DE102020213031A1 - Internal combustion engine with a temperature-controlled pressure control device for a gaseous fuel - Google Patents

Abstract

An internal combustion engine is provided, which comprises at least the following components:• an internal combustion engine 1, which is intended for operation with a gaseous fuel and is designed accordingly;• a fuel supply system, which comprises at least one fuel pressure tank 2, a pressure control device 20 and a gas injection valve 6, where the pressure control device 20 is integrated in a gas line, which connects the fuel pressure tank 2 to the gas injection valve 6 in a gas-conducting manner;• a temperature control system 21, which comprises at least the internal combustion engine 1, an exhaust gas turbocharger 11, a heating device 24, the pressure control device 20, at least one temperature control medium pump 28 and a Temperature control medium distribution system integrated, these components being fluidly connected by means of temperature control medium lines. Such an internal combustion engine is characterized in that, in a first switching state of the temperature control medium distribution system, temperature control medium can be conveyed in a temperature control medium circuit that includes at least the heating device 24 and the pressure control device 20 .

Description

The invention relates to an internal combustion engine with an internal combustion engine intended for operation with a gaseous fuel. The invention also relates to a method for operating such an internal combustion engine.

Internal combustion engines operated with gaseous fuels have become increasingly important as drive devices for motor vehicles. This also applies in particular to internal combustion engines operated with natural gas. A major reason for this lies in the approximately 25% lower CO ₂ emissions compared to petrol engines, which is particularly due to the better hydrogen-carbon ratio of natural gas of up to 4: 1 compared to 1.85: 1 of petrol are justified.

Natural gas is used as a fuel in a highly compressed form known as CNG (Compressed Natural Gas). For this purpose, the natural gas is stored under a pressure of approx. 200 bar in one or more fuel pressure tanks in order to be able to store as much natural gas as possible in the fuel pressure tanks, which are restricted in terms of their tank volume for weight reasons and for reasons of the limited installation space in motor vehicles. In this way, acceptable ranges are to be achieved for the motor vehicles powered by it.

Internal combustion engines operated with natural gas, which are intended as drive motors for motor vehicles, are currently offered in three different variants.

The so-called bivalent internal combustion engines can alternatively be operated with natural gas or petrol, with comparatively large tank volumes being kept available for both types of fuel as a rule. The internal combustion engines are designed as the best possible compromise for operation with both types of fuel. The disadvantage of this is that the potential offered by natural gas as a fuel cannot be optimally exploited.

The so-called quasi-monovalent internal combustion engines, on the other hand, are designed primarily for operation with natural gas, but can also continue to be operated with gasoline because their own fuel supply systems are provided for this purpose. However, the tanks provided for the petrol usually have very small tank volumes and their contents only serve as reserves. An obvious advantage of such quasi-monovalent internal combustion engines lies in the possibility of being able to exploit the potential that natural gas offers as a fuel as optimally as possible without being limited to the range that only the natural gas carried along as fuel allows. A disadvantage of such internal combustion engines, however, is the need to provide two different fuel supply systems, which increases costs in particular. Of course, this disadvantage also applies to bivalent internal combustion engines.

Monovalent internal combustion engines, on the other hand, are intended exclusively for operation with natural gas and can therefore also be optimally adapted to its properties. In addition, the additional effort and thus the costs and the space for an additional fuel supply system for gasoline are avoided for such internal combustion engines.

In addition to the problem of sufficient range, motor vehicles with monovalent internal combustion engines have a cold start problem, which is caused on the one hand by the storage of the natural gas under high pressure of around 200 bar in the fuel pressure tanks and the resulting relaxation required by means of a pressure control device to values of around 10 bar , which are provided for blowing the fuel in, for example, an intake manifold of the internal combustion engine, results. Due to the Joule-Thomson effect, this relaxation of the natural gas is associated with a significant drop in temperature. The natural gas downstream of the pressure control device can have values of approx. −25° C. even at high ambient temperatures. This means that such pressure control devices have to be heated regularly, for which purpose they are usually integrated into a cooling system of the internal combustion engine. However, such a heating for a pressure control device is only sufficiently effective when the coolant of the cooling system has a sufficiently high temperature, which is only given with a significant delay after a cold start of the internal combustion engine, especially at very cold ambient temperatures.

For bivalent and quasi-monovalent internal combustion engines, such a cold start problem can be avoided by initially operating them with gasoline after a cold start.

An internal combustion engine powered by CNG is, for example, from WO 2006/084583 A1 famous.

the US 9,441,577 B2 discloses a fuel supply system for natural gas that includes a fuel pressure tank, a pressure control device and a burner, wherein the pressure control device is integrated in a gas line that connects the fuel pressure tank to the burner. A heat exchanger is also integrated in the gas line upstream of the pressure control device, by means of which the this flowing natural gas can be heated by hot water.

The invention was based on the object of improving an internal combustion engine with an internal combustion engine designed for operation with a gaseous fuel with regard to temperature control of the fuel. In particular, such an internal combustion engine with a monovalent design should be improved with regard to the described cold start problem.

This problem is solved in an internal combustion engine according to patent claim 1 . A method for operating such an internal combustion engine is the subject of patent claim 15. Advantageous configurations of the internal combustion engine according to the invention and preferred embodiments of the method according to the invention are the subject of the further patent claims and/or result from the following description of the invention.

• • einen Verbrennungsmotor, der für den Betrieb mit einem gasförmigen Kraftstoff vorgesehen und dementsprechend ausgelegt ist;
• • ein Kraftstoffversorgungssystem, das zumindest einen Kraftstoffdrucktank, eine Druckregelvorrichtung und ein Gaseinblasventil umfasst, wobei die Druckregelvorrichtung in eine Gasleitung integriert ist, die den Kraftstoffdrucktank mit dem Gaseinblasventil gasleitend verbindet;
• • ein Temperiersystem, das zumindest den Verbrennungsmotor, einen Abgasturbolader, eine Heizvorrichtung, die Druckregelvorrichtung, mindestens eine Temperiermittelpumpe und ein Temperiermittelverteilsystem integriert, wobei diese Komponenten (d.h. zumindest der Verbrennungsmotor, der Abgasturbolader, die Heizvorrichtung, die Druckregelvorrichtung, die Temperiermittelpumpe und das Temperiermittelverteilsystem) mittels Temperiermittelleitungen fluidleitend verbunden sind. Dabei können zumindest einige der Komponenten, insbesondere zumindest einige der Temperiermittelleitungen, mit einer thermischen Isolierung versehen sein.

According to the invention, an internal combustion engine is provided which comprises at least the following components:

• • an internal combustion engine intended and designed to operate on a gaseous fuel;
• • a fuel supply system which comprises at least one fuel pressure tank, a pressure control device and a gas injection valve, the pressure control device being integrated into a gas line which connects the fuel pressure tank to the gas injection valve in a gas-conducting manner;
• • a temperature control system that integrates at least the internal combustion engine, an exhaust gas turbocharger, a heating device, the pressure control device, at least one temperature control medium pump and a temperature control medium distribution system, these components (ie at least the internal combustion engine, the exhaust gas turbocharger, the heating device, the pressure control device, the temperature control medium pump and the temperature control medium distribution system) are fluidly connected by means of tempering medium lines. At least some of the components, in particular at least some of the temperature control medium lines, can be provided with thermal insulation.

According to the invention, such an internal combustion engine is characterized in that temperature control medium can be conveyed in a first switching state of the temperature control medium distribution system in a (first) temperature control medium circuit that includes at least the heating device and the pressure control device. It is preferably provided that the (first) temperature control medium circuit is as small as possible, i.e. that it comprises as few components as possible that serve as heat sinks when the temperature control system or the entire internal combustion engine is in a cold state. As a result, the lowest possible thermal mass of the first temperature control medium circuit is achieved, so that heat energy transferred from the heating device to the temperature control medium can be used to the greatest possible extent for temperature control of the pressure control device. Accordingly, it can be advantageous if, according to a first main variant of an internal combustion engine according to the invention, the (first) temperature control medium circuit excludes at least the exhaust gas turbocharger and/or the internal combustion engine. It may even be advantageous that only the (first) temperature control medium pump, the pressure control device and the heating device are integrated into the (first) temperature control medium circuit (in addition to the components required for temperature control medium routing, i.e. the corresponding temperature control medium lines and, if applicable, components, for example one or more valves, the tempering medium distribution system). For the same reason, it can make sense to arrange the heating device immediately upstream of the pressure control device (with respect to a flow direction of the coolant in the (first) temperature control medium circuit that can be generated by means of the (first) temperature control medium pump), i.e. there are no components acting as a heat sink between the heating device and the pressure control device ( with the exception, if necessary, of components required for a tempering medium guide).

The first switching state of the temperature control medium distribution system and the temperature control of the pressure control device that can be advantageously implemented as a result by means of heat energy provided by the heating device can be particularly advantageous if the other components of the internal combustion engine integrated into the temperature control system do not provide sufficient waste heat that is temperature control of the pressure control device can be used. This can be the case in particular during a first phase of a warm-up operation of the internal combustion engine, which immediately follows a cold start of the internal combustion engine. Accordingly, the invention also relates to a method for operating an internal combustion engine according to the invention, in which the first switching state of the temperature control medium distribution system is set during such a first phase of a warm-up operation of the internal combustion engine. The heating device can preferably be put into operation at the same time.

According to the invention, a "cold start" is understood to mean starting up the internal combustion engine in which a temperature assigned to it (In particular the temperature control medium) is well below a defined operating temperature range. A cold start can also occur in particular when this temperature essentially corresponds to the ambient temperature.

If conditions exist in which it makes sense to use the heating device to provide heat energy for temperature control of the pressure control device, it can often also make sense to use this heat energy for temperature control of an interior of a motor vehicle (in accordance with the invention) comprising an internal combustion engine. Accordingly, it can be provided that the first temperature control medium circuit (possibly exclusively) additionally includes a heating heat exchanger in which thermal energy is transferred from the temperature control medium to air, which is then to be supplied to an interior of the motor vehicle. It can in particular also be provided that the heating device or at least one heating element thereof is integrated into the heating system heat exchanger. Alternatively or additionally, however, an arrangement of the heating device or at least one heating element thereof can also advantageously be provided in the pressure control device. On the one hand, this can result in a compact configuration of an internal combustion engine according to the invention; on the other hand, the thermal energy generated by the heating device can be used with as little loss as possible for controlling the temperature of the pressure control device and/or the heating system heat exchanger or the air that can be temperature-controlled by means of the heating system heat exchanger.

The heating device of an internal combustion engine according to the invention can in particular comprise an electrical heating element. Alternatively or additionally, however, any heating element that acts in a different way, for example a fuel heating element (burner), can also be included.

According to a preferred embodiment of an internal combustion engine according to the invention, it can be provided that in the first switching state of the temperature control medium distribution system, temperature control medium can be conveyed simultaneously in a second temperature control medium circuit, which includes the exhaust gas turbocharger and preferably also a (possibly second temperature control medium pump). It can be provided in particular that the first temperature control medium circuit and the second temperature control medium circuit are separated from one another, so that there is no common section that is to be counted among the two temperature control medium circuits. In this way, mixing of subsets of the temperature control medium that flow through the different temperature control medium circuits can be avoided completely or at least to a large extent. As a result, it can be achieved that thermal energy provided by the heating device can be used essentially exclusively for temperature control of the pressure control device and optionally a heating system heat exchanger or air that flows through it. At the same time, the partial amount of the temperature control medium that flows through the second temperature control medium circuit can be temperature-controlled by waste heat from at least the exhaust-gas turbocharger. This can be useful in particular because the exhaust gas turbocharger provides a relatively large amount of waste heat relatively quickly after the internal combustion engine has been started up, which can consequently be used advantageously for temperature control of the corresponding subset of the temperature control medium as quickly as possible. The internal combustion engine itself, on the other hand, can only provide waste heat for temperature control of the temperature control medium with a significant delay after it has been started up (starting from a cold start), which is particularly due to the significantly higher thermal mass of the internal combustion engine compared to the exhaust gas turbocharger. Accordingly, it can be advantageous that the second temperature control medium circuit excludes the internal combustion engine. Provision can then also preferably be made for the temperature control medium not to flow through the internal combustion engine in the first switching state of the temperature control medium distribution system, but instead to be inside the internal combustion engine. As a result, the internal combustion engine can be heated up relatively quickly because the waste heat generated by the engine itself is not dissipated via the temperature control medium, if possible. As a result, in the first switching state of the temperature control medium distribution system, temperature control of three subsystems of the internal combustion engine, which are largely independent of one another, can be carried out, namely on the one hand the pressure control device and, if necessary, the heating heat exchanger by means of the heating device, on the other hand temperature control medium using waste heat from the exhaust gas turbocharger and also the internal combustion engine using waste heat from this itself, will be realized. As a result, the most advantageous possible use of the waste heat or heat generated can be achieved.

It may also be useful if the second temperature control medium circuit includes the internal combustion engine, which can result in a relatively simple structural design for the temperature control system of the internal combustion engine. The waste heat from the exhaust gas turbocharger can then also be used for temperature control or, in particular, heating of the internal combustion engine after a cold start.

The first switching state of the Temperiermittelverteilsystems can optionally also advantageously during a follow-up operation of an internal combustion engine according to the invention, the immit can be directly connected to a deactivation of the internal combustion engine. Temperature control medium can be promoted in the second temperature control medium circuit, which includes at least the exhaust gas turbocharger and possibly also the internal combustion engine and which excludes the pressure control device and the heating device, possibly also the heating heat exchanger. This enables an advantageous post-cooling of at least the exhaust gas turbocharger and possibly also the internal combustion engine after decommissioning, thereby avoiding a build-up of heat and thus a possible overheating of these component(s). In this case, it can also be useful to operate exclusively the or at least one of the temperature control medium pump(s) that conveys or conveys the temperature control medium in this second temperature control medium circuit. Consequently, in particular the first temperature control medium pump, which is preferably integrated into the first temperature control medium circuit, cannot be operated during such a run-on operation.

According to a further preferred embodiment of an internal combustion engine according to the invention, it can be provided that in a second switching state of the temperature control medium distribution system, temperature control medium can be conveyed in a third temperature control medium circuit which includes at least the heating device, the pressure control device and the exhaust gas turbocharger and optionally the (first) temperature control medium pump and/or the second temperature control medium pump. The third temperature control circuit can both include and exclude the internal combustion engine. In the second switching state of the tempering medium distribution system, waste heat from the exhaust gas turbocharger and possibly also from the internal combustion engine can therefore be used for tempering the pressure control device and possibly also the heating system heat exchanger.

The second switching state of the temperature control agent distribution system can be advantageous in particular during a second phase of warm-up operation of the internal combustion engine, which immediately follows the first phase mentioned. As part of a method according to the invention for operating an internal combustion engine according to the invention, it can be provided that the second switching state of the temperature control medium distribution system is set after, during operation of the internal combustion engine with the temperature control medium distribution system in the first switching state, the temperature of the temperature control medium flowing in the second temperature control medium circuit exceeds the temperature of the in has reached the first temperature control medium circuit flowing temperature control medium at the inlet of the heating device. During the second phase of the warm-up operation, thermal energy of the temperature control medium can also be used in an advantageous manner for temperature control of the pressure control device and optionally the heating system heat exchanger, which was transferred to the temperature control medium flowing in it during the first phase in the second temperature control medium circuit. The heating device can be operated during the second phase of the warm-up operation (in particular with a reduced heating output compared to the first and also the second phase) or not operated.

According to a preferred development of an internal combustion engine according to the invention, in which the third temperature control medium circuit excludes the internal combustion engine in the second switching state, it can be provided that the temperature control medium in a third switching state of the temperature control medium distribution system in one at least the heating device, the pressure control device, the exhaust gas turbocharger and the internal combustion engine and optionally the first temperature control medium pump and/or the second temperature control medium pump enclosing fourth temperature control medium circuit can be conveyed. As a result, both waste heat from the exhaust gas turbocharger and from the internal combustion engine can then be used for controlling the temperature of the pressure control device and, if necessary, the heating system heat exchanger. The third switching state can preferably be set during a third phase of a warm-up operation of the internal combustion engine. The heating device can be operated (in particular with a reduced heating power compared to the first and also the second phase) or not operated.

According to a preferred development of such an internal combustion engine according to the invention, a fourth switching state of the temperature control medium distribution system can also be provided, in which temperature control medium can be conveyed in a fifth temperature control medium circuit that includes the exhaust gas turbocharger and the internal combustion engine and excludes the heating device and the pressure control device. This fourth switching state can preferably be set during run-on operation of the internal combustion engine in order to implement advantageous post-cooling of the internal combustion engine and in particular of the exhaust gas turbocharger.

According to a second main variant of an internal combustion engine according to the invention, it can be provided that the (first) temperature control medium circuit additionally includes at least the exhaust gas turbocharger and two heat exchange sides of a heat exchanger, with a first of the heat exchange sides downstream of the pressure control device and upstream of the exhaust gas turbocharger and the second of the heat exchange sides downstream of the exhaust gas turbocharger and upstream the pressure control device are arranged. This can also in the first Switching state of the Temperiermittelverteilsystems waste heat from the exhaust gas turbocharger and possibly also the internal combustion engine, which can be both included and excluded in this (first) temperature control medium circuit, can be used for temperature control of the pressure control device and, if necessary, the heating heat exchanger. This arrangement of the heat exchanger means that thermal energy, which the temperature control medium still has downstream of the pressure control device, is transferred to the temperature control medium, which preferably immediately flows through the heating device and the pressure control device, possibly also the heating system heat exchanger. In this way, in the first switching state of the temperature control medium distribution system, despite the integration of the exhaust gas turbocharger and possibly also the internal combustion engine in the (first) temperature control medium circuit, the heat energy provided by the heating device can be used essentially exclusively for temperature control of the pressure control device and, if necessary, the heating heat exchanger. At the same time, waste heat from at least the exhaust gas turbocharger can also be used for this purpose. The first switching state of such an internal combustion engine can also advantageously be set during a first phase of a warm-up operation of the internal combustion engine.

According to a preferred development of such an internal combustion engine according to the invention, it can also be provided that temperature control medium can be conveyed in a second switching state of the temperature control medium distribution system in a second temperature control medium circuit, which includes at least the heating device, the pressure control device and the exhaust gas turbocharger and, optionally, also the internal combustion engine. However, at least one of the heat exchange sides of the heat exchanger is excluded from the second temperature control medium circuit. As a result of the deactivation of the heat exchanger effected in this way, waste heat from the exhaust gas turbocharger and optionally from the internal combustion engine can then advantageously be used for controlling the temperature of the pressure control device and optionally also the heating system heat exchanger. This second switching state can advantageously be set during a second phase of a warm-up operation of the internal combustion engine. The heating device can be operated, then in particular with a reduced heating power compared to the first phase, or not operated.

Furthermore, in such an internal combustion engine, in which the (first) temperature control medium circuit also includes the exhaust gas turbocharger and the two heat exchange sides of the heat exchanger, provision can preferably be made for temperature control medium to be conveyable in a third switching state of the temperature control medium distribution system in a third temperature control medium circuit, which includes the internal combustion engine and the exhaust gas turbocharger includes and excludes the heating device and the pressure control device and possibly also the heating heat exchanger. The third switching state of the temperature control medium distribution system can advantageously be set during run-on operation of such an internal combustion engine in order to bring about after-cooling of the internal combustion engine and the exhaust gas turbocharger.

For an internal combustion engine according to the invention, a combined switching state of the temperature control medium distribution system can also be provided, in which at least two of the temperature control medium circuits are connected and consequently temperature control medium can overflow or be exchanged between these temperature control medium circuits. This makes it possible to use part of the temperature control medium heated by the exhaust gas turbocharger and optionally also by the internal combustion engine, in particular to a variable degree depending on requirements, for temperature control of the pressure control device and optionally the heating heat exchanger. Such a combination switching state can preferably be provided during normal operation of an internal combustion engine according to the invention, in which the temperature of at least the internal combustion engine has reached a defined operating temperature range. In addition or as an alternative, it is also possible to switch between different switching states several times for this purpose.

According to a preferred embodiment of an internal combustion engine according to the invention, it can be provided that a temperature control medium cooler and a cooler bypass assigned to the temperature control medium cooler are integrated into the temperature control system in a parallel arrangement, preferably downstream of the internal combustion engine and more preferably upstream of the exhaust gas turbocharger, with temperature control medium being fed to the temperature control medium cooler by means of the temperature control medium distribution system and the cooler bypass is distributable. This allows the temperature control medium to be cooled back as required, in particular during normal operation of the internal combustion engine, by transferring thermal energy to a cooling medium, in particular ambient air. The combination of temperature control medium cooler and cooler bypass can be integrated into any or all of the named temperature control medium circuits, which also include the internal combustion engine.

The tempering medium distribution system of an internal combustion engine according to the invention can have exactly one control valve or two or three control valves, which means that this has a simple design configuration. The control valve or valves can be designed as switching valves with only two switching positions or as proportional valves with a large number of possible switching positions (including infinitely adjustable).

The internal combustion engine of an internal combustion engine according to the invention may be a (self-igniting and quality-controlled) diesel engine or a (spark-ignited and quantity-controlled) Otto engine or a combination thereof, i.e. e.g. an internal combustion engine with homogeneous charge compression ignition.

The gaseous fuel can in particular be natural gas. The fuel can also preferably be stored in gaseous form in the fuel pressure tank or tanks under a relatively high pressure of, for example, between approximately 150 bar and approximately 260 bar, preferably approximately 200 bar.

A motor vehicle according to the invention can in particular be a wheel-based and non-rail-bound motor vehicle (preferably a car or a truck).

• 1: eine erfindungsgemäße Brennkraftmaschine;
• 2: eine erste Ausgestaltungsform eines Temperiersystems für eine erfindungsgemäße Brennkraftmaschine während einer ersten Phase eines Warmlaufbetriebs der Brennkraftmaschine;
• 3: das Temperiersystem gemäß der 2 während einer zweiten Phase des Warmlaufbetriebs der Brennkraftmaschine;
• 4: das Temperiersystem gemäß den 2 und 3 während einer dritten Phase des Warmlaufbetriebs der Brennkraftmaschine;
• 5: das Temperiersystem gemäß den 2 bis 4 während eines Normalbetriebs der Brennkraftmaschine;
• 6: das Temperiersystem gemäß den 2 bis 5 während eines Nachlaufbetriebs der Brennkraftmaschine;
• 7: eine zweite Ausgestaltungsform eines Temperiersystems für eine erfindungsgemäße Brennkraftmaschine während einer ersten Phase eines Warmlaufbetriebs der Brennkraftmaschine;
• 8: das Temperiersystem gemäß der 7 während einer zweiten Phase des Warmlaufbetriebs der Brennkraftmaschine;
• 9: das Temperiersystem gemäß den 7 und 8 während eines Normalbetriebs der Brennkraftmaschine;
• 10: das Temperiersystem gemäß den 7 bis 9 während eines Nachlaufbetriebs der Brennkraftmaschine;
• 11: eine dritte Ausgestaltungsform eines Temperiersystems für eine erfindungsgemäße Brennkraftmaschine während einer ersten Phase eines Warmlaufbetriebs der Brennkraftmaschine;
• 12: das Temperiersystem gemäß der 11 während einer zweiten Phase des Warmlaufbetriebs der Brennkraftmaschine;
• 13: das Temperiersystem gemäß den 11 und 12 während eines Normalbetriebs der Brennkraftmaschine;
• 14: das Temperiersystem gemäß den 11 bis 13 während eines Nachlaufbetriebs der Brennkraftmaschine;
• 15: eine vierte Ausgestaltungsform eines Temperiersystems für eine erfindungsgemäße Brennkraftmaschine während einer ersten Phase eines Warmlaufbetriebs der Brennkraftmaschine;
• 16: das Temperiersystem gemäß der 15 während einer zweiten Phase des Warmlaufbetriebs der Brennkraftmaschine;
• 17: das Temperiersystem gemäß den 15 und 16 während eines Normalbetriebs der Brennkraftmaschine; und
• 18: das Temperiersystem gemäß den 15 bis 17 während eines Nachlaufbetriebs der Brennkraftmaschine.

The invention is explained in more detail below with reference to exemplary embodiments illustrated in the drawings. The drawings show, each in a simplified representation:

• 1 : an internal combustion engine according to the invention;
• 2 1: a first embodiment of a temperature control system for an internal combustion engine according to the invention during a first phase of a warm-up operation of the internal combustion engine;
• 3 : the temperature control system according to the 2 during a second phase of engine warm-up operation;
• 4 : the temperature control system according to the 2 and 3 during a third phase of engine warm-up operation;
• 5 : the temperature control system according to the 2 until 4 during normal operation of the internal combustion engine;
• 6 : the temperature control system according to the 2 until 5 during a coasting operation of the internal combustion engine;
• 7 : a second embodiment of a temperature control system for an internal combustion engine according to the invention during a first phase of a warm-up operation of the internal combustion engine;
• 8th : the temperature control system according to the 7 during a second phase of engine warm-up operation;
• 9 : the temperature control system according to the 7 and 8th during normal operation of the internal combustion engine;
• 10 : the temperature control system according to the 7 until 9 during a coasting operation of the internal combustion engine;
• 11 : a third embodiment of a temperature control system for an internal combustion engine according to the invention during a first phase of a warm-up operation of the internal combustion engine;
• 12 : the temperature control system according to the 11 during a second phase of engine warm-up operation;
• 13 : the temperature control system according to the 11 and 12 during normal operation of the internal combustion engine;
• 14 : the temperature control system according to the 11 until 13 during a coasting operation of the internal combustion engine;
• 15 : a fourth embodiment of a temperature control system for an internal combustion engine according to the invention during a first phase of a warm-up operation of the internal combustion engine;
• 16 : the temperature control system according to the 15 during a second phase of engine warm-up operation;
• 17 : the temperature control system according to the 15 and 16 during normal operation of the internal combustion engine; and
• 18 : the temperature control system according to the 15 until 17 during a run-on operation of the internal combustion engine.

The one in the 1 The internal combustion engine shown or an internal combustion engine 1 of the internal combustion engine can be operated with a gaseous fuel that is stored in one or more fuel pressure tanks 2 connected in parallel under a relatively high pressure of, for example, approximately 200 bar.

The internal combustion engine 1 is supplied with fresh gas, which is primarily ambient air 5 sucked in via an air filter 4 , via a fresh gas line 3 . Fuel can be metered into the fresh gas stream flowing to the internal combustion engine 1 by means of gas injection valves 6 which are integrated into an intake manifold 7 of the fresh gas line 3 . The fresh gas-fuel mixture thus generated can then be used in the combustion engine 1 are burned to provide mechanical drive power. The exhaust gas 8 produced during the combustion of the fresh gas/fuel mixture is discharged via an exhaust line 9 of the internal combustion engine and is at least partially routed via an exhaust gas turbine 10 of an exhaust gas turbocharger 11, as a result of which drive power for a fresh gas compressor 12 of the exhaust gas turbocharger 11 is generated. The fresh gas compressor 12 is integrated into the fresh gas line 3 and is used to compress the fresh gas to be supplied to the internal combustion engine 1 . The charge pressure generated by the fresh-gas compressor 12 when the internal combustion engine 14 is operated at high load is limited by means of a so-called wastegate 13 for bypassing the exhaust-gas turbine 10 as required and/or by means of an air recirculation valve 14, which serves to avoid excessive pressure build-up downstream of the fresh-gas compressor 12 and overloading of the exhaust gas turbocharger 11 and the internal combustion engine 1 is prevented. In addition to or as an alternative to the wastegate 13 and/or the air recirculation valve 14, the exhaust gas turbine can also have a variable turbine geometry (VTG).

The fresh gas compressed by the fresh-gas compressor 12 flows through a charge-air path and first flows through a charge-air cooler 15 and then a throttle valve 16, which can serve to quantitatively regulate the load of the internal combustion engine 1. The fresh gas then flows into the intake manifold 7, which represents the last section of the fresh gas line 3 and in which the fresh gas flow is divided into partial flows that are fed to the individual combustion chambers (not shown) of the internal combustion engine 1. For this purpose, the intake manifold 7 forms a number of gas ducts 17 corresponding to the number of combustion chambers. One gas injection valve 6 is assigned to each of the gas ducts 17 and is integrated into an initial section of the associated gas duct 17 in each case. As an alternative to arranging one gas injection valve 6 in each of the gas ducts 17 , gas can also be injected centrally into a section of the fresh gas line 3 located in front of the gas ducts 17 . Direct injection into the combustion chambers can also be implemented.

The fuel is supplied to the gas injection valves 6 via a gas distribution pipe 18, a so-called gas rail. The fuel within the gas distributor pipe 18 has a pressure of, for example, approx. 10 bar, with the expansion of the fuel stored at approx. 200 bar in the fuel pressure tank(s) 2 down to this pressure of approx. 10 bar, on the one hand, by means of a tank control valve in each case 19, which is assigned to each fuel pressure tank 2, and by means of a pressure control device 20. Due to the Joule-Thomson effect, the pressure control device 20 is in contact on its low-pressure side with fuel, which can have a very low temperature, well below 0° C., as a result of the considerable expansion caused by this. In order to still ensure a safe function of the pressure control device 20, this is in a 1 temperature control system 21 of the internal combustion engine, which is only shown in a highly simplified manner, through which a liquid temperature control medium can flow through the pressure control device 20, the temperature of which can be significantly above the temperature of the fuel present on the low-pressure side of the pressure control device 20 and, as a rule, also significantly above the ambient temperature.

Various configurations of temperature control systems or at least sections thereof for an internal combustion engine according to the invention, for example according to FIG 1 are in the 2 until 18 shown where the 2 until 14 Embodiments according to a first main variant and the 15 until 18 show an embodiment according to a second main variant.

The embodiments according to the first main variant, as in the 2 until 14 are characterized in that in a first switching position of a temperature control medium distribution system of the respective temperature control system 21, a first temperature control medium circuit 22a is formed, which in each case has a heating system heat exchanger 23 with a heating device 24 integrated therein, a pressure control device 20, which has an inlet 26 and an outlet 27 for includes gaseous fuel, and includes a first temperature control medium pump 28a, but at the same time an exhaust gas turbocharger 11 and the internal combustion engine 1 excludes. In the second main variant according to the 15 until 18 on the other hand, the first temperature control medium circuit 22a also includes the exhaust gas turbocharger 11 and the internal combustion engine 1 as well as two heat exchange sides 29a of a heat exchanger 29 .

In addition to these components, all of the temperature control systems 21 according to the 2 until 18 one more temperature control medium cooler 30 and one cooler bypass 31 assigned to it, two or three temperature control medium pumps 28 and the temperature control medium distribution system, which consists of two or three control valves 32 . A first control valve 32a is integrated into the cooler bypass 31 in each case. By means of this first control valve 32a, temperature control medium can be routed past the temperature control medium cooler 30, if required, and a re-cooling of the temperature control medium can thereby be prevented or effected in a controlled manner.

The temperature control system according to 2 until 6 basically comprises a main temperature control circuit, in which the heating heat exchanger 23 with integrated heating device 24, the pressure control device 20, a first temperature control medium pump 28a, the internal combustion engine 1, the parallel connection of temperature control medium cooler 30 and cooler bypass 31 and a second temperature control medium pump 28b are integrated in series. The internal combustion engine 1 also has a third temperature control medium pump 28c that can be driven directly or by an electric motor. The first temperature control medium pump 28a and the second temperature control medium pump 28b can be driven by an electric motor.

A first short-circuit line 33a of the temperature control system 21 branches off from the main temperature control circuit immediately downstream of the first temperature control medium pump 28a and opens directly upstream of the heating heat exchanger 23 into the main temperature control circuit. A check valve 34 is integrated into this first short-circuit line 33a, which opens at a defined excess pressure in the area of the branch compared to the mouth.

Immediately downstream of the exhaust gas turbocharger 11, a second short-circuit line 33b branches off from the main temperature control circuit and opens into the main temperature control circuit immediately downstream of the branch of the first short-circuit line 33a. A second control valve 32b is integrated into the branch of this second short-circuit line 33b. Depending on the switching position of the second control valve 32b, the temperature control medium that comes from the exhaust gas turbocharger 11 is routed in the direction of the heating system heat exchanger 23 and/or via the second short-circuit line 33b.

Between the mouth of the second short-circuit line 33b and the internal combustion engine 1, a third short-circuit line 33c branches off from the main temperature control circuit. The third short-circuit line 33c opens into the main temperature control circuit between the combination of temperature control medium cooler 30 and cooler bypass 31 on the one hand and the second temperature control medium pump 28b on the other. The third control valve 32c is integrated into the branch of this third short-circuit line 33c. Depending on the switching position of the third control valve 32c, the temperature control medium that arrives there can be routed to the internal combustion engine 1 and/or via the third short-circuit line 33c.

During a first phase of a warm-up operation, the temperature control system 21 according to the 2 until 6 comprehensive internal combustion engine are, according to a first switching state of the tempering medium distribution system, the second control valve 32a and the third control valve 32c switched such that the entire temperature control medium arriving at each of these is routed via the short-circuit line 33b, 33c connected to it. As a result, there is a first temperature control medium circuit 22a, which exclusively includes the heating heat exchanger 23 with the integrated heating device 24, the pressure control device 20 and the first temperature control medium pump 28a. The entire temperature control medium guided in this first temperature control medium circuit 22a is guided via the first short-circuit line 33a.

Furthermore, there is a second temperature control medium circuit 22b in the first switching state, which exclusively includes the second temperature control medium pump 28b and the exhaust gas turbocharger 11 . The entire temperature control medium guided in this second temperature control medium circuit 22b is guided via the second short-circuit line 33b and the third short-circuit line 33c. In the first switching state of the temperature control medium distribution system, thermal energy provided by the heating device 24 can be used exclusively for controlling the temperature of the heating heat exchanger 23 and the pressure control device 20 . Furthermore, by means of waste heat from the exhaust gas turbocharger 11, a relatively quick heating of temperature control medium flowing in the second temperature control medium circuit 22b can be realized.

For a second phase of the warm-up operation, which follows the first phase, the second control valve 32b is switched in accordance with a second switching state of the temperature control medium distribution system in such a way that the entire incoming temperature control medium is routed in the direction of the heating system heat exchanger 23 and no coolant is routed via the second short-circuit line 33b ( see. 3 ). A third temperature control circuit 22c results. The temperature control medium distribution system switches from the first switching state to the second switching state when the temperature of the temperature control medium downstream of the exhaust gas turbocharger 11 has reached the temperature of the temperature control medium at the inlet of the heating system heat exchanger 23 . As a result, the coolant previously and also subsequently heated by means of waste heat from the exhaust gas turbocharger 11 can advantageously be used for temperature control of the heating system heat exchanger 23 and the pressure control device 20 . The heat output of the heating device 24 can thereby be reduced to zero, if necessary, as required.

In the first and second switching states of the temperature control medium distribution system, there is standing temperature control medium in the internal combustion engine 1, as a result of which the internal combustion engine 1 heats up the temperature control medium located in it relatively quickly using its own waste heat. Has this standing in the internal combustion engine 1 tempering reached a defined temperature, the particular Temperature of the temperature control medium at the inlet of the heating system heat exchanger 23 can accordingly, according to the 4 the tempering medium distribution system can be set to a third switching state by switching the third control valve 32c. The temperature control medium arriving at the second control valve 32b is then completely routed to the internal combustion engine 1 so that the waste heat from the internal combustion engine 1 can also be used for temperature control of the heating system heat exchanger 23 and the pressure control device 20 . A fourth temperature control circuit 22d results. The third switching position of the temperature control medium distribution system can be set during a third phase of the warm-up operation of the internal combustion engine. The heat output of the heating device 24 can be reduced to zero, if necessary, as required.

the 6 shows the temperature control system during run-on operation of the internal combustion engine after the internal combustion engine 1 has been shut down. The temperature control medium distribution system is in a fourth switching state, in which all of the temperature control medium arriving at the third control valve 32c goes to the internal combustion engine 1 and all of the temperature control medium arriving at the second control valve 32b is routed via the second short-circuit line 33b. This results in a fifth temperature control medium circuit 22e, which exclusively includes the internal combustion engine 1 with the third temperature control medium pump 28c, the second temperature control medium pump 28b and the exhaust gas turbocharger 11. Since the first temperature control medium pump 28a is not put into operation during the run-on operation, temperature control medium is consequently only conveyed in the fifth temperature control medium circuit 22e, as a result of which aftercooling of the internal combustion engine 1 and in particular also of the exhaust gas turbocharger 11 is achieved. The heating device 24 is not put into operation.

According to the 5 can the Temperiermittelverteilsystem during normal operation of the internal combustion engine cyclically, for example at a frequency between 0.2 Hz and 5 Hz, between the third switching state according to the 4 and the fourth switching state according to 6 are switched, whereby, depending on the switching frequency, can be controlled to what extent waste heat from the internal combustion engine 1 and the exhaust gas turbocharger 11 for temperature control of the heating system heat exchanger 23 and the pressure control device 20 is used. As a result, a target temperature of the pressure control device 20 can be set. Alternatively, if at least the second control valve 32b is designed as a proportional valve, it can also be provided that such a control is also carried out by setting the second control valve 32b in such a way that this temperature control medium leads both to the heating system heat exchanger 23 and via the second short-circuit line 33b (combined switching state). , will be realized.

The in the 7 until 10 internal combustion engine shown differs from that according to the 1 structurally only in that the third short-circuit line 33c including the associated (third) control valve 32c is not provided. Consequently, there is no possibility of conveying coolant in a temperature control medium circuit which includes the exhaust gas turbocharger 11 but excludes the internal combustion engine 1 .
Accordingly, the second temperature control circuit (22b) present in a first switching state of the temperature control medium distribution system of this internal combustion engine also includes the internal combustion engine 1 (cf. 7 ). This first switching state is in turn set during a first phase of a warm-up operation of the internal combustion engine.

The third temperature control medium circuit 22c, which is in a second switching state of the temperature control medium distribution system according to the 8th is formed, also includes the internal combustion engine 1 and thus corresponds to the main temperature control circuit with all the components arranged therein. The second switching state of the tempering medium distribution system is in turn set during a second phase of the warm-up operation. A distinction in a second and third phase of the warm-up operation, as in the internal combustion engine according to 2 until 6 is provided is in the internal combustion engine according to 7 until 10 not provided.

During normal operation of the internal combustion engine (cf. 9 ) is cycled between the first switching position according to the 7 and the second switch position according to 8th switched over, or, in the case of an embodiment of the control valve 32b assigned to the second short-circuit line 33b as a proportional valve, a combination switching state is set: This makes it possible to control the extent to which waste heat from the internal combustion engine 1 and the exhaust gas turbocharger 11 is used to control the temperature of the heating system heat exchanger 23 and the pressure control device 20. As a result, a target temperature of the pressure control device 20 can be set.

During a run-on operation of the internal combustion engine according to 10 the first switching state of the temperature control medium distribution system is again set, with temperature control medium being conveyed exclusively in the second temperature control medium circuit 22b.

The in the 11 until 14 The internal combustion engine shown basically comprises two temperature control circuits, a first of which comprises heating heat exchanger 23 with integrated heating device 24, pressure control device 20 and first temperature control medium pump 28a, while the second temperature control circuit includes second temperature control medium pump 28b, exhaust gas turbocharger 11, internal combustion engine 1 with third temperature control medium pump 28c and the combination of tempering medium cooler 30 and cooler bypass 31 includes. The two temperature control circuits are connected to one another via two connecting lines 35, both of which merge into the first temperature control circuit downstream of the first temperature control medium pump 28a and upstream of the heating heat exchanger 23. A transition of the first connecting line 35a takes place in the section of the second temperature control circuit which is located between the exhaust gas turbocharger 11 and the internal combustion engine 1 . The second connecting line 35b, on the other hand, opens into the section of the second temperature control circuit that is located between the combination of temperature control medium cooler 30 and cooler bypass 31 on the one hand and the second temperature control medium pump 28b. A second control valve 32b is integrated into this orifice, which has a first switching position in which temperature control medium can be conveyed within the second temperature control circuit (corresponding to a second temperature control medium circuit 22b), the second connecting line 35b being separated or blocked at the same time. In a second switching position, on the other hand, the second connecting line 35b is released and the second temperature control circuit is interrupted.

During a first phase of warm-up operation (cf. 11 ) the second control valve 28b is placed in the first switching position according to a first switching state of the temperature control medium distribution system consisting of the second control valve 32b and the first control valve 32a, whereby temperature control medium is conveyed by means of the first temperature control medium pump 28a in a first temperature control medium circuit 22a, which also integrates the heating system heat exchanger 23 heater 24 and the pressure control device 20 includes. Furthermore, temperature control medium is conveyed by means of the second temperature control medium pump 28b and the third temperature control medium pump 28c in the second temperature control medium circuit 22b.

During a second phase of warm-up operation (cf. 12 ) the second control valve 32b is placed in the second switching position according to a second switching state of the temperature control medium distribution system, as a result of which temperature control medium is conveyed by means of the first temperature control medium pump 28a and the second temperature control medium pump 28b in a third temperature control medium circuit 22c, which includes the heating system heat exchanger 23 with an integrated heating device 24, the pressure control device 20 and includes the exhaust gas turbocharger 11 but excludes the engine 1 .

During normal operation of the internal combustion engine (cf. 13 ) is cycled between the first switching position according to the 11 and the second switch position according to 12 switched over or, if the second control valve 32b is designed as a proportional valve, a combination switching state is set, which makes it possible to control the extent to which waste heat from the internal combustion engine 1 and the exhaust gas turbocharger 11 is used to control the temperature of the heating system heat exchanger 23 and the pressure control device 20. As a result, a target temperature of the pressure control device 20 can be set.

During run-on operation of the internal combustion engine (cf. 14 ) is in turn set to the first switching state, with temperature control medium being conveyed exclusively in the second temperature control medium circuit 22b.

The in the 15 until 18 The internal combustion engine shown according to the second main variant also includes a main temperature control circuit, in which the heating system heat exchanger 23 with integrated heating device 24, the pressure control device 20, a first heat exchange side 29a of the heat exchanger 29, the internal combustion engine 1 with the first temperature control medium pump 28a, the combination of temperature control medium cooler 30 and cooler bypass are connected in series 31, a second temperature control medium pump 28b, the second heat exchange side 29b of the heat exchanger 29 and a throttle 25 are integrated. Furthermore, a short-circuit line 33a is provided, which branches off downstream of the exhaust gas turbocharger 11 and upstream of the second heat exchange side 29b of the heat exchanger 29 and which opens into the main temperature control circuit downstream of the first heat exchange side 29a of the heat exchanger 29 and upstream of the internal combustion engine 1. A second control valve 32b is integrated into this first short-circuit line 33a. And finally, the temperature control system of the internal combustion engine includes a second short-circuit line 33b, which branches off from the main temperature control circuit downstream of the branch of the first short-circuit line 33a and upstream of the heat exchanger 29 and which opens into the main temperature control circuit between the throttle 25 and the heating heat exchanger 23. A third control valve 32c is integrated into this second short-circuit line 33b.

During a first phase of a warm-up operation of the internal combustion engine, the second control valve 32b and the third control valve 32c are switched in accordance with a first switching state in such a way that they allow temperature control medium to flow via the respective short-circuit line 33a, 33b prevent (cf. 15 ). As a result, temperature control medium is conveyed in a first temperature control medium circuit 22a, which corresponds to the main temperature control circuit. The heating device 24 is put into operation, so that heat from the heating device 24 and waste heat from the exhaust gas turbocharger 11 and optionally also from the internal combustion engine 1 can be used to control the temperature of, in particular, the heating heat exchanger 23 and the pressure control device 20 . The heat exchanger 29 also uses thermal energy that still has the temperature control medium that comes from the pressure control device 20 and that is partially transferred to the temperature control medium that is immediately passed through the heating heat exchanger 23 and then through the pressure control device 20 .

During a second phase of the warm-up operation of the internal combustion engine (cf. 16 ) is guided by a corresponding adjustment of the third control valve 32c (according to a second switching state) via the second short-circuit line 33b and thus the second heat exchange side 29b of the heat exchanger 29 bypassed. This results in a uniform distribution of waste heat from the internal combustion engine 1 and the exhaust gas turbocharger 11 and possibly thermal heat from the heating device 24 to the components then flowed through in a corresponding second temperature control circuit 22b.

During a run-on operation of the internal combustion engine after the internal combustion engine 1 has been shut down (cf. 18 ) the temperature control medium distribution system is in a third switching state, in which all of the temperature control medium coming from the exhaust gas turbocharger 11 is routed to the internal combustion engine 1 via the first short-circuit line 33a. This results in a third temperature control medium circuit 22c, which exclusively includes the internal combustion engine 1, the first temperature control medium pump 28a, the second temperature control medium pump 28b and the exhaust gas turbocharger 11. As a result, after-cooling of the internal combustion engine 1 and in particular also of the exhaust gas turbocharger 11 is achieved.

During normal operation of the internal combustion engine (cf. 17 ) can cycle between the first switching state according to the 15 , The second switching state according to 16 and the third switching state according to 18 be switched. Alternatively, if the second control valve 32a and/or the third control valve 32c is configured as a proportional valve, a combination switching state can be set. This makes it possible to control the extent to which waste heat from the internal combustion engine 1 and the exhaust gas turbocharger 11 is used to regulate the temperature of the heating system heat exchanger 23 and the pressure control device 20 . As a result, a target temperature of the pressure control device 20 can be set.

The heating power of the heating device 24 can be regulated. For this purpose, it can be controlled by a controller, e.g. a PI controller, which is part of a control unit of the internal combustion engine. The application in the control device specifies the temperature setpoint for the temperature of the temperature control medium at the outlet of the heating device 24 or at the outlet of the heating heat exchanger 23 that integrates it. Via a measured temperature of the temperature control medium at this outlet, the controller is guided via a control deviation and the temperature is regulated. The heating power specifies the gradient of the temperature rise of the temperature control medium. This heat output is to be carried out as required. If the temperature of the temperature control medium at the inlet to the heating device is greater than the desired value, then the heating output is reduced or switched off via the controller in the control unit.

Reference List

1

combustion engine

2

fuel pressure tank

3

fresh gas line

4

air filter

5

ambient air

6

gas injection valve

7

intake manifold

8th

exhaust

9

exhaust line

10

exhaust turbine

11

exhaust gas turbocharger

12

fresh gas compressor

13

wastegate

14

recirculation valve

15

intercooler

16

throttle

17

gas duct

18

gas manifold

19

tank control valve

20

pressure control device

21

temperature control system

22

temperature control circuit

22a

first temperature control circuit

22b

second temperature control circuit

22c

third temperature control circuit

22d

fourth temperature control circuit

22e

fifth temperature control circuit

23

heating heat exchanger

24

heating device

25

throttle

26

Gaseous fuel pressure regulator inlet

27

Gaseous fuel pressure control device outlet

28

temperature control pump

28a

first temperature control pump

28b

second temperature control pump

28c

third temperature control pump

29

heat exchanger

29a

first heat exchange side of the heat exchanger

29b

second heat exchange side of the heat exchanger

30

temperature control cooler

31

cooler bypass

32

control valve

32a

first control valve

32b

second control valve

32c

third control valve

33

short-circuit line

33a

first short circuit

33b

second short circuit

33c

third short circuit

34

check valve

35

connection line

35a

first connection line

35b

second connection line

36

Heat exchanger housing

37

tempering medium inlet

38

temperature control medium outlet

39

tempering medium line

40

glow plug

41

fuel inlet

42

fuel outlet

43

air intake

QUOTES INCLUDED IN DESCRIPTION

This list of 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

• WO 2006/084583 A1 [0010]
• US 9441577 B2 [0011]

Claims (15)

Internal combustion engine with • an internal combustion engine (1) which is designed for operation with a gaseous fuel, • a fuel supply system which comprises a fuel pressure tank (2), a pressure control device (20) and a gas injection valve (6), the pressure control device (20) is integrated into a gas line that connects the fuel pressure tank (2) to the gas injection valve (6), and • a temperature control system (21) that includes the internal combustion engine (1), an exhaust gas turbocharger (11), a temperature control device (24), the pressure control device ( 20), at least one temperature control medium pump (28) and a temperature control medium distribution system, these components being connected by means of temperature control medium lines. characterized in that temperature control medium can be conveyed in a first switching state of the temperature control medium distribution system in a (first) temperature control medium circuit (22a) including the heating device (24) and the pressure control device (20). Internal combustion engine according claim 1 , characterized in that the (first) temperature control medium circuit (22a) excludes the exhaust gas turbocharger (11) and/or the internal combustion engine (1). Internal combustion engine according claim 1 or 2 , characterized in that in the first switching state of the temperature control medium distribution system, temperature control medium can be conveyed in a second temperature control medium circuit (22b) comprising the exhaust gas turbocharger (11). Internal combustion engine according to one of the preceding claims, characterized in that in a second switching state of the temperature control medium distribution system, temperature control medium can be conveyed in a third temperature control medium circuit (22c) including the heating device (24), the pressure control device (20) and the exhaust gas turbocharger (11). Internal combustion engine according claim 4 , characterized in that in a third switching state of the temperature control medium distribution system, temperature control medium can be conveyed in a fourth temperature control medium circuit (22d) including the heating device (24), the pressure control device (20), the exhaust gas turbocharger (11) and the internal combustion engine (1). Internal combustion engine according claim 5 , characterized in that in a fourth switching state of the temperature control medium distribution system in a fifth temperature control medium circuit (22e) including the exhaust gas turbocharger (11) and the internal combustion engine (1) and excluding the heating device (24) and the pressure control device (20) can be conveyed. Internal combustion engine according claim 1 , characterized in that the (first) temperature control medium circuit (22a) includes the exhaust gas turbocharger (11) and two heat exchange sides (29a, 29b) of a heat exchanger (29), with a first (29a) of the heat exchange sides (29a, 29b) downstream of the pressure control device ( 20) and upstream of the exhaust gas turbocharger (11) and the second (29b) of the heat exchange sides (29a, 29b) are arranged downstream of the exhaust gas turbocharger (11) and upstream of the pressure control device (20). Internal combustion engine according claim 7 , characterized in that temperature control medium in a second switching state of the temperature control medium distribution system in a second temperature control medium circuit including the heating device (24), the pressure control device (20) and the exhaust gas turbocharger (11) and excluding at least one of the heat exchange sides (29a, 29b) of the heat exchanger (29). (22b) is fundable. Internal combustion engine according claim 8 , characterized in that the second temperature control medium circuit (22b) includes the internal combustion engine (1). Internal combustion engine according to one of Claims 8 or 9 , characterized in that in a third switching state of the temperature control medium distribution system, temperature control medium can be conveyed in a third temperature control medium circuit (22c) which includes the internal combustion engine (1) and the exhaust gas turbocharger (11) and excludes the heating device (24) and the pressure control device (20). Internal combustion engine according to one of the preceding claims, characterized in that a temperature control medium cooler (30) and a cooler bypass (31) assigned to the temperature control medium cooler (30) are integrated in the temperature control system (21), with temperature control medium being distributed to the temperature control medium cooler (30) and the temperature control medium by means of the temperature control medium distribution system Cooler bypass (31) is variably distributed. Internal combustion engine according to one of the preceding claims, characterized in that in a combined switching state of the temperature control medium distribution system at least two of the temperature control medium circuits (22a - 22e) are connected. Internal combustion engine according to any one of the preceding claims, characterized in that net that the (first) tempering medium circuit (22a) includes a heating heat exchanger (23). Internal combustion engine according to one of the preceding claims, characterized in that the heating device (24) is integrated into the heating heat exchanger (23) and/or into the pressure control device (20). Method for operating an internal combustion engine according to one of the preceding claims, characterized in that • during a first phase of a warm-up operation of the internal combustion engine, the first switching state of the temperature control medium distribution system is set and/or • during a second phase of the warm-up operation the second switching state of the temperature control medium distribution system is set and/ or • during a third phase of the warm-up operation, the third switching state according to claim 5 is set and/or • during normal operation of the internal combustion engine, the combination switching state is set or multiple switching is made between different switching states and/or • for a run-on mode, the first switching state according to claim 3 or the fourth switching state according to claim 6 or the third switching state according to claim 10 is set.

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