DE202015103035U1 - Internal combustion engine with electrically driven turbocharger - Google Patents

Abstract

A supercharged internal combustion engine with - at least one cylinder, - an intake system (2) for supplying charge air to the at least one cylinder, - a Abgasabführsystem (3) for discharging exhaust gas from the at least one cylinder, and - at least one exhaust gas turbocharger (4) a housing (4d), a turbine (4a) arranged in the exhaust gas removal system (3) with at least one turbine runner mounted on a rotatable shaft (4c) and a compressor (4b) arranged in the intake system (2) with at least one on the rotatable shaft (4c ), wherein an electric auxiliary drive (9) is provided which comprises a stator (9a) and a rotor (9b), characterized in that - the rotor (9b) of the electric auxiliary drive (9) on The wheel (10b) is a wheel (10b) which is free-wheeling in a direction of rotation and which freewheels when the speed of rotation is greater than that of the shaft (4c) of the exhaust-gas turbocharger (4) Lnshaft the shaft (4c) of the exhaust gas turbocharger (4) is greater than the rotational speed nwheel of the wheel (10b).

Description

• – mindestens einem Zylinder,
• – einem Ansaugsystem zum Zuführen von Ladeluft zu dem mindestens einen Zylinder,
• – einem Abgasabführsystem zum Abführen von Abgas aus dem mindestens einen Zylinder, und
• – mindestens einem Abgasturbolader, der ein Gehäuse, eine im Abgasabführsystem angeordnete Turbine mit mindestens einem auf einer drehbaren Welle gelagerten Turbinenlaufrad und einen im Ansaugsystem angeordneten Verdichter mit mindestens einem auf der drehbaren Welle gelagerten Verdichterlaufrad umfasst, wobei ein elektrischer Hilfsantrieb vorgesehen ist, der einen Stator und einen Rotor umfasst.

The invention relates to a supercharged internal combustion engine with

• At least one cylinder,
• An intake system for supplying charge air to the at least one cylinder,
• An exhaust gas removal system for removing exhaust gas from the at least one cylinder, and
• At least one exhaust-gas turbocharger comprising a housing, a turbine arranged in the exhaust-gas discharge system with at least one turbine impeller mounted on a rotatable shaft and a compressor arranged in the intake system with at least one compressor impeller mounted on the rotatable shaft, wherein an electric auxiliary drive is provided which comprises a stator and a rotor.

An internal combustion engine of the type mentioned is used as a motor vehicle drive. In the context of the present invention, the term internal combustion engine comprises gasoline engines and diesel engines, but also hybrid internal combustion engines that use a hybrid combustion process, as well as hybrid propulsion systems which, in addition to the internal combustion engine, comprise an electric machine which can be electrically connected to the internal combustion engine and which receives power from the internal combustion engine or as switchable auxiliary drive additionally delivers power.

The internal combustion engine object of the present invention is a supercharged internal combustion engine. The charge serves primarily to increase performance. The air required for the combustion process is compressed, which allows each cylinder per working cycle, a larger air mass can be supplied. As a result, the fuel mass and thus the medium pressure can be increased.

The charge is a suitable means to increase the capacity of an internal combustion engine with unchanged displacement or to reduce the displacement at the same power. In any case, the charging leads to an increase in space performance and a lower power mass. If the displacement is reduced, the load spectrum can be shifted to higher loads, where the specific fuel consumption is lower. By charging in combination with a suitable transmission design and a so-called downspeeding can be realized, in which also a lower specific fuel consumption can be achieved.

Charging thus supports the constant effort in the development of internal combustion engines to minimize fuel consumption, d. H. to improve the efficiency of the internal combustion engine.

In the present case, at least one turbocharger is used for the supercharging, in which a compressor and a turbine are arranged on the same shaft. The hot exhaust stream is supplied to the turbine and relaxes with energy release in the turbine, causing the shaft to rotate. The energy emitted by the exhaust gas flow to the turbine and finally to the shaft is used to drive the compressor, which is also arranged on the shaft. The compressor conveys and compresses the charge air supplied to it, whereby a charging of the cylinder is achieved. Advantageously, a charge air cooler is provided downstream of the compressor in the intake system, with which the compressed charge air is cooled before entering the at least one cylinder. The radiator lowers the temperature and thus increases the density of the charge air, so that the cooler to a better filling of the cylinder, d. H. contributes to a larger air mass. There is a compaction by cooling.

The advantage of the exhaust gas turbocharger over a mechanical supercharger is that there is no mechanical connection to the power transmission between the supercharger and the internal combustion engine or is required. While a mechanical supercharger obtains the energy required for its drive completely from the internal combustion engine and thus reduces the power provided and thus adversely affects the efficiency, the exhaust gas turbocharger uses the exhaust gas energy of the hot exhaust gases.

The advantage of a mechanical supercharger over an exhaust-gas turbocharger is that the mechanical supercharger can generally generate and provide the required boost pressure independently of the current operating state of the internal combustion engine, in particular even at low rotational speeds of the crankshaft. This applies in particular to a mechanical loader which can be driven by means of an electric machine.

In turbocharging, it often causes difficulties to provide a sufficiently high boost pressure even at low speeds. When falling below a certain speed, a torque drop is observed. This torque drop becomes understandable if it is taken into account that the boost pressure ratio depends on the turbine pressure ratio. For example, if the engine speed is reduced, this leads to a smaller exhaust gas mass flow and thus to a smaller turbine pressure ratio. As a result, at lower speeds, the boost pressure ratio also decreases, which is equivalent to a torque drop.

The torque characteristic of a supercharged internal combustion engine is tried to improve in the prior art by various measures.

For example, by a small design of the turbine cross-section and simultaneous Abgasabblasung. Such a turbine is also referred to as a waste gate turbine. If the amount of exhaust gas exceeds a critical value, part of the exhaust gas flow is conducted past the turbine via the bypass line as part of the so-called exhaust gas blow-off. This approach has the disadvantage that the charging behavior at higher speeds or larger amounts of exhaust gas is insufficient. In addition, the prior art exhaust gas being exhausted is bypassed the turbine without further use without utilizing the energy available in the hot exhaust gas.

The torque characteristic of a supercharged internal combustion engine may be further characterized by a plurality of turbochargers arranged in parallel, i. H. be improved by a plurality of parallel turbines of smaller turbine cross-section, with turbines are switched successively with increasing exhaust gas quantity.

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

In particular, in the case of the exhaust gas turbocharger serving as a high-pressure stage, the pumping limit can be shifted toward smaller compressor flows, whereby high boost pressure ratios can be achieved even with small compressor flows, which significantly improves the torque characteristic in the lower rpm range. This is achieved by designing the high-pressure turbine for small exhaust gas mass flows and providing a bypass line, with which increasing exhaust gas mass flow increasingly exhaust gas is passed to the high-pressure turbine. For this purpose, the bypass line branches off the exhaust-gas removal system upstream of the high-pressure turbine and returns to the exhaust-gas removal system upstream of the low-pressure turbine. In the bypass line, a shut-off element is arranged to control the exhaust gas flow passed past the high-pressure turbine.

In summary, it must be stated with regard to the supercharging of internal combustion engines that an improvement of the torque characteristic is of importance, in particular at low speeds or small amounts of exhaust gas, whereby the use of exclusively electrically driven superchargers can not be expedient since the electric power or energy required for this purpose is on board a motor vehicle is not available.

An electric drive can be in connection with the charging of an internal combustion engine of a motor vehicle always only an electric auxiliary drive, which is activated and operated in case of need for support.

The exhaust turbocharger of the internal combustion engine, which is the subject of the present invention, is also equipped with an electric auxiliary drive which comprises a stator and a rotor.

The German patent application DE 100 50 161 A1 describes an internal combustion engine of the type mentioned, the exhaust gas turbocharger is equipped with an electric auxiliary drive. The auxiliary drive is activated either by moving the rotor, wherein the rotor is rotatably coupled by the displacement with the compressor impeller, or independent of the actual compressor impeller rotor which is rotatably connected to an upstream precursor wheel, does not drive the exhaust gas turbocharger as such but rather the precursor wheel, which contributes to the charge air promotion at low speeds. In the former case, a complex displacement mechanism and a coupling or coupling is provided.

In view of the above, it is the object of the present invention to provide a supercharged internal combustion engine according to the preamble of claim 1, which is simplified in terms of the activation of the electrical auxiliary drive of the turbocharger and thus improved.

• – mindestens einem Zylinder,
• – einem Ansaugsystem zum Zuführen von Ladeluft zu dem mindestens einen Zylinder,
• – einem Abgasabführsystem zum Abführen von Abgas aus dem mindestens einen Zylinder, und
• – mindestens einem Abgasturbolader, der ein Gehäuse, eine im Abgasabführsystem angeordnete Turbine mit mindestens einem auf einer drehbaren Welle gelagerten Turbinenlaufrad und einen im Ansaugsystem angeordneten Verdichter mit mindestens einem auf der drehbaren Welle gelagerten Verdichterlaufrad umfasst, wobei ein elektrischer Hilfsantrieb vorgesehen ist, der einen Stator und einen Rotor umfasst,

die dadurch gekennzeichnet ist, dass

• – der Rotor des elektrischen Hilfsantriebs ein auf der Welle des Abgasturboladers angeordnetes und gelagertes Rad umfasst, wobei dieses Rad ein in eine Drehrichtung freilaufendes Rad ist, welches freiläuft, wenn die Drehzahl n_shaft der Welle des Abgasturboladers größer ist als die Drehzahl n_wheel des Rades.

This problem is solved by a supercharged internal combustion engine

• At least one cylinder,
• An intake system for supplying charge air to the at least one cylinder,
• An exhaust gas removal system for removing exhaust gas from the at least one cylinder, and
• At least one exhaust-gas turbocharger comprising a housing, a turbine arranged in the exhaust-gas discharge system with at least one turbine impeller mounted on a rotatable shaft and a compressor arranged in the intake system with at least one compressor impeller mounted on the rotatable shaft, wherein an electric auxiliary drive is provided which comprises a stator and comprises a rotor,

which is characterized in that

• - The rotor of the electric auxiliary drive comprises a mounted on the shaft of the exhaust gas turbocharger and stored wheel, said wheel is a freewheeling in a direction of rotation, which freewheeled when the rotational speed n _{shaft of} the shaft of the exhaust gas turbocharger is greater than the rotational speed n _{wheel of} the wheel ,

According to the invention, the rotor of the electric auxiliary drive is mounted on the shaft of the exhaust gas turbocharger via a so-called one-way clutch, so that the rotor is freewheeled in one direction of rotation and frictionally connected with the shaft of the exhaust gas turbocharger in the other direction of rotation. D. H. take the wave with you and let it circulate.

The rotor can rotate freely when the speed n _{shaft of} the shaft of the exhaust gas turbocharger is greater than the speed n _{wheel of} the rotor.

Either the exhaust gas turbocharger shaft is driven by the turbine of the exhaust gas turbocharger, namely, if enough exhaust gas flows through the turbine and the turbine can perform the compressor work. Then, the rotational speed n _{shaft of} the shaft of the exhaust gas turbocharger is greater than the rotational speed n _{wheel of} the rotor and the rotor rotates freely. The shaft rotates freely under the rotor. Any braking torques or cogging moments of the then preferably deactivated auxiliary drive are harmless and without influence. This operation or drive the exhaust gas turbocharger in dispensing with the electric auxiliary drive is preferred and desired.

Or the shaft of the exhaust gas turbocharger is driven by the rotor of the electric auxiliary drive, namely, if not enough exhaust gas flows through the turbine and the turbine can no longer afford the compressor work. This is to be expected usually at low speeds or small amounts of exhaust gas. Then the rotor is frictionally connected to the shaft of the exhaust gas turbocharger, takes the shaft with and lets them rotate at the speed n _shaft = n _wheel . The electric auxiliary drive in the present case takes over the drive of the exhaust gas turbocharger. This is preferably the case at low speeds or small amounts of exhaust gas.

The internal combustion engine according to the invention consequently solves the object underlying the invention, namely to provide a supercharged internal combustion engine according to the preamble of claim 1, which is simplified in terms of the activation of the electrical auxiliary drive of the turbocharger and thus improved.

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

Embodiments of the supercharged internal combustion engine in which only one exhaust-gas turbocharger is provided, which comprises a turbine arranged in the exhaust-gas removal system and a compressor arranged in the intake system, are advantageous.

The close-coupled arrangement of the turbine of the single exhaust gas turbocharger is easily possible, which is why the exhaust enthalpy of the hot exhaust gases, which is largely determined by the exhaust pressure and the exhaust gas temperature, can be optimally used and a fast response of the turbocharger can be guaranteed. The path of the hot exhaust gases to the turbine is shortened by an arrangement close to the engine and the volume of the exhaust gas removal system upstream of the turbine also decreases. The thermal inertia of the Abgasabführsystems also decreases by reducing the mass and the length of the portion of Abgasabführsystems to the turbine.

The use of a single exhaust gas turbocharger instead of a plurality of turbochargers is more advantageous in terms of the friction power and the overall efficiency of the internal combustion engine, which is why the above embodiment of the internal combustion engine has advantages in efficiency. In addition, a switchover between a plurality of exhaust gas turbochargers or a connection of an exhaust gas turbocharger is eliminated. This also proves to be advantageous in terms of torque characteristics and in particular prevents a brief torque dip.

The close-coupled arrangement of the turbine of the single exhaust gas turbocharger allows a dense packaging of the entire drive unit.

The fact that according to the invention is an exhaust gas turbocharger, which is equipped with an electric auxiliary drive, which can take over the drive of the exhaust gas turbocharger at low speeds or small amounts of exhaust gas, it is possible, the exhaust gas turbocharger or the associated turbine to large or the to design the maximum expected exhaust gas quantities and to dimension them accordingly. Then, optionally, on the turbine side can be dispensed with a bypass line and both at low speeds or small amounts of exhaust gas and at higher speeds or larger amounts of exhaust gas a satisfactory torque characteristics and improved charging behavior can be ensured.

When using multiple exhaust gas turbochargers, such as a two-stage supercharger, the engine-near arrangement of all turbines prepares inherently larger problems.

Nonetheless, embodiments of the charged can also be advantageous Be internal combustion engine, in which at least two exhaust gas turbochargers are provided, each exhaust gas turbocharger comprising a turbine arranged in the Abgasabführsystem and a compressor arranged in the intake system. The benefits of using multiple exhaust gas turbochargers have already been discussed. The corresponding statements are made in the present case.

Embodiments of the supercharged internal combustion engine in which the turbine of the exhaust gas turbocharger has no bypass line are advantageous.

Then exhaust gas is no longer passed unused to the turbine in the context of Abgasabblasung. This not only improves the overall efficiency of the internal combustion engine. The missing bypass line also allows tight packaging of the drive unit.

Embodiments of the supercharged internal combustion engine in which the turbine of the at least one exhaust-gas turbocharger has a variable turbine geometry are advantageous.

The variable turbine geometry allows a high degree of adaptation to the respective operating point by adjusting the turbine geometry or the effective turbine cross section. In this case, upstream of the at least one impeller of the turbine vanes for influencing the flow direction are arranged. Unlike the blades of the rotating impeller, the vanes do not rotate with the shaft of the turbine, i. H. the impeller. The vanes are arranged stationary, but not completely immobile, but rotatable about its axis, so that the flow of the blades can be influenced.

On the other hand, if the turbine has a fixed fixed geometry, the vanes are not only stationary but also completely immovable, i. H. rigidly fixed.

Embodiments of the supercharged internal combustion engine in which the compressor belonging to the turbine of the at least one exhaust-gas turbocharger has a variable compressor geometry are advantageous.

In particular, if only a small amount of exhaust gas is passed through the turbine, a variable compressor geometry proves to be advantageous because the pumping limit of the compressor can be moved by adjusting the vanes in the compressor map to small compressor streams and so working the compressor beyond the surge line is avoided.

Therefore, the changeable compressor geometry also offers advantages when the electric auxiliary drive takes over the drive of the exhaust-gas turbocharger at low speeds or with small amounts of exhaust gas.

If the turbine of the at least one exhaust-gas turbocharger has a variable turbine geometry, the variable compressor geometry can be continuously matched to the turbine geometry.

Embodiments of the supercharged internal combustion engine in which a battery is provided for storing electrical energy are advantageous. The electrical energy is needed to supply and drive the electric auxiliary drive.

Embodiments of the supercharged internal combustion engine in which the compressor of the at least one exhaust-gas turbocharger is a radial compressor are advantageous, wherein this radial compressor has an inlet region which extends coaxially with the shaft of the exhaust-gas turbocharger and is designed.

A centrifugal compressor is a compressor whose outflow from the rotor blades is essentially radial. In the context of the present invention, essentially radial means that the velocity component in the radial direction is greater than the axial velocity component.

The coaxial with the shaft of the exhaust gas turbocharger extending and formed inlet region provides for a substantially axial flow of the blades of the compressor. In the context of the present invention, essentially axial means that the velocity component in the axial direction is greater than the radial velocity component.

Also advantageous in this context are embodiments of the supercharged internal combustion engine in which the electric auxiliary drive is arranged in the inlet region of the radial compressor. Then the auxiliary drive is arranged on the compressor side and thus spaced from the exhaust-gas turbine, whereby a certain protection against thermal overload is given.

If appropriate, then the correspondingly shaped wheel of the rotor can promote the charge air similar to an axial compressor or an axial fan in the direction of the radial compressor.

The charge air does not have to be deflected after flowing through the wheel to be fed to the centrifugal compressor. Unnecessary pressure losses in the charge air flow due to flow deflection are avoided and, if necessary precompressed charge air can be further compressed in the centrifugal compressor. The efficiency and the boost pressure ratio of the compression are increased.

Embodiments of the supercharged internal combustion engine in which the turbine of the at least one exhaust-gas turbocharger is a radial turbine are advantageous. This embodiment allows a tight packaging of the exhaust gas turbocharger and thus the overall charge. In a radial turbine, the flow of the blades takes place substantially radially.

Advantageous embodiments of the supercharged internal combustion engine, in which the stator is at least arranged in the housing and mounted fixed to the housing. The housing of the at least one exhaust gas turbocharger can be modular, d. H. be multi-part and includes not only the bearing housing and the turbine housing and the compressor housing.

The electric auxiliary drive as an electric motor comprises a stator and a rotor. Thus, an electric motor, i. H. an electric drive, are formed with a rotatable rotor and a fixed stator fixed to the housing, which engages circumferentially preferably made of a magnetic material wheel-shaped rotor. When the stator, preferably a coil, is energized, an electromagnetic force rotating the rotor is generated.

In this connection, therefore, embodiments of the supercharged internal combustion engine in which the stator comprises an energizable coil for establishing a magnetic field are advantageous.

Embodiments of the supercharged internal combustion engine in which the rotor comprises at least one permanent magnet for establishing a magnetic field are also advantageous for the abovementioned reasons.

Embodiments of the supercharged internal combustion engine in which the at least one permanent magnet is arranged on a radially outer edge of the wheel of the rotor and thus in the vicinity of the stator or of the energizable coil are advantageous.

In principle, embodiments of the supercharged internal combustion engine may also be advantageous, in which case the rotor comprises an energizable coil for establishing a magnetic field.

In contrast to the previous embodiment, according to which the rotor comprises at least one permanent magnet, an energizable coil for establishing a magnetic field requires a clocked current supply to the rotating coil of the rotor, which requires a current reversal and thus brushing. This type of electric motor is more complex and has a higher space requirement, which is why it is rather unsuitable for the present application with little space, but still possible in principle.

Embodiments of the supercharged internal combustion engine may also be advantageous in which the stator comprises at least one permanent magnet for establishing a magnetic field. Then, however, the rotor must comprise an energizable coil for building up a magnetic field.

Embodiments of the supercharged internal combustion engine in which the wheel of the rotor which is arranged and mounted on the shaft of the exhaust-gas turbocharger are designed as a spoke wheel are advantageous. Then the wheel of the charge air flow offers only a low resistance.

For operating an internal combustion engine of the type described above, the electric auxiliary drive is activated to set the shaft in rotation and to drive the compressor.

It is advantageous to activate the electrical auxiliary drive, if the speed n _{shaft of} the shaft of the exhaust gas turbocharger falls below a predetermined speed n _{down, 1} . The speed n _{shaft of} the supercharger _shaft can be detected metrologically, for example by means of a sensor. _Too low a rotational speed n _{shaft of} the exhaust gas turbocharger can be interpreted as an indication that the turbine can no longer perform the compressor work and the auxiliary electric drive is required to drive the compressor.

It is also advantageous to activate the electric auxiliary drive, if the speed n _{mot of} the internal combustion engine falls below a predefinable speed n _{down, 2} . As a rule, a low engine speed induces a small amount of exhaust gas, which in turn leads to a smaller turbine pressure ratio. As a result, at lower speeds, the boost pressure ratio also decreases, which is equivalent to torque loss.

It can also be advantageous to activate the electric auxiliary drive if the exhaust gas quantity of the internal combustion engine falls below a predefinable exhaust gas quantity. The above applies in connection with the engine speed.

In the following the invention is based on an embodiment according to the 1a and 1b described in more detail. Hereby shows:

1a schematically and fragmentarily the charging of a first embodiment of the internal combustion engine, in the side view and partially in half section, and

1b schematically and fragmentarily the in 1a shown charging in a rotated 90 ° side view, perpendicular to the loader shaft.

1a shows schematically and fragmentarily the exhaust gas turbocharger 4 a first embodiment of the supercharged internal combustion engine, in side view and partially in half section.

For supplying the charge air to the cylinders, the internal combustion engine has an intake system 2 , For exhausting the exhaust gases from the cylinders is a Abgasabführsystem 3 intended. For the purpose of charging the cylinder is an exhaust gas turbocharger 4 provided, the one in Abgasabführsystem 3 arranged turbine 4a with one on a rotatable shaft 4c stored turbine runner and one in the intake system 2 arranged compressor 4b with one on the rotatable shaft 4c mounted compressor impeller 5 includes. The compressor 4b is a centrifugal compressor 4b and has a compressor housing 6 that to the housing 4d the exhaust gas turbocharger 4 heard and in which the compressor impeller 5 is arranged.

The centrifugal compressor 4b has an entrance area 7 on, coaxial with the shaft 4c the exhaust gas turbocharger 4 runs and is formed, and an exit area 8th , via which the compressed charge air is discharged substantially radially.

To improve the torque characteristic is upstream of the compressor impeller 5 in the entrance area 7 of the centrifugal compressor 4b an electric auxiliary drive 9 arranged, which can be switched on, if necessary, that can be activated.

The electric auxiliary drive 9 , ie the electric motor, includes a stator 9a and a rotor 9b , The rotor 9b of the electric auxiliary drive 9 includes one on the shaft 4c the exhaust gas turbocharger 4 arranged and by means of overrunning clutch 1 stored wheel 10b , which is a spoked wheel free-wheeling in one direction of rotation 10b is, which frelaufs when the speed n _{shaft of} the shaft 4c the exhaust gas turbocharger 4 is greater than the speed n _{wheel of} the wheel 10b , The stator 9a is in the compressor housing 4d arranged fixed, ie fixed to the housing, and surrounds the rotor 9b extensively.

The rotor 9b has several permanent magnets 11 placed on radially outer edges of the spoked wheel 10b are arranged. When energizing the stator 9a , a coil 10a , one becomes the rotor 9b generates rotating electromagnetic force.

1b shows schematically and fragmentarily the in 1a shown charging in a rotated 90 ° side view, perpendicular to the loader shaft 4c , It should only be supplementary to 1a For that reason, reference is made to FIG 1a , The same reference numerals have been used for the same components.

In 1b is vividly illustrated that the wheel 10b of the rotor 9b as a spoked wheel 10b is formed on the radially outer edges of several permanent magnets 11 are arranged.

LIST OF REFERENCE NUMBERS

1

 Overrunning clutch

2

 intake system

3

 Abgasabführsystem

4

 turbocharger

4a

 Turbine of the exhaust gas turbocharger

4b

 Compressor of turbocharger, centrifugal compressor

4c

 Shaft of the exhaust gas turbocharger

4d

 Housing of the exhaust gas turbocharger

5

 compressor impeller

6

 compressor housing

7

 Entry area of the compressor

8th

 Exit area of the compressor

9

 electric auxiliary drive

9a

 stator

9b

 rotor

10a

 energizing coil

10b

 Wheel, spoked wheel

11

 permanent magnet

n _shaft

 Speed of the shaft of the exhaust gas turbocharger

n _wheel

 Speed of the rotor or wheel

QUOTES INCLUDE IN THE DESCRIPTION

This list of the documents listed by the applicant has been 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.

Cited patent literature

• DE 10050161 A1 [0018]

Claims (14)

Supercharged internal combustion engine with - at least one cylinder, - an intake system ( 2 ) for supplying charge air to the at least one cylinder, - an exhaust gas discharge system ( 3 ) for discharging exhaust gas from the at least one cylinder, and - at least one exhaust gas turbocharger ( 4 ), a housing ( 4d ), one in the exhaust system ( 3 ) arranged turbine ( 4a ) with at least one on a rotatable shaft ( 4c ) mounted turbine runner and one in the intake system ( 2 ) arranged compressors ( 4b ) with at least one on the rotatable shaft ( 4c ) mounted compressor impeller ( 5 ), wherein an electric auxiliary drive ( 9 ) is provided, which is a stator ( 9a ) and a rotor ( 9b ), characterized in that - the rotor ( 9b ) of the electric auxiliary drive ( 9 ) one on the shaft ( 4c ) of the exhaust gas turbocharger ( 4 ) and stored wheel ( 10b ), this wheel ( 10b ) a wheel running freely in one direction of rotation ( 10b ) which freewheels when the rotational speed n _{shaft of} the shaft ( 4c ) of the exhaust gas turbocharger ( 4 ) is greater than the speed n _{wheel of} the wheel ( 10b ). Supercharged internal combustion engine according to claim 1, characterized in that only one exhaust gas turbocharger ( 4 ) is provided, the one in Abgasabführsystem ( 3 ) arranged turbine ( 4a ) and one in the intake system ( 2 ) arranged compressors ( 4b ). Supercharged internal combustion engine according to claim 1, characterized in that at least two exhaust gas turbochargers ( 4 ) are provided, each exhaust gas turbocharger ( 4 ) in the exhaust gas removal system ( 3 ) arranged turbine ( 4a ) and one in the intake system ( 2 ) arranged compressors ( 4b ). Supercharged internal combustion engine according to one of the preceding claims, characterized in that the turbine ( 4a ) of the at least one exhaust gas turbocharger ( 4 ) has no bypass line. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the turbine ( 4a ) of the at least one exhaust gas turbocharger ( 4 ) has a variable turbine geometry. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the turbine ( 4a ) of the at least one exhaust gas turbocharger ( 4 ) associated compressors ( 4b ) has a variable compressor geometry. Supercharged internal combustion engine according to one of the preceding claims, characterized in that a battery for storing electrical energy is provided. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the compressor ( 4b ) of the at least one exhaust gas turbocharger ( 4 ) a radial compressor ( 4b ), this radial compressor ( 4b ) an entrance area ( 7 ) coaxial with the shaft ( 4c ) of the exhaust gas turbocharger ( 4 ) runs and is formed. Supercharged internal combustion engine according to claim 8, characterized in that the electric auxiliary drive ( 9 ) in the entry area ( 7 ) of the radial compressor ( 4b ) is arranged. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the stator ( 9a ) at least in the housing ( 4d ) is arranged and mounted fixed to the housing. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the stator ( 9a ) an energizable coil ( 10a ) to build up a magnetic field. Supercharged internal combustion engine according to one of the preceding claims, characterized in that the rotor ( 9b ) at least one permanent magnet ( 11 ) to build up a magnetic field. Supercharged internal combustion engine according to claim 12, characterized in that the at least one permanent magnet ( 11 ) on a radially outer edge of the wheel ( 10b ) of the rotor ( 9b ) is arranged. Supercharged internal combustion engine according to one of the preceding claims, characterized in that on the shaft ( 4c ) of the exhaust gas turbocharger ( 4 ) and mounted wheel ( 10b ) of the rotor ( 9b ) as spoked wheel ( 10b ) is trained.

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