23 cannot be driven by an electric motor .

In the second embodiment, the compressor 12 is designed as an additional electrical compressor, by means of which the fresh air to be supplied to the combustion chambers 4 can be compressed. In particular, the compressor 12 is arranged downstream of the throttle valve 18 . In addition, the charge air cooler 16 is arranged downstream of the compressor 26 and upstream of the compressor 12 , in particular upstream of the throttle valve 18 . The fresh air conveyed and compressed by means of the compressor 12 can flow from the compressor 12 into the collector 17 and then into the combustion chambers 4 via an air duct element 28 . A second throttle flap 29 is arranged in the air line element 28, by means of which, for example, a quantity of the fresh air compressed and conveyed by means of the compressor 12 and conveyed by means of the compressor 12 can be adjusted, for example, to be supplied to the combustion chambers 4 in particular via the collector 17. The air line 15 is fluidically connected to the air line element 28 of the intake tract 5 at the branching point A. In the second embodiment, too, valve element 24 is provided, embodied, for example, as a controllable flap, in particular a controllable switching flap, by means of which a quantity of the fresh air flowing through air line 15 and conveyed by compressor 12 can be adjusted, which is supplied to burner 10 as the combustion air. Thus, in the second embodiment as well, the air line 15 or its air duct is an air duct that is external to the intake tract 5 and can be switched or controlled by means of the valve element 24 in order to supply the burner 10 with the combustion air. For example, when supplying the burner 10 with the combustion air, the throttle valve 18 is closed and/or the throttle valve 29 can be closed.

The compressor 26 or its compressor wheel 27 is assigned a bypass line 30 , also referred to as a bypass line or compressor bypass, which is fluidically connected to the intake tract 5 at connection points V1 and V2 . Junction V1 is upstream of Ver dichterrads 27 arranged, and the connection point V2 is downstream of the compressor wheel 27 and in particular upstream of the compressor wheel 13, in particular upstream of the charge air cooler 16, respectively. At least part of the fresh air flowing through the intake tract 5 can bypass the compressor wheel 27 via the bypass line 30 and thus cannot be compressed by means of the compressor wheel 27 or cannot flow through the compressor 26 . A valve element 31 , for example, is arranged in the bypass line 30 , by means of which a quantity of the fresh air flowing through the bypass line 30 and thereby bypassing the compressor 26 can be adjusted, in particular regulated. For example, when the compressor 12 sucks in the fresh air, in particular via the component 6 and thus sucks it into the intake tract 5 and subsequently conveys the fresh air as the combustion air to the burner 10, the fresh air conveyed by means of the compressor 12 can convey the compressor 26 via bypass the bypass line 30 so that a driving of the compressor wheel 27 caused by the fresh air conveyed by means of the compressor 12 is omitted or can at least be kept to a minimum. In addition, pressure losses can be kept low by using the bypass line 30 . For example, the valve element 31 can be switched, so that the bypass line 30 can be a switchable compressor bypass, ie a switchable bypass of the compressor 26 . In particular, the valve element 31 can be a diverter air valve, which is opened in particular and thus releases the bypass line 30 when the fresh air is sucked in by means of the compressor 12 and conveyed to the burner 10 as the combustion air.

3 shows a third embodiment of the internal combustion engine 1. In the third embodiment, the compressor 12 is assigned a bypass line 32, which is fluidically connected to the intake tract 5 at a first connection point V3 and at a second connection point V4.

The connection point V3 is arranged downstream of the compressor wheel 27 and thereby downstream of the intercooler 16 and upstream of the compressor wheel 13, and the connection point V4 is arranged downstream of the compressor wheel 13 and upstream of the combustion chambers 4, in particular upstream of the collector 17. Thus, at least part of the fresh air conveyed, for example, by means of the compressor wheel 27 can bypass the compressor wheel 13 and thus the compressor 12 via the bypass line 32 , so that the fresh air flowing through the bypass line 32 does not flow through the compressor 12 . With regard to the bypass line 32 , a line part 33 of the intake tract 5 , in whose line part the compressor wheel 13 is arranged, is a bypass branch, since the air flowing through the bypass branch, ie the line part 33 , bypasses the bypass line 32 .

Internal combustion engine 1 also includes sensors 34 and 35. Sensor 34 is a pressure and/or temperature sensor, for example, with sensor 35 being a temperature sensor, for example. The bypass branch opens into the actual intake tract 5 in front of the throttle valve 18. A valve element 36 designed, for example, as a non-return flap or check valve is arranged in the bypass line 32, which valve element 36 opens in particular in the direction of the connection point V4 and closes in the opposite direction, i.e. in the direction of the connection point V3 . As a result, an excessive backflow of the fresh air from the connection point V4 to the connection point V3 can be avoided.

The third embodiment has the particular advantage that an air flow through the compressor 12 can be increased by a targeted permeability of the throttle valve 18 in order to achieve a high level of efficiency and to be able to set high pressure ratios.

4 shows a fourth embodiment of the internal combustion engine 1. In the fourth embodiment, for example, the internal combustion engine 1 can be free of an electrically operated compressor, by means of which the or all combustion chambers 4 of the internal combustion engine 1 can be supplied with air. In particular, in the fourth embodiment, the exhaust gas turbocharger 19 is designed as a conventional exhaust gas turbocharger without an electric machine. In the fourth specific embodiment, internal combustion engine 1 includes a supply path 37 that is completely external to intake tract 5 and is provided completely in addition to intake tract 5, via which combustion air can be supplied to burner 10, in particular independently of intake tract 5. In other words, the burner 10 can be supplied with combustion air via the supply path 37, bypassing the intake duct 5, so that the combustion air flowing through the supply path 37, which is conducted to the burner 10 by means of the supply path 37, bypasses the entire intake tract 5, and therefore not through it flows through the intake tract 5. In this case, the supply path 37 has a reservoir 38, also referred to as a media reservoir, in which the combustion air fed to the burner 10 is temporarily stored. The supply path 37 includes a supply line 39 which is arranged upstream of the reservoir 38 in the flow direction of the air flowing through the supply path 37 . The Ver combustion air can be introduced, which bypasses the entire intake tract 5 by means of the supply line 39 to and into the memory 38 and is introduced into the memory 38 . The supply path 37 also includes a discharge line 40 which is arranged downstream of the reservoir 38 and in particular upstream of the burner 10 in the flow direction of the combustion air flowing through the supply path 37 . The combustion air can be discharged from the reservoir 38 via the discharge line 40 , bypassing the intake tract 5 , and fed to the burner 10 , bypassing the intake tract 5 , and can therefore be introduced into the burner 10 . An electrically operable conveying device 41 embodied, for example, as an electrically operable compressor is arranged in the feed line 39 , by means of which the combustion air is conveyed through the feed line 39 and into the reservoir 38 while the conveying device 41 is operated electrically. For this purpose, the conveying device 41 comprises a conveying element 42 embodied, for example, as a conveying wheel, and an electric motor 43, by means of which the conveying element 42 can be driven using electrical energy or electric current. By driving the conveying element 42 , the combustion air is conveyed through the feed line 39 by means of the conveying element 42 .

A valve element 44, embodied, for example, as a non-return flap, is arranged in supply line 39 downstream of conveyor device 41 and upstream of reservoir 38, which is embodied, for example, as a non-return valve and prevents the combustion air from flowing back from reservoir 38 to conveyor device 41, and thus in the direction of reservoir 38 opens and closes in the direction of the conveyor 41. A valve element 45 embodied, for example, as a switchover element is arranged in the discharge line 40 upstream of the burner 10 and is arranged, for example, at an outlet of the accumulator 38 . A quantity of combustion air to be discharged from the reservoir 38 and fed to the burner 10 or introduced into the burner 10 can be adjusted, in particular regulated, by means of the valve element 45 . Furthermore, it is provided that the shut-off valve 25, for example, downstream of the burner and in the line part 33 or - as in 4 shown - is arranged in the discharge line 40 and thereby upstream of the burner 10 and downstream of the accumulator 38, in particular downstream of the valve element 45. The shut-off valve 25 can prevent the combustion air from flowing from the burner 10 to the accumulator 38 .

The fourth embodiment is particularly advantageous in that the reservoir 38 can be filled with the combustion air over a particularly long period of time, in particular by means of the electrically operable conveying device 41, which is designed as an electric air pump, for example, so that the demands on the conveying device 41 can be kept low . The conveying device 41 can thus be designed to save space, weight and cost.

5 shows a fifth embodiment, which basically corresponds to the fourth embodiment. In the fifth embodiment, however, a supply line 46 is additionally provided, via which air from at least one of the combustion chambers 4, in particular from all combustion chambers 4, can be introduced into the accumulator 38 and stored in the accumulator 38 as the combustion air. For this purpose, the supply line 46 is fluidly connected, in particular on one side or at one end, to the at least one combustion chamber 4, in particular to all combustion chambers 4. On the other hand or at the other end, the supply line 46 is fluidically connected to the reservoir 38 . Combustion air can be introduced into reservoir 38 via supply line 46, for example, i.e. reservoir 38 can be filled with combustion air during overrun or overrun phases of internal combustion engine 1, whose output shaft, which is designed as a crankshaft, for example, receives kinetic energy of the engine in the respective overrun or overrun phase moving or rolling motor vehicle is driven. The cylinders are coupled in an articulated manner to the output shaft via respective connecting rods. As a result, translational movements of the pistons in the cylinders 3 can be converted into a rotational movement of the crankshaft. If the output shaft (crankshaft) is rotated in the respective drag or overrun phase, this causes the pistons in the cylinders 3 to be moved in a translatory manner. The respective piston and the respective cylinder 3 thus work as an air pump, by means of which the air is conveyed from the respective combustion chamber 4 into the supply line 46 and through the supply line 46 . The air flowing through the supply line 46 from the respective combustion chamber 4 is introduced into the accumulator 38 by means of the supply line 46 and stored in the accumulator 38 as the combustion air. A valve element 47 embodied, for example, as a non-return valve or non-return flap is provided in the supply line 46 , which closes in the direction of the respective combustion chamber 4 and opens in the direction of the accumulator 38 . A backflow of the combustion air from the reservoir 38 into the respective combustion chamber 4 can thus be avoided by means of the valve element 47 .

For example, the respective combustion chamber 4 is assigned at least one or more, in particular switchable, valves which, for example, a cylinder head of the internal combustion engine 1 are arranged. The air from the combustion chambers 4 can be introduced or flow into the supply line 46 via the valves.

In the fifth embodiment, the conveyor 41 is provided as an option and can be omitted. The branching point A can optionally be arranged differently than shown in the figures. It is expedient to keep the air line 15 as short as possible. For certain reasons, such as space reasons, it may be advantageous if branch point A is arranged downstream of collector 17 and in particular upstream of combustion chambers 4 or upstream of collector 17 and possibly downstream of charge air cooler 16 .

Reference List

1

internal combustion engine

2

cylinder body

3

cylinder

4

combustion chamber

5

admission tract

6

component

7

Arrow

8th

exhaust tract

9

exhaust aftertreatment element

10

burner

11

Arrow

12

compressor

13

compressor wheel

14

electric motor

15

air line

16

intercooler

17

collector

18

throttle

19

exhaust gas turbocharger

20

turbine

23

turbine wheel

24

valve element

25

shut-off valve

26

compressor

27

compressor wheel

28

air duct element

29

valve element

30

bypass line

31

valve element

32

bypass line

33

line part

34

sensor

35

sensor

36

valve element

37

supply path

38

Storage

39

supply line

40

discharge line

41

conveyor

42

conveying element

43

electric motor

44

valve element

45

valve element

46

supply line

47

valve element

A

junction

V, V1-V4

connection point

QUOTES INCLUDED IN DESCRIPTION

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

Patent Literature Cited

• EP 0631039 A1 [0002]
• EP 2743470 A1 [0002]
• DE 102019008956 A1 [0002]

Claims (13)

Internal combustion engine (1) for a motor vehicle, with an intake section (5) through which at least fresh air can flow, by means of which the fresh air flowing through the intake section (5) can be introduced into at least one combustion chamber (4) of the internal combustion engine (1), with an exhaust gas from the Combustion chamber (4) through-flow exhaust system (8), in which at least one burner (10) is arranged, by means of which, with combustion of a mixture comprising fuel supplied to the burner (10) and combustion air supplied to the burner (10), heat is used to heat at least one in The exhaust gas aftertreatment element (9) arranged in the exhaust system (8) can be provided, and with at least one compressor (12) arranged in the intake tract (5), by means of which the fresh air to be supplied to the combustion chamber (4) is to be compressed, characterized in that the compressor ( 12) is designed as an electrically operable compressor (12), wherein at least one air line (15) provided marriage, by means of which at least part of the means of the electrically operated compressor (12) funded fresh air can be branched off from the intake tract (5) and fed to the burner (10) as the combustion air. Internal combustion engine (1) after claim 1 , characterized in that an intercooler (16) for cooling the compressed fresh air is arranged in the intake tract (5) downstream of the electrically operable compressor (12), the air line (15) being located on an upstream side of the intercooler (16) and downstream of the electrically operable compressor (12) arranged branch point (A) is fluidically connected to the inlet tract (5). Internal combustion engine (1) after claim 1 , characterized in that in the intake tract (5) upstream of the electrically operated compressor (12) a further compressor (26) is arranged, by means of which the combustion chamber (4) to be supplied fresh air is to be compressed. Internal combustion engine (1) after claim 3 , characterized in that downstream of the further compressor (26) and upstream of the electrically operable compressor (12) there is a charge air cooler (16) for cooling the fresh air compressed by means of the further compressor (26), the air line (15) being connected to a downstream the branch point (A) arranged at the electrically operable compressor (12) is fluidically connected to the intake tract (5). Internal combustion engine (1) after claim 3 or 4 , characterized in that the electrically operable compressor (12) is assigned a bypass line (32), which is arranged at a first connection point (V3) arranged upstream of the electrically operable compressor (12) and at a downstream point of the electrically operable compressor (12). , Second connection point (V4) is fluidly connected to the intake tract (5), whereby the electrically operable compressor (12) via the bypass line (32) of at least part of the fresh air can be bypassed. Internal combustion engine (1) after claim 2 , 4 or 5 , characterized in that the intake section (5) in an area extending continuously from the electrically operable compressor (12) to the branch point (A) is completely free of a cooling device for targeted cooling of the fresh air conveyed by means of the electrically operable compressor (12). is. Internal combustion engine (1) according to one of the preceding claims, characterized in that the electrically operable compressor (12) is part of an exhaust gas turbocharger (19) which comprises a turbine (20) which can be driven by the exhaust gas and by means of which the compressor (12) can be driven . Internal combustion engine (1) according to one of the preceding claims, characterized in that in the air line (15) there is arranged a reservoir (38) in which the fresh air branched off from the intake tract (5) by means of the air line (15) is to be temporarily stored, which as the combustion air can be removed from the reservoir (38) and fed to the burner (10). Internal combustion engine (1) for a motor vehicle, with an intake section (5) through which at least fresh air can flow, by means of which the fresh air flowing through the intake section (5) can be introduced into at least one combustion chamber (4) of the internal combustion engine (1), and with an exhaust gas duct exhaust system (8) through which the combustion chamber (4) can flow, in which at least one burner (10) is arranged, by means of which a mixture comprising fuel supplied to the burner (10) and combustion air supplied to the burner (10) is burned to heat at least one exhaust gas aftertreatment element (9) arranged in the exhaust system (8), characterized by a supply path (37) through which the combustion air can flow, via which the burner (10) can be supplied with the combustion air while bypassing the intake tract (5), the supply path ( 37) has: - a memory (38) for temporarily storing the combustion air; - A supply line (39) into which the combustion air can be introduced, bypassing the intake duct (5), which can be introduced into the accumulator (38) by means of the supply line (39), bypassing the intake duct (5); and - a discharge line (40) via which the combustion air can be discharged from the reservoir (38) bypassing the intake tract (5) and fed to the burner (10) bypassing the intake tract (5). Internal combustion engine (1) after claim 9 , characterized in that in the feed line (39) an electrically operable conveying device (41) is arranged, by means of which the combustion air can be conveyed through the feed line (39) and into the reservoir (38). Internal combustion engine (1) after claim 9 or 10 , characterized by at least one supply line (46) via which air from the combustion chamber (4) can be introduced into the accumulator (38). Internal combustion engine (1) for a motor vehicle, with an intake section (5) through which at least fresh air can flow, by means of which the fresh air flowing through the intake section (5) can be introduced into at least one combustion chamber (4) of the internal combustion engine (1), and with an exhaust gas duct exhaust system (8) through which the combustion chamber (4) can flow, in which at least one burner (10) is arranged, by means of which a mixture comprising fuel supplied to the burner (10) and combustion air supplied to the burner (10) is burned to heat at least one exhaust gas aftertreatment element (9) arranged in the exhaust system (8), characterized by at least one supply line (46) via which the combustion air can be fed to the burner (10) as air from the combustion chamber (4), bypassing the exhaust system (8). Motor vehicle with an internal combustion engine (1) according to one of the preceding claims.

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