WO2015055310A1

WO2015055310A1 - Internal combustion engine, in particular for a motor vehicle

Info

Publication number: WO2015055310A1
Application number: PCT/EP2014/002786
Authority: WO
Inventors: Dietmar Schröer
Original assignee: Daimler Ag
Priority date: 2013-10-17
Filing date: 2014-10-16
Publication date: 2015-04-23
Also published as: DE102013017276A1

Abstract

The invention relates to an internal combustion engine (14), in particular for a motor vehicle, comprising an intake system (12) via which air can be guided to at least one combustion chamber (18) of the internal combustion chamber, at least one compressor (20) which is arranged in the intake system (12) and which comprises a compressor wheel (26) for compressing the air which is to be guided to the combustion chamber (18) and comprising at least one sound damper (10) which is arranged downstream of the compressor wheel (26) in the intake system (12). A cooling device (40) for cooling the sound damper (10) is provided.

Description

Internal combustion engine, in particular for a motor vehicle

The invention relates to an internal combustion engine, in particular for a

Motor vehicle, according to the preamble of claim 1 and a

Internal combustion engine, in particular for a motor vehicle, according to

Preamble of claim 8.

DE 10 2009 027 539 A1 discloses an internal combustion engine with an intake tract as known. Via the intake tract air can be supplied to at least one combustion chamber of the internal combustion engine. The internal combustion engine further comprises at least one compressor arranged in the intake tract, which compressor has a compressor wheel for compressing the air to be supplied to the combustion chamber. In the intake tract, at least one silencer is arranged downstream of the compressor wheel. Due to the pulsating operation of the internal combustion engine, the intake tract is excited to oscillate, from which noise can result. In order to minimize or avoid this noise or noise emission, the silencer is used, which thus acts as a noise damper. The muffler is arranged downstream of the compressor, since such a compressor or an exhaust gas turbocharger usually amplifies the effect of the vibration excitation.

The DE 35 31 353 A1 discloses an internal combustion engine, in whose

Intake tract a muffler is arranged in the form of an absorption silencer.

DE 10 2009 028 632 A1 discloses a liquid-cooled internal combustion engine with at least one cylinder head and at least one liquid-cooled turbine. The turbine is equipped with a pump for delivering a coolant and at least one integrated exhaust manifold, wherein the pump via a supply line with the at least one turbine for supplying the liquid-cooled turbine with

CONFIRMATION COPY Coolant is connected. It is provided that the supply line upstream of the at least one turbine does not pass through the cylinder head.

In addition, from the general state of the art

Internal combustion engines are known, which each have a combustion chamber housing with at least one combustion chamber. The combustion chamber is

for example, a cylinder, so that the combustion chamber housing is a cylinder housing. The cylinder housing is commonly referred to as a cylinder block. Such an internal combustion engine usually comprises at least one cooling circuit through which a cooling medium can flow, in which the combustion chamber housing is arranged. Thus, the combustion chamber housing by means of the cooling circuit

to cool through flowing cooling medium. Usually, it is the

Cooling medium to a cooling liquid, which also referred to as cooling water. As a result, an effective and efficient cooling of the combustion chamber housing (cylinder housing) can be realized.

During operation of the internal combustion engine, especially at full load, it comes to high temperatures, especially in the intake of the

Internal combustion engine. In order to protect the intake tract or the components against damage resulting from these high temperatures, the components are usually formed from metal. This results in high costs and a high weight of the intake tract and thus the internal combustion engine as a whole.

It is therefore an object of the present invention to develop such an internal combustion engine of the type mentioned that the use of

cheaper plastic and a particularly low weight of the intake of the internal combustion engine can be realized.

This object is achieved by an internal combustion engine having the features of patent claim 1 and by an internal combustion engine having the features of patent claim 8. Advantageous embodiments with expedient and non-trivial developments of the invention are specified in the remaining claims.

To further develop an internal combustion engine specified in the preamble of claim 1 type such that a particularly low weight and a particularly low space requirement of the intake and thus the

Total internal combustion engine can be realized according to the invention Cooling device provided for cooling the muffler. The invention is based on the finding that, in particular in highly charged

Internal combustion engines, the temperature in the intake tract downstream of the compressor is very high and, for example, 180 ° C. Components which are arranged in the intake tract downstream of the compressor wheel and upstream of a charge air cooler for cooling the compressed air by means of the compressor are thus subjected to high temperatures via the compressed air. Such a component, which is arranged between the compressor wheel and the intercooler, is, for example, a so-called throttle body, which comprises at least one throttle valve for setting a mass flow of the air flowing through the intake tract. Particularly in the case of full-load operation of the internal combustion engine, particularly high temperatures can arise, as a result of which permissible temperatures of the engine are reached

Throttle body can be exceeded. The same applies to the

Silencer, by means of which the noise resulting from the excitation by the compressor blades can be damped.

The muffler is usually in the flow direction of the air through the intake between the compressor and the intercooler, in particular between the

Compressor and the throttle body arranged. By means of the

Cooling effectable cooling of the muffler, the air flowing through the muffler can be cooled, for example, before the air

Throttle body reaches. In other words, can be cooled by the cooling of the muffler over the prior art improved cooling of the compressed air, which is also referred to as charge air, to

Achieve throttle body.

By cooling the muffler, which is usually arranged particularly close to the compressor, the charge air can be cooled early by high temperatures after exiting the compressor. The arranged downstream of the muffler throttle body as well as the charge air leading charge air ducts, which are arranged downstream of the muffler, can thus be protected from excessive temperatures. This makes it possible, for example, the

Throttle body, the charge air ducts, the silencer itself as well

optionally further, downstream of the muffler arranged components of the intake tract in terms of their dimensions, in particular their wall thickness, are designed filigree, so that the space requirements and the weight of these components and thus the intake can be kept very low overall. In addition, these components can be designed particularly inexpensive. The same applies to optionally provided recooler, which can be configured with only a small cooling capacity due to the cooling of the charge air effected by means of the cooling device.

To further develop an internal combustion engine specified in the preamble of claim 8 type such that a particularly low

Space requirements and a particularly low weight of the intake tract and thus the internal combustion engine can be realized overall, it is inventively provided that at least one arranged downstream of the compressor component of the intake is arranged in the cooling circuit for cooling the combustion chamber housing. Thus, it is possible to use the cooling medium, which is used for cooling the combustion chamber housing or the combustion chamber block of the internal combustion engine, also for cooling the at least one component of the intake tract.

Preferably, in the cooling circuit of the internal combustion engine is a so-called high-temperature cooling circuit, wherein the

Internal combustion engine also a further cooling circuit in the form of a

Low-temperature cooling circuit has. Usually two such,

separate or separable from each other cooling circuits in the form of

High-temperature cooling circuit and the low-temperature cooling circuit used, in which the respective cooling medium is cooled to different temperatures. In the high-temperature cooling circuit, the cooling medium of the high-temperature cooling circuit is cooled to a higher temperature than the cooling medium in the low-temperature cooling circuit. In other words, the high-temperature cooling circuit is operated at a first temperature of the cooling medium of the high-temperature cooling circuit, wherein the low-temperature cooling circuit is operated at a second temperature of the cooling medium of the low-temperature circuit. The first temperature is higher than the second temperature.

Due to the fact that according to the invention it is provided to use the high-temperature cooling circuit for cooling also the at least one component of the intake tract, the low-temperature cooling circuit does not have to be used for cooling the at least one component of the intake tract. As a result, excessive heat input into the low-temperature cooling circuit can be avoided. In particular, it is possible to cool parts or regions of a charge air section arranged downstream of the compressor or of the compressor wheel by means of the cooling circuit, the charge air being guided by means of the charge air path.

By cooling the at least one component of the intake tract, it can be made filigree with regard to its wall thickness and thus with regard to its weight, so that the components of the intake tract can thus be made particularly space-saving, weight-saving and cost-effective. In addition, the low-temperature cooling circuit can be spared from excessive heat input from the charge air passage to the compressor, so that the

Low-temperature cooling circuit can be designed particularly space, weight and cost. Nevertheless, critical components in the charge air path can be cooled sufficiently without, for example, during a partial load operation of the internal combustion engine, the charge air is unnecessarily heated.

As the at least one component of the intake tract, for example, a

Throttle body can be cooled. The throttle body is designed for example as an electric throttle actuator, which comprises at least one electric motor for moving the throttle valve.

Further advantages, features and details of the invention will become apparent from the following description of preferred embodiments and from the drawing. The features mentioned above in the description and

Feature combinations as well as the features and feature combinations mentioned below in the description of the figures and / or shown alone in the figures are not only in the respectively indicated combination but also in others

Combinations or alone, without departing from the scope of the invention.

The drawing shows in:

Fig. 1 is a schematic longitudinal sectional view of a muffler for a

Intake tract of an internal combustion engine, wherein a cooling device is provided for cooling the muffler and wherein the cooling device is shown according to a first embodiment; FIG. 2 shows a further schematic longitudinal sectional view of the muffler, the cooling device being provided according to a second embodiment; FIG.

Fig. 3 is a schematic and partially sectioned front view of the

Intake tract of the internal combustion engine arranged compressor, in the compressor housing, the muffler is integrated with the cooling device according to the second embodiment;

Fig. 4 is a schematic view of a cooling circuit for cooling a

Bearing housing of the exhaust gas turbocharger, the compressor housing and the muffler;

5 shows a schematic view of an internal combustion engine according to a first embodiment, with a combustion chamber housing having at least one combustion chamber, with an intake tract, via which air can be supplied to the combustion chamber, with at least one compressor arranged in the intake tract for compressing the air to be supplied to the combustion chamber, and with at least one cooling circuit through which a cooling medium can flow, in which the combustion chamber housing, which can be cooled by the cooling medium flowing through the cooling circuit, is arranged, wherein at least one component of the intake tract arranged downstream of the compressor is arranged in the cooling circuit for cooling the combustion chamber housing;

Fig. 6 is a schematic view of the internal combustion engine according to a

second embodiment; and

Fig. 7 is a schematic view of the internal combustion engine according to a third

Embodiment.

In the figures, identical or functionally identical elements are provided with the same reference numerals.

1 shows, in a schematic longitudinal sectional view, a muffler designated as a whole by 10, which is also referred to as "noise damper." The muffler 10 is in an intake tract 12 (FIGS. 4 to 7) of an internal combustion engine 14 (not shown in FIG (Fig. 5)

Internal combustion engine 14 is, for example, as reciprocating Internal combustion engine designed and used to drive a motor vehicle, especially a passenger car.

As can be seen, for example, from FIG. 5, the internal combustion engine 14 comprises a combustion chamber housing in the form of a cylinder housing 16, which is also known as

Cylinder block is called. The cylinder housing 16 comprises at least one combustion chamber in the form of a cylinder 18. The intake tract 12 serves to supply air to the cylinder 8.

In the intake tract 12, at least one compressor 20 of an exhaust gas turbocharger 22 is arranged. The compressor 20 includes a compressor housing 24, in which a recognizable from Fig. 3 compressor wheel 26 is received. As can be seen from FIG. 5, the compressor wheel 26 is rotatable about an axis of rotation 28 relative to the compressor housing 24.

The exhaust gas turbocharger 22 also includes a turbine 30 with a turbine housing 32, in which a turbine wheel not visible in the figures is arranged. The

Turbine wheel is coupled to the compressor wheel 26 via a shaft. The turbine wheel is arranged in an exhaust tract of the internal combustion engine 14. The exhaust gas tract is traversed by exhaust gas of the internal combustion engine 14, wherein the exhaust gas flows around the turbine wheel and thereby drives. As a result, the compressor wheel 26 is driven by the turbine wheel via the shaft, so that the energy contained in the exhaust gas for

Compressing the cylinder 18 to be supplied air can be used. In this case, the turbine wheel is also rotatable about the axis of rotation 28 relative to the turbine housing 32.

The intake duct 12 comprises a suction piping 34, which downstream of the

Verdichterrads 26 arranged and can be flowed through by the compressed air and for guiding the compressed air to the cylinder 18 is used. The intake piping 34 includes, for example, an intake line 36, which is also referred to as charge air line, since the compressed air is also referred to as charge air. The intake piping 34 is fluidly connected to the compressor housing 24 through which the compressed air flows.

Also, the muffler 10 is fluidly connected to the Ansaugverrohrung 34 and the

Compressor housing 24 is connected and has a recognizable from Fig. 1 channel 38, which is flowed through by the compressed air. In other words, that is

Silencer 10 in the flow direction of the air through the intake tract 12 downstream of the compressor 26 arranged. Thus, the Ansaugverrohrung 34 and the Silencer 10 components of the intake tract 12 and part of a so-called charge air passage, by means of which the compressed air from the compressor 26 to the cylinder 18 is guided.

Downstream of the muffler 10, an intercooler 84 shown in Figure 7 may be arranged. The charge air cooler can be flowed through by the compressed air. As a result of the compression of the air caused by the compressor 20, the air is heated. To realize a particularly high degree of supercharging, the air is conveyed by means of the

Intercooler cooled again. The muffler 10 is in the flow direction of the air, in particular the compressed air, between the intercooler and the

Compressor 26 is arranged and thus flows through the compressed and thus heated but not yet cooled charge air.

The blading of the compressor wheel and the high rotational speed of its circulation give rise to high-frequency air vibrations at the outlet of the compressor 20. Sound emissions and thus noises can result from these vibrations. Of the

Silencer 10 serves to dampen these sound emissions or noise, so that a particularly advantageous noise behavior of the internal combustion engine 14 and thus of the motor vehicle is generally feasible. This includes the

Silencer 10 damper chambers 39, which are fluidly connected via openings 41 to the channel 38 and are limited to the outside by outer walls 43, so that the channel 38 flowing through the charge air can not flow to the environment. The different volumes of the damper chambers 39 form with the through holes 41 of the same length and diameter Helmholzresonatoren tuned to different frequencies and so attenuate the Schallemissonen broadband.

As can be seen from FIG. 1, the internal combustion engine 14 comprises a cooling device, denoted as a whole by 40, for cooling the muffler 10. FIG. 1 shows the cooling device 40 according to a first embodiment. As can be seen from Fig. 1, the channel 38 of the muffler 10 is limited by a wall 42. In this case, the cooling device 40 comprises an outer cooling rib arrangement 44 with outer cooling ribs 46 and, alternatively or additionally, an inner cooling rib arrangement 48 with inner cooling ribs 50. The outer cooling ribs 46 are the wall 42

turned away, while the inner cooling fins 50 of the wall 42 facing. By means of the outer cooling fins 46, a particularly high amount of heat to the

Environment are delivered. The inner cooling fins 50 serve to represent a particularly advantageous heat absorption of the wall 42 of the channel 38 flowing through the charge air.

The inner cooling fins 50 are arranged on a side facing the channel 38 of the outer walls 43 and, for example, integrally formed with the respective outer walls 43. The outer cooling fins 46 are arranged on a side facing away from the channel 38 of the respective walls 43 and

For example, integrally formed with the respective walls 43.

FIG. 2 shows the muffler 10 with the cooling device 40 according to a second embodiment. As can be seen from FIG. 2, the cooling device 40 according to the second embodiment has at least one cooling jacket 52, through which a cooling medium can flow, for cooling the muffler 10. The cooling device 40 of the second embodiment is designed as a liquid cooling, the cooling jacket 52 is formed as a water jacket and can be flowed through by a cooling liquid as the cooling medium. The cooling liquid is usually referred to as cooling water and ensures a particularly effective and efficient cooling of the muffler 10. To the cooling jacket 52 to supply the cooling liquid and a discharge of the

To realize cooling liquid, connecting pieces 54 are provided. That in the

Cooling jacket 52 introduced cooling medium (cooling liquid) is due to a

Heat transfer from the muffler 10 heated to the cooling liquid, whereby the muffler 10 is cooled. The cooling medium heated by cooling

(Coolant) is derived from the cooling jacket 52 and passed, for example, to a cooler, by means of which the heated cooling medium is cooled again.

To realize such a liquid or water cooling, it is advantageous, the muffler 10, which, for example, designed as a damper insert and

Usually made of a plastic is to produce from a good heat conductive material such as a metallic material. Since the

Silencer 10 is in intensive heat exchange with the charge air, a particularly good heat transfer from the charge air to the muffler 10 and further to the cooling device 40 and the coolant can be realized by the production of the muffler 10 of a metallic material. As a metallic material is particularly advantageous aluminum or an aluminum alloy.

As can be seen from FIG. 2, the cooling device 40 according to the second

Embodiment the inner cooling fins 50, creating a particularly good Heat transfer from the charge air received in the damper chambers 39 to the cooling fins 50 and further to the outer walls 43 can take place. From the outer walls 43 then a very good heat dissipation to the cooling liquid can take place, which flows through the cooling jacket 52 and - as can be seen from Fig. 2 - the outer walls 43 flows around the outer peripheral side and contacted or touched. In other words, the outer walls 43 are facing away from the channel 38

Outer sides of the cooling liquid flows around, wherein the cooling liquid touches the outer walls 43. As can also be seen from FIG. 2, the cooling fins 50 are arranged between the cooling jacket 52 and the channel 38 of the muffler 10 through which the charge air can flow.

FIG. 3 shows the cooling device 40, wherein the muffler 10 is integrated in the compressor housing 24. This means that the muffler 10 and the compressor housing 24 are integrally formed with each other. It can also be seen from FIG. 3 that the compressor housing 24 has at least one channel in the form of a spiral channel 56. The spiral channel 56 can be traversed by the compressed air and serves to discharge the compressed air from the compressor wheel 26. The channel 38 of the muffler 10 is fluidly connected to the spiral channel 56. By integrating the

Muffler 10 in the compressor housing 24, the channel 38 forms the continuation of the spiral channel 56. Further, the muffler 10 forms a connection piece 58, with which, for example, the suction line 36 can be connected so that the charge air through the spiral channel 56 and the channel 38 and flows from the Channel 38 can flow into the suction line 36.

The compressor housing 24 also has an integrated water cooling. In other words, runs within at least one wall of the compressor housing 24, at least one cooling channel, which is flowed through by a cooling medium, in particular cooling liquid. The cooling channel of the compressor housing 24 thus forms a further cooling jacket, in particular a water jacket, which can be flowed through by cooling medium for cooling the compressor housing 24 or the compressor 20.

Preferably, it is provided that the cooling jacket 52 for cooling the

Silencer 10 and the further cooling jacket for cooling the compressor housing 24 are arranged in a common cooling circuit and thus can be flowed through by the same cooling liquid. In other words, it is provided that the cooling jacket 52 of the cooling device 40 for cooling the muffler 10 and the further cooling jacket for cooling the compressor housing 24 fluidly connected or with each other are connectable, so that the muffler 10 and the compressor housing 24 are to be cooled by means of the same coolant. Thus, the further cooling jacket of the compressor housing 24 is formed as a water jacket, whereby an effective and efficient cooling of the compressor 20 can be realized.

The further water jacket of the compressor housing 24 surrounds, for example, the spiral channel 56 at least partially, in particular at least predominantly, and is led up to the cooling jacket 52 of the muffler 10. As a result, a fully water-cooled compressor silencer housing can be created, with only one inlet and one outlet nozzle in the form of the connecting piece 54 for the

Coolant. In other words, the connecting piece 54 can be used to both the cooling jacket 52 of the muffler 10 and the cooling jacket of the

Compressor housing 24 to supply the cooling liquid or dissipate the cooling liquid from both the cooling jacket 52 and the other cooling jacket of the compressor housing 24.

As can be seen from FIG. 5, the internal combustion engine 14 has a

Cooling circuit 60 on. This cooling circuit 60 is, for example, a high-temperature cooling circuit in which the cylinder housing 16 or at least one water jacket of the cylinder housing 16 is arranged. The cooling circuit 60 is flowed through by a cooling medium, in particular a cooling liquid. This means that the water jacket of the cylinder housing 16 can also be flowed through by this cooling liquid. As a result, the cylinder housing 16 can be cooled by means of the cooling liquid 60 flowing through the cooling circuit 60 (high-temperature cooling circuit).

Preferably, it is provided that the internal combustion engine 14 also has a further cooling circuit in the form of a low-temperature cooling circuit. The high temperature refrigeration cycle and the low temperature refrigeration cycle are

For example, separately or separable from each other and are flowed through by a respective cooling medium, in particular a respective cooling liquid. Of the

High-temperature cooling circuit and the low-temperature cooling circuit differ from each other in that the cooling liquid of the high-temperature cooling circuit is cooled to a higher temperature than the cooling liquid of the low-temperature cooling circuit. In other words, the high-temperature refrigeration cycle is operated at a first temperature of the cooling liquid of the high-temperature refrigeration cycle, wherein the low-temperature refrigeration cycle at a second temperature of the Cooling liquid of the low-temperature cooling circuit is operated and wherein the first temperature is higher than the second temperature.

Preferably, it is provided that the cooling jacket 52 and optionally the further cooling jacket of the compressor housing 24 are arranged in the low-temperature cooling circuit, so that the cooling liquid of the low-temperature cooling circuit is used to cool the muffler 10 and possibly the compressor housing 24. This can be seen from Fig. 4, in which the low-temperature cooling circuit is designated 62. The low-temperature cooling circuit 62 comprises a pump 64, by means of which the cooling liquid of the low-temperature cooling circuit 62 is required. The direction in which the cooling liquid of the low-temperature cooling circuit 62 flows through it is illustrated in FIG. 4 by directional arrows.

The low-temperature cooling circuit 62 also includes a radiator 68, which is referred to as a recooler. In the low-temperature cooling circuit 62 is also a

Bearing housing 66 of the exhaust gas turbocharger 22 is arranged. The compressor wheel 26 and the turbine wheel are rotatably mounted on the bearing housing 66 about the rotation axis 28 relative to the bearing housing 66 via the shaft. It also has, for example, the

Bearing housing 66 on a permeable by the cooling liquid water jacket. As can be seen from Fig. 4, by means of the pump 64, the cooling liquid of the

Low-temperature cooling circuit 62 initially promoted to the bearing housing 66, which is cooled by means of the cooling liquid. From the bearing housing 66 and its

Water jacket flows the coolant to the cooling jacket 52 of the muffler 10 and the other cooling jacket of the compressor housing 24 and then to a in the intake manifold 12 downstream of the compressor 20 and downstream of the muffler 10 arranged throttle body 70th

Also, the throttle body 70 is flowed through by the cooling liquid of the low-temperature cooling circuit 62. The throttle body 70 is thus another component of the intake tract 12, which is cooled by means of the coolant.

The low temperature refrigeration cycle 62 may also be that shown in FIG. 4

Include intercooler, which can be cooled by means of the cooling liquid of the low-temperature cooling circuit 62. Thus, the intercooler is designed as an air-water cooler, so that the charge air can be cooled particularly effectively and efficiently. It can thus be seen from FIG. 4 that components arranged in the intake tract 12 between the charge air cooler and the compressor wheel 26, for example the muffler 10 and the throttle body 70, can be cooled by means of the cooling liquid of the low-temperature cooling circuit 62. As a result, these components can be protected against thermal damage. In addition, it is possible to cool the compressed and thereby heated air along the charge air path before reaching the charge air cooler, since the charge air, the components mentioned

(Throttle body 70 and muffler 10) flows through. In which

Throttle body 70 is, for example, an electrical

A throttle valve actuator comprising a throttle and an electric motor for moving the throttle.

The cooling fins 46 and / or 50 of FIG. 1 can also be aligned for the best possible cooling effect so that they optimally pass through or occur when there is a flow through an engine compartment in which the internal combustion engine 14 is arranged.

to be flowed around. This water cooling of the muffler 10 in Fig. 2 has

In contrast, the advantage that it can be integrated at least almost anywhere in the charge air route. The integration of the muffler 10 in the compressor housing 24 according to FIG. 3 has the advantage that the intake tract 12 can be designed particularly space-saving, since the muffler 10 and the compressor housing 24 may be integrally formed with each other and surrounded by only a common water jacket.

The charge air cooler is preferably arranged in the low-temperature cooling circuit 62 downstream of the radiator 68 and upstream of the bearing housing 66. This means that the cooled by the radiator 68 cooling water from the radiator 68 first the

Charge air cooler flows through, in order to allow the supercharged air to cool down.

Thereafter, the already slightly heated by the cooling of the charge air cooling water is used to the throttle body 70, the muffler 10, the

Compressor housing 24 and the bearing housing 66 to cool. The order of the components through which the cooling liquid of the low-temperature cooling circuit 62 flows and / or the components arranged in the low-temperature cooling circuit 62 are arbitrary or variable.

The pump 64 is, for example, an electrically operated pump and can be at least almost arbitrarily integrated into the low-temperature cooling circuit 62 and ensures the circulation of the cooling liquid (cooling water). In partial load operation of

Internal combustion engine 14, if appropriate, the low-temperature cooling circuit 62 can also be shut down.

In the internal combustion engine 14 according to FIG. 5, the silencer 10 -for example according to FIG. 3 -is integrated into the compressor housing 24 of the compressor 20. As can be seen from Fig. 5, is now the muffler 10 or be

Cooling jacket 52 not in the low-temperature cooling circuit 62 but in the

High-temperature cooling circuit (cooling circuit 60) arranged. Thus, the

Coolant, by means of which also the cylinder housing 16 is cooled, also used for cooling the muffler 10. Also the further cooling jacket of the

Compressor housing 24 is disposed in the high-temperature cooling circuit, so that the compressor housing 24 by means of the high-temperature cooling circuit

can be cooled by flowing coolant.

The arranged in the intake manifold 12 muffler 10, which is not visible in Fig. 5 due to its integration, the compressor housing 24 is thus a component of the intake tract 12, which is arranged in the high-temperature cooling circuit. As can be seen from FIG. 5, the throttle body 70 is also arranged as a further component of the intake tract 12 in the high-temperature cooling circuit, so that it too can be cooled by means of the cooling liquid flowing through the high-temperature cooling circuit.

The high-temperature refrigeration cycle includes a pump 72, by means of which the

Coolant can be promoted through the high-temperature cooling circuit. In addition, the high-temperature refrigeration cycle includes a cooler 74, which is also referred to as a recooler. Also, the bearing housing 66 is disposed in the high-temperature cooling circuit and can be cooled by means of the cooling liquid flowing through the high-temperature cooling circuit.

The cooling liquid flowing through the high-temperature cooling circuit is heated as a result of corresponding heat transfers, whereby the corresponding components are cooled. The cooler 74 serves to cool the heated coolant again.

The high-temperature cooling circuit comprises at least one valve element in the form of a thermostat 76, by means of which the supply of the cooling jacket 52 and thus of the Silencer 10, the other cooling jacket and thus the compressor housing 24 and the throttle body 70 with the cooling liquid of the high-temperature cooling circuit is adjustable. It is provided that the supply of these components (muffler 10, compressor housing 24 and throttle body 70) with the cooling liquid of the high-temperature cooling circuit by means of the thermostat 76 in response to a temperature of at least one of the components, in particular in response to a temperature difference between the at least a component and the coolant, is adjustable.

The arranged in the high-temperature cooling circuit thermostat 76 prevents the

Coolant volume flow through said components (compressor housing 24, muffler 10 and throttle body 70) as soon as these components

for example, are not warmer than a usual temperature of the cooling liquid of about 90 ° C. As a control or control variable for the regulation to be effected by the thermostat 76 or control of the cooling liquid volume flow through said components is not about the temperature of the cooling liquid but the temperature of at least one of the components used. The thermostat 76 is, for example, coupled or connected in a heat-conducting manner with the named components. Has at least one of the components, i. the compressor housing 24 and / or the

Silencer 10 and / or the throttle body 70 to a temperature which is greater than the temperature of the cooling liquid of the high-temperature cooling circuit, so heat transfer from the opposite of the cooling liquid warmer component can be done to the cooling liquid of the high-temperature cooling circuit. As a result, the thermostat 76 releases the flow of the components with the cooling liquid, so that the components can be cooled by means of the cooling liquid of the high-temperature cooling circuit.

According to FIG. 5, the cooling liquid of the high-temperature cooling circuit, after which it has flowed through the bearing housing 66, flows through said components and / or through a bypass line 78 of the high-temperature cooling circuit, wherein in the bypass line 78 a throttle 80 of the high-temperature cooling circuit

is arranged. By means of the thermostat 76, respective volume flows of the cooling liquid of the high-temperature cooling circuit flowing through the components and the bypass line 78 can be adjusted as needed, in particular as a function of at least one temperature of at least one of the components. The cooling liquid is taken, for example, the cylinder block (cylinder housing 6) at a location with a relatively high pressure level and at a location with respect to lower pressure level, for example, close to the exit of a

Cylinder head of the internal combustion engine 14, fed again. Thus, these can be removed and circulated coolant circulated parallel to the cooling liquid in the internal combustion engine 14 and in the cylinder housing 16, wherein the cooling liquid flows in the internal combustion engine 14, in particular in the cylinder housing 16, via a cylinder head gasket and cooling channels in the cylinder head.

For example, it is provided that the thermostat 76 with at least one temperature-critical component, in particular a housing of the muffler 10, heat is conductively connected. This allows the thermostat 76 the flow of

Release coolant through this temperature-critical component then and only if cooling of this temperature-critical component is required. In particular, the components are not heated at partial load of the internal combustion engine 14, whereby thermodynamic disadvantages can be avoided.

The bypass line 78 also provides a closed thermostat 76, i. If the thermostat 76 prevents the flow of the components through coolant, a flow through the bearing housing 66 safely. The throttle 80 ensures when the thermostat 76 is open a sufficient pressure drop for the flow through the components (compressor housing 24, muffler 10 and throttle body 70) with coolant.

As shown in Fig. 6, the thermostat 76 has a three-way function. The coolant of the high-temperature cooling circuit is passed either through the components to be cooled (compressor housing 24, muffler 10, throttle body 70) or by the bypass line 78. In other words, if necessary, the cooling liquid is conducted past them either through the components to be cooled or via the bypass line 78. The provided according to FIG. 5 throttle 80 can be omitted.

According to FIG. 7, the thermostat 76 is replaced by a valve element in the form of a switching valve 82. The switching valve 82 takes over the task of the thermostat 76, wherein the switching valve 82 is driven electronically. As a controlled variable or control variable for driving or regulating the switching valve 82 is either the at least one

Temperature of the at least one component to be cooled of the charge air path used. Alternatively or additionally, a temperature model can be used. By means of such a virtual model, at least one temperature of at least one of the components is calculated by means of a computing device. When the calculated temperature exceeds the temperature of the cooling liquid, the switching valve 82 releases the flow of the cooling liquid, so that the at least one component can be cooled by means of the cooling liquid of the high-temperature cooling circuit.

According to FIG. 7, the charge air cooler designated by 84 is provided as additional component to be cooled by means of the cooling liquid of the high-temperature cooling circuit, which is arranged downstream of the throttle body 70. The charge air cooler 84 can be flowed through by the compressed air (charge air) and, in particular when required, by the cooling fluid of the high-temperature cooling circuit, so that the charge air cooler 84 is designed as an air-water cooler. Thus, it is possible to cool the charge air via the intercooler 84 by means of the cooling liquid of the high temperature refrigeration cycle.

The intercooler 84 has a high-temperature part 86 and a

Low temperature part 88 on. The high-temperature part 86 is to be cooled by means of the cooling liquid of the high-temperature cooling circuit. The low-temperature part 88, however, is to be cooled with the low-temperature cooling circuit 62, which can be seen in detail in FIG. In other words, the high-temperature part 86 is arranged in the high-temperature cooling circuit, wherein the low-temperature part 88 is arranged in the low-temperature cooling circuit 62. Thus, it is also possible to cool the charge air by means of the cooling liquid of the low-temperature cooling circuit 62.

The internal combustion engine 14 also includes a temperature sensor 90, by means of which a temperature of a component of the charge air path is detected. In the present case, this component is the throttle body 70, which, however, is only optionally provided in the internal combustion engine 14 according to FIGS. 4 to 7. By means of the electrically operable switching valve 82 is effected in response to the temperature detected by the temperature sensor 90 that the cooling liquid of the high-temperature cooling circuit either through the components of the charge air path, i. through the compressor housing 24, the muffler 10, the throttle body 70 and the high-temperature part 86 or through the

Bypass line 78 flows past these components. As a result, a need-based cooling of the said components of the charge air route can be realized. If the temperature model is used in the form of a computer model to calculate at least one temperature of at least one component of the charge air path and operated the switching valve 82 in dependence on this temperature, the

Temperature sensor 90 also omitted.

The order in which the components of the charge air path or the components of the internal combustion engine 14 are at all traversed by the cooling liquid can also be varied. Likewise, components to be cooled can be omitted and / or other components to be cooled can be provided.

LIST OF REFERENCE NUMBERS

10 silencers

12 intake tract

14 internal combustion engine

16 cylinder housing

18 cylinders

20 compressors

22 exhaust gas turbocharger

24 compressor housing

26 compressor wheel

28 axis of rotation

30 turbine

32 turbine housing

34 intake piping

36 suction line

38 channel

39 damper chamber

40 cooling device

41 passage openings

42 wall

43 wall

44 cooling rib arrangement

46 cooling fins

48 cooling rib arrangement

50 cooling fins

52 cooling jacket

54 connecting pieces

56 spiral channel

58 connection piece

60 cooling circuit

62 low-temperature cooling circuit

64 pump

66 bearing housing 68 coolers

70 throttle body

72 pump

74 coolers

76 Thermostat

78 bypass

80 throttle

82 switching valve

84 intercooler

86 high temperature part

88 low-temperature part

90 temperature sensor

Claims

claims

Internal combustion engine (14), in particular for a motor vehicle, having a combustion chamber housing (16) with at least one combustion chamber (18), with a combustion chamber

Intake tract (12), via which the combustion chamber (18) air can be supplied, with at least one in the intake tract (12) arranged compressor (20) for

Compressing the combustion chamber (18) to be supplied with air, and with at least one of a cooling medium flow-through cooling circuit (60), in which the combustion chamber housing (16) which by means of the cooling circuit (60)

is cooled by flowing cooling medium, is arranged

characterized in that

in the cooling circuit (60) for cooling the combustion chamber housing (16) at least one downstream of the compressor (20) arranged muffler (10, 70) of the

Intake tract (12) is arranged.

Internal combustion engine (14) according to claim 1,

characterized in that

at least one valve element (76, 82) is provided, by means of which at least the supply of the component (10, 70) of the intake tract (12) with cooling medium from the cooling circuit (60) is adjustable.

3. internal combustion engine (14) according to claim 2,

characterized in that

the supply of the component (10, 70) with cooling medium by means of

Valve element (76, 82) in dependence on a temperature of the component (10, 70), in particular in dependence on a temperature difference between the component (10, 70) and the cooling medium, is adjustable.