DE102011108916A1 - Internal combustion engine for motor vehicle, has compressor whose output side is connected with input side of turbine for pressurizing compressed gas around turbine - Google Patents

Abstract

The internal combustion engine has an exhaust gas turbocharger that is provided in a turbine (32). The input side of the turbine is connected with an output side of a compressor (46) for pressurizing compressed gas around the turbine. Two working cylinders (16,18) are arranged in series with a compressor cylinder (28) inside a crank case (10). The working pistons and a compressor piston are driven by a crankshaft. An independent claim is included for a method for operating internal combustion engine.

Description

The invention relates to an internal combustion engine having an exhaust gas turbocharger with a turbine and a compressor driven by the turbine.

It is known to charge internal combustion engines, in particular reciprocating internal combustion engines for the propulsion of vehicles, d. H. to compress the combustion chambers of the internal combustion engine supplied combustion gas. This is intended to improve the filling of the combustion chambers and, based on this, achieve a higher specific power and / or a lower specific fuel consumption.

The charging of an internal combustion engine by means of an exhaust gas turbocharger having a compressor for compressing the combustion gas (usually filtered fresh air) and a turbine connected to the compressor via a shaft for driving the compressor is widespread. The exiting from the combustion chambers exhaust gas is passed through the turbine of the exhaust gas turbocharger and thereby relaxed. This energy is transferred to the turbine, whereby the compressor is driven. A significant advantage of exhaust gas turbochargers is that the energy for driving the compressor is withdrawn from the exhaust stream. This would otherwise go unused as lost heat. However, it is disadvantageous that the power of the turbine of the exhaust-gas turbocharger depends on the size of the exhaust-gas mass flow prevailing at the given time and can be insufficient in particular at low speeds and loads of the internal combustion engine.

In order to avoid this disadvantage, so-called mechanical superchargers are sometimes used, which are usually driven directly by a crankshaft of the internal combustion engine and therefore provide their power regardless of the prevailing exhaust gas mass flow. The disadvantage of this, however, is that for the drive of such a supercharger no "power loss" is used, but power that could actually be provided for the drive of the vehicle. The use of such a supercharger thus in principle increases the consumption of the internal combustion engine.

A special type of mechanically supercharged internal combustion engine is from the DE 31 20 190 A1 known. Therein a 2-cylinder in-line internal combustion engine is disclosed, in which the cyclically moving in the two working cylinders working piston are driven in phase by a crankshaft. The crankshaft simultaneously drives a damper mass, which is provided to compensate for the mass forces generated by the in-phase driven piston. In this case, the connecting rod, with which the absorber mass is cyclically driven, offset by 180 ° to the connecting rods, with which the two working pistons are driven on the crankshaft, resulting in the always opposite direction of the movements of the absorber mass on the one hand and the working piston on the other. In the internal combustion engine according to the DE 31 20 190 A1 At the same time, the absorber mass serves as the piston of a piston pump via which compressed air is supplied to the working cylinders and thus acts as a compressor or mechanical supercharger of the internal combustion engine.

Based on this prior art, the present invention seeks to provide an improved generic internal combustion engine. In particular, the operating behavior of an internal combustion engine provided with an exhaust-gas turbocharger with a low number of cylinders (in particular a 2-cylinder internal combustion engine) should be improved.

This object is solved by the subject matters of the independent claims. Advantageous embodiments of the internal combustion engine according to the invention are the subject of the dependent claims and will become apparent from the following description of the invention.

The invention is based on the idea to improve the effect of an exhaust gas turbocharger, at least temporarily, that the turbine of the exhaust gas turbocharger is not only acted upon by the exhaust gas, but additionally with a compressed gas from a compressor, in particular a combustion gas, such as fresh air. It can thereby be achieved that the power of the turbine of the exhaust gas turbocharger does not depend exclusively on the exhaust gas mass flow generated by the internal combustion engine. This allows an improved adjustment of the compressor power of the exhaust gas turbocharger to the respective operating state of the internal combustion engine, which in particular can lead to an improved performance of the internal combustion engine at low speeds and / or loads.

A generic internal combustion engine with (at least) an exhaust gas turbocharger comprising a turbine and a compressor driven by the turbine, according to the invention is characterized in that in addition a compressor is provided, the output side (ie on the high pressure side) with the input side (ie with the High pressure side) of the turbine is connected to apply this to a compressed gas from the compressor.

The invention is particularly preferably suitable for the development of a generic 2-cylinder (reciprocating) internal combustion engine having a crankcase, in which two working cylinders are formed, wherein in each of the working cylinder, a working piston is moved cyclically between a top dead center (TDC) and a bottom dead center (UT) and wherein the working cylinders of the compressor of the exhaust gas turbocharger compressed combustion gas is supplied.

In generic 2-cylinder internal combustion engines, the pulse-like admission of the turbine of the exhaust gas turbocharger takes place in principle with relatively long time intervals; This can result in a relatively poor response of the exhaust gas turbocharger and in a relatively low specific torque of the internal combustion engine, especially at speeds up to 2000 / min. This disadvantageous operating behavior of such a generic internal combustion engine can be improved by the development of the invention. In particular, an improved response of the exhaust gas turbocharger, an increase in the steady-state torque, in particular in a speed range <50% of the rated speed and - in a diesel engine according to the invention - a higher excess air in the partial load range can be achieved.

It can preferably be provided that the compressor is designed in the form of a piston pump. The piston pump has a compressor piston, which is preferably formed in a compressor cylinder of the crankcase. This allows the compressor piston driven by the same crankshaft, which also drives the working piston of the internal combustion engine.

Such a configuration has particular advantages in the formation of a 2-cylinder Brenkraftmaschine invention, in which the compressor piston then additionally can also take over the function of a damping mass. For this purpose, the mass of the compressor piston preferably corresponds to the total mass of the two working pistons and the compressor piston is cyclically (by the crankshaft), the movements of the working piston driven opposite.

Such a 2-cylinder internal combustion engine according to the invention can cost-effectively build on a crankcase of a 3-cylinder internal combustion engine, wherein one of the preferably arranged in series cylinder of this crankcase - particularly preferably the middle - is provided as a compressor cylinder.

The arrangement "in series" is understood to mean a parallel arrangement of the cylinders. To increase the gas mass flow delivered by the compressor and to increase the pressure of the turbine of the exhaust gas turbocharger and / or increase the pressure generated by the compressor, it may be provided that the Be selected stroke of the compressor piston greater than that of the working cylinder.

In a preferred embodiment of the internal combustion engine according to the invention can be provided that the working cylinders operate according to the known 4-stroke method, d. H. four successive strokes of each working piston in the associated power cylinder effect the four strokes suction, compression, work, ejection, wherein the crankshaft for the implementation of these four cycles a total of two revolutions (720 ° CA) and performs the performed by the one, first working cylinder Tacts compared to those performed by the second power cylinder are out of phase by 360 ° KW.

At the same time, it can preferably be provided that the compressor operates according to a 2-stroke method, ie. H. at each (down) stroke preferably filtered gas (in particular fresh air) sucks and applied at each (up) stroke with the compressed gas to the turbine. Through the combination of working 360 ° KW phase-shifted by the 4-stroke process working cylinder and operating according to the 2-stroke process compressor can be achieved that the turbine from the compressor in those cycles in which none of the two working cylinder exhaust expels, pressurized gas is applied.

It is preferably provided that the gas compressed by the compressor of the turbine of the exhaust gas turbocharger is supplied only in certain operating states of the internal combustion engine according to the invention.

In particular, it may be provided that at a rotational speed (crankshaft) of the internal combustion engine which is more than 40% and preferably more than 50% of the nominal rotational speed (rotational speed at which the internal combustion engine reaches its maximum power) does not supply the turbine with compressed gas from the compressor , Namely, at these speeds, the exhaust gas mass flow produced by the working cylinders can be so great that the operating point-dependent desired desired boost pressure can also be achieved without assistance from the compressor.

Furthermore, it can be provided that no gas compressed by the compressor is guided via the turbine of the exhaust gas turbocharger when the temperature in an exhaust gas aftertreatment device connected to the outlet of the turbine is below its operating temperature range (eg below 150 ° C., for example) and / or if a particle filter of such an exhaust gas aftertreatment device is thermally regenerated in a known manner. This can be a Lowering the exhaust gas temperature avoided by an admixture of the guided over the compressor and the turbine gas and consequently a rapid heating of the exhaust aftertreatment device or a thermal regeneration of the particulate filter can be supported.

In order to supply compressed gas to the turbine of the exhaust gas turbocharger only when required by the compressor, it is possible, for example, to provide a controllable bypass (ie possibly in intermediate steps or continuously closable or openable bypass) via which the gas compressed by the compressor (bypassing the exhaust gas) Turbine) is dissipatable. The discharge by an introduction into an exhaust system of the internal combustion engine is preferably carried out in the flow direction behind a possibly present exhaust gas aftertreatment device, in particular behind an exhaust aftertreatment device, which has a temporary increase in temperature (eg particle filter).

Alternatively or additionally, it can be provided that a throttle is integrated in a supply line, via which the compressor to be compressed gas is supplied to regulate the supply of the gas and in particular to temporarily stop.

Furthermore, alternatively or additionally, a controllable derivative can be provided, via which the gas supplied to the compressor via a feed line can be introduced into a suction line via which a combustion gas (in particular fresh or charge air) is supplied to the working cylinders.

In particular, if a plurality of these "Ausschiebepfade" realized, it can be provided that one or more of the compressor cylinder associated exhaust valves are variable in terms of their stroke, d. H. be made switchable in particular, which can be achieved that this (s) exhaust valve (s), which can be controlled by one or more camshafts of the internal combustion engine, temporarily not be opened.

The internal combustion engine according to the invention is particularly preferably for the realization of a - preferably direct-injection - diesel internal combustion engine, which can be used in particular as entry-level engine for passenger vehicles or for any types of industrial engines. However, the invention is also suitable for the realization of a - preferably direct injection - Otto internal combustion engine.

• – Die Anzahl und/oder Vorspannung von vorzugsweise vorgesehenen Kolbenringen kann geringer gewählt werden.
• – Die Höhe, die Kontur und das Material der Kolbenringe kann abweichend von der-/demjenigen der Arbeitszylinder gewählt werden.
• – Der Stoßspalt und/oder die Feuersteghöhe kann abweichend von demjenigen/derjenigen der Arbeitskolben gewählt werden.
• – Das Kolbenmaterial und die Kolbenkontur kann abweichend von dem-/derjenigen der Arbeitskolben gewählt werden; vorzugsweise ohne Mulde und mit einem flachen Kolbenspiegel.
• – Auf Kolbenkühldüsen und Kolbenkühlkanäle kann verzichtet werden.
• – Der Kolbenbolzendurchmesser kann geringer, das Bolzen- und Lagermaterial abweichend (im Vergleich zu den Arbeitskolben) gewählt werden, das Lagerspiel kann ein höheres Spiel aufweisen.
• – Der Pleuel kann z. B. durch einen schlankeren Schaft und/oder geringere Wandstärken mit einem reduzierten Gewicht (im Vergleich zu den Pleueln der Arbeitskolben) ausgebildet werden.
• – Das den Pleuel des Kompressorkolbens tragende Kurbelwellenlager kann kürzer und mit einem geringeren Durchmesserausgebildet werden; ein höheres Lagerspiel kann zugelassen werden; abweichende Materialpaarungen (jeweils im Vergleich zu den Pleueln der Arbeitskolben) können zulässig sein.
• – Es können weichere Ventilfedern für die dem Kompressorzylinder zugeordneten Einlass- und/oder Auslassventile (im Vergleich zu den Ventilen der Arbeitszylinder) vorgesehen werden;
• – Der Ventilhub kann von demjenigen der Einlass- und/oder Auslassventile der Arbeitszylinder abweichend vorgesehen werden.

Since the loads of the compressor piston can be significantly lower than those of the working piston (for example, the peak pressure in the compressor cylinder is often a maximum of 5 bar), the following constructive embodiments can be made individually or in combination (individually or in total) to the friction losses in the Movement of the compressor piston in the compressor cylinder and / or to reduce the manufacturing cost of the internal combustion engine according to the invention:

• - The number and / or bias of preferably provided piston rings can be chosen smaller.
• - The height, the contour and the material of the piston rings can be chosen differently from that of the working cylinder.
• - The impact gap and / or the Feuersteghöhe can be chosen differently from that / those of the working piston.
• - The piston material and the piston contour can be chosen differently from that / of the working piston; preferably without a trough and with a flat piston mirror.
• - On piston cooling nozzles and piston cooling channels can be omitted.
• - The piston pin diameter can be lower, the bolt and bearing material deviating (compared to the working piston) can be selected, the bearing clearance can have a higher clearance.
• - The connecting rod can z. B. by a slimmer shaft and / or lower wall thicknesses with a reduced weight (compared to the connecting rods of the working piston) are formed.
• - The crankshaft bearing supporting the connecting rod of the compressor piston can be made shorter and with a smaller diameter; a higher bearing clearance can be allowed; Deviating material combinations (in each case in comparison to the connecting rods of the working pistons) may be permissible.
• Softer valve springs may be provided for the intake and / or exhaust valves associated with the compressor cylinder (as compared to the valves of the power cylinders);
• The valve lift may be deviated from that of the intake and / or exhaust valves of the working cylinders.

The invention will be explained in more detail with reference to embodiments shown in the drawings. In the drawings shows:

1 a system diagram of an internal combustion engine according to the invention in a first embodiment;

2 : the piston-crankshaft assembly of the internal combustion engine according to 1 ;

3 FIG. 4 is a diagram illustrating the valve timing of the intake and exhaust valves of the internal combustion engine according to FIG 1 ;

4 a possibility for the arrangement of the intake and exhaust valves in the internal combustion engine according to 1 ;

5 a map to illustrate the operation of the internal combustion engine according to 1 ;

6 a system diagram of an internal combustion engine according to the invention in a second embodiment;

7 a system diagram of an internal combustion engine according to the invention in a third embodiment;

8th a system diagram of an internal combustion engine according to the invention in a fourth embodiment; and

9 a system diagram of an internal combustion engine according to the invention in a fifth embodiment;

The 1 shows in a system diagram schematically the essential components of an internal combustion engine according to the invention. This includes a crankcase 10 in which a total of three (equal size) cylinders are arranged in series. In each of these cylinders, a piston is movably arranged in each case, which via a connecting rod 12 from a crankshaft 14 the internal combustion engine cyclically between a top dead center (TDC) and a bottom dead center (UT) is driven (see. 2 ).

The two outer cylinders of the internal combustion engine are working cylinders 16 . 18 provided, ie they perform by the combustion of a fuel-air mixture in a between a portion of the respective cylinder (or a bushing disposed therein), one of a cylinder head (not shown) formed combustion chamber roof and the top of the associated (working) piston 20 . 22 trained combustion chamber work. Here is an operation of the working cylinder 16 . 18 provided in a 4-stroke process, ie in each case four successive strokes of each of the working piston 20 . 22 in the associated working cylinder 16 . 18 become the four bars. Suction, compression, work, discharge carried out, with the crankshaft 14 this is rotated over revolutions (720 ° CA) and being the one, the first working cylinder 16 carried clocks compared to those of the second working cylinder 18 are performed, are out of phase by 360 ° KW. The corresponding timing of the two working cylinders 16 . 18 associated intake 24 and exhaust valves 26 (for example, two bounded 24 and two exhaust valves 26 , see. 4 ) is in the 3 , shown above.

Opening the individual inlet 24 and exhaust valves 26 the two working cylinders 16 . 18 takes place cyclically every 720 ° CA (crankshaft angle).

The one in the middle (compressor) cylinder 28 of the crankcase 10 guided (compressor) pistons 30 serves as a damping mass, through which the of the two working pistons 20 . 22 generated mass forces are to be compensated. For this purpose, the compressor piston 30 , whose mass is essentially the total mass of the two working pistons 20 . 22 corresponds, with a phase difference of 180 ° KW to the two working pistons 20 . 22 driven, ie at an upward movement of the two working pistons 20 . 22 there is a downward movement of the compressor piston 30 or in a downward movement of the two working pistons 20 . 22 an upward movement of the compressor piston takes place 30 ,

The in the compressor cylinder 28 guided compressor pistons 30 still has the function of a compressor, compressed by the fresh air and then a turbine 32 an exhaust gas turbocharger 34 the internal combustion engine is supplied. The turbine 32 is thus - at least temporarily - not only from that of the two working cylinders 16 . 18 ejected exhaust gas, but additionally acted upon by the compressed by the compressor fresh air.

The control of the compressor cylinder 28 associated intake 36 and exhaust valves 38 . 40 . 42 takes place with the in the 3 , below, shown control times. The inlet valve 36 of the compressor cylinder 28 is therefore always (essentially) simultaneously with the exhaust valve (s) 26 one of the two working cylinders 16 . 18 open while the or the exhaust valves 38 . 40 . 42 , about the turbine (s) 32 compressed fresh air is supplied, simultaneously with the inlet valves 24 of the respective working cylinder 16 . 18 is open. The compressor thus operates on a 2-stroke process, ie with each revolution of the crankshaft 14 Once fresh air is sucked in and once compressed and ejected.

The turbine 32 is about a wave 44 with a compressor 46 the exhaust gas turbocharger 34 connected, which is integrated in a suction path of the internal combustion engine. About the compressor 46 gets fresh air through an air filter 48 is sucked in, compressed and via a charge air cooler 50 the two working cylinders 16 . 18 fed. Inlet of charge air in working cylinders 16 . 18 is doing about the intake valves 24 the working cylinder 16 . 18 controlled.

The fresh air supplied to the compressor is supplied via a supply line 52 fed to the upstream of the compressor 46 opens into the suction line.

That about the turbine 32 guided and optionally mixed with the previously compressed by the compressor fresh air exhaust gas is an oxidation catalyst 54 and optionally a diesel particulate filter 56 fed and then discharged into the atmosphere or partially supplied in the context of a low-pressure exhaust gas recirculation of the fresh air supply (optional). This low-pressure exhaust gas recirculation can via a control valve 58 be designed switchable or adjustable and a cooler 60 integrate. Furthermore, it can be provided, a partial flow of the exhaust gas, even before this over the turbine 32 is guided, branch off and supply to an (optional) high-pressure exhaust gas recirculation. Also, this high-pressure exhaust gas recirculation can via a control valve 62 switchable or controllable and a cooler 64 for the exhaust gas. In addition, a bypass 66 be provided to the radiator 64 to get around. This cooler bypass can also (via the same control valve 62 ) be designed switchable or adjustable.

The internal combustion engine still includes a bypass 68 , This allows the compressed in the compressor fresh air bypassing the turbine 32 downstream of the oxidation catalyst 54 and optionally the diesel particulate filter 56 into the exhaust route. Preferably, the introduction also takes place downstream of a branch of the low-pressure exhaust gas recirculation, as shown in the 1 is shown.

The 4 shows a way to arrange the working cylinders 16 . 18 and the compressor cylinder 28 associated intake 24 . 36 and exhaust valves 26 . 38 . 40 . 42 , It is envisaged that all intake valves 24 . 36 and the exhaust valves 26 . 38 . 40 the working 16 . 18 and compressor cylinder 24 arranged in a row. In this embodiment, two camshafts (not shown) may be provided, one of which is the exhaust valves 26 . 38 . 40 and the other the intake valves 26 . 36 controls. The camshafts rotate with it compared to the crankshaft 14 half rotational speed. For the operation of the inlet 24 and exhaust valves 26 the working cylinder 16 . 18 in each case a cam is provided on the respective camshaft, whereby the operation of the working cylinder is realized in a 4-stroke process. For the operation of the inlet 36 and exhaust valves 38,0 of the compressor cylinder 28 On the other hand, in each case two, offset by 180 ° provided on the camshaft cam provided, whereby it is achieved that the compressor - despite the drive of the compressor piston 30 through the same (crankshaft) shaft 14 like the working pistons 20 . 22 - operates in a 2-stroke process, ie compressed and ejected fresh air on each upstroke and sucks fresh air on each downstroke. The two intake 24 and two exhaust valves 26 the two working cylinders always open at the same time, so that the in 3 , above, shown control times.

That in the 4 illustrated first exhaust valve 38 of the compressor cylinder 28 is with the inlet of the turbine 32 and the second exhaust valve 40 is with the bypass 68 to bypass the turbine 32 connected. This second exhaust valve 40 is designed to be switchable, ie via any device, as it is basically known from the prior art, the operation of this exhaust valve 40 be prevented or switched on the camshaft. This makes it possible to compress the fresh air compressed by the compressor as needed on the turbine 32 the exhaust gas turbocharger 34 pass the exhaust route. The 3 , below, shows the timing of the first exhaust valve 38 of the compressor cylinder. If the second exhaust valve 40 is switched on, that is opened, this is done to the same, in the 3 , below, shown control times.

The connection of the second exhaust valve 40 and thus a bypass of the turbine 32 the exhaust gas turbocharger 34 can be done depending on the operating map, as shown in the 5 is shown by way of example. There it is on the crankshaft 14 provided torque (on the vertical axis), ie the load with which the internal combustion engine is driven, over the speed (on the horizontal axis) of the crankshaft 14 shown. The operating map is divided into three areas. A first operating area 70 is characterized by low to medium speeds and a low to medium load. A second operating range 72 is characterized by low to medium speeds and a medium to high load. A third operating area 74 covers the rest, ie not the first 70 and second operating range 72 covered area. In all three operating areas 70 . 72 . 74 is provided, the compressed by the compressor fresh air (at least partially) through the turbine 32 the exhaust gas turbocharger 34 respectively. Only in an operation of the internal combustion engine in the first or third operating range 70 . 74 is provided under certain circumstances, coming from the compressor, compressed fresh air through the bypass 68 dissipate to the turbine 32 to get around. In the first operating state 70 this is done with a temporary thermal regeneration of the diesel particulate filter 56 and then when the temperature in the oxidation catalyst 54 (modeled or measured via one or more temperature sensors, not shown) is below a limit temperature of for example 150 ° C. This can prevent that from the working cylinders 16 . 18 exiting exhaust gas by mixing the originating from the compressor fresh air before the flow through the oxidation catalyst 54 and the diesel particulate filter 56 is cooled, creating a Heating of the oxidation catalyst 54 and the diesel particulate filter 56 would slow down. In the third operating area 74 is a bypass of the turbine 32 only for a temporary thermal regeneration of the diesel particulate filter 56 intended.

The in the 6 illustrated embodiment of an internal combustion engine according to the invention differs from that of 1 only in that the bypass 68 with which the fresh air compressed by the compressor around the turbine 32 the exhaust gas turbocharger 34 is led around, even before the oxidation catalyst 54 flows into the exhaust gas line.

In the 7 a further embodiment of an internal combustion engine according to the invention is shown, which differs from those of 1 and 6 in the way of "bypassing" the turbine 32 different. There is provided, the turbine 32 if the circumstances prevail in the first and third operational areas 70 . 74 do not pressurize with the air compressed by the compressor by placing them in the to the two working cylinders 16 . 18 leading charge air passage is passed. This is the second exhaust valve 40 of the compressor cylinder 28 with a derivative 76 connected, which opens into the charge air passage.

In the embodiment according to the 8th is provided that the derivative 76 even before the compressor 46 the exhaust gas turbocharger 34 opens into the suction line. In this case, a relaxation of the compressed in the compressor fresh air then takes place on the local pressure conditions.

The 9 shows another way to control the supply of compressed from the compressor fresh air to the turbine 32 the exhaust gas turbocharger 34 , For this purpose is in the supply line 52 to the compressor cylinder 28 a throttle 78 integrated, via which the amount of the compressor supplied fresh air can be controlled.

All of the in the 1 and 6 to 9 illustrated ways to bypass the turbine 32 can - in any combination with each other - in an internal combustion engine according to the invention are used. In particular, two of these bypass options can be combined with each other, in which case the compressor cylinder 28 another third outlet valve 42 (in the 4 dashed lines) may be assigned, which is also formed switchable. If the bypass options are provided as alternatives, it can be provided that a switching device for the two exhaust valves 40 . 42 is formed so that it combines a Vollhubschaltung one of these exhaust valves with a zero-stroke circuit of the other exhaust valve.

LIST OF REFERENCE NUMBERS

10

crankcase

12

pleuel

14

crankshaft

16

working cylinder

18

working cylinder

20

working piston

22

working piston

24

intake valve

26

outlet valve

28

compressor cylinder

30

compressor piston

32

turbine

34

turbocharger

36

intake valve

38

outlet valve

40

outlet valve

42

outlet valve

44

wave

46

compressor

48

air filter

50

Intercooler

52

supply

54

oxidation catalyst

56

diesel particulate Filter

58

control valve

60

cooler

62

control valve

64

cooler

66

bypass

68

bypass

70

first operating area

72

second operating range

74

third operating area

76

derivation

78

throttle

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 3120190 A1 [0005, 0005]

Claims (10)

Internal combustion engine with an exhaust gas turbocharger ( 34 ) with a turbine ( 32 ) and one of the turbine ( 32 ) driven compressor ( 46 ), characterized by a compressor, the output with the input side of the turbine ( 32 ) is connected to the turbine ( 32 ) to pressurize compressed by the compressor gas. Internal combustion engine according to claim 1, characterized by a crankcase ( 10 ), in which two working cylinders ( 16 . 18 ) are formed, wherein in each of the working cylinder ( 16 . 18 ) a working piston ( 20 . 22 ) is moved cyclically between an upper and a lower dead center and wherein the working cylinders ( 16 . 18 ) from the compressor ( 46 ) compressed combustion gas is supplied. Internal combustion engine according to claim 2, characterized in that the crankcase ( 10 ) a compressor cylinder ( 28 ), in which a compressor piston ( 30 ) is arranged of the working as a piston pump compressor, in particular the working piston ( 20 . 22 ) and the compressor piston ( 30 ) of a crankshaft ( 14 ) are driven. Internal combustion engine according to claim 3 or 4, characterized in that the compressor piston ( 30 ) as absorber mass cyclically, the movements of the working piston ( 20 . 22 ) is moved in opposite directions. Internal combustion engine according to one of claims 3 to 5, characterized in that the working cylinders ( 16 . 18 ) and the compressor cylinder ( 28 ) are arranged in series and / or that the stroke of the compressor piston ( 30 ) larger than that of the working piston ( 20 . 22 ). Internal combustion engine according to one of the preceding claims, characterized by an adjustable bypass ( 68 ), over which the compressor compressed gas bypassing the turbine ( 32 ) is dissipatable, in particular that via the bypass ( 68 ) guided gas behind one with an outlet of the turbine ( 32 ) connected exhaust gas aftertreatment device can be introduced into an exhaust system. Internal combustion engine according to one of the preceding claims, characterized in that a supply line ( 52 ) of the compressor is a throttle ( 78 ) and / or an adjustable derivative ( 76 ), via which the compressor via a supply line ( 52 ) supplied gas in a suction line can be introduced via the working cylinders ( 16 . 18 ) a combustion gas is supplied. Internal combustion engine according to one of the preceding claims, characterized in that one or more, the compressor cylinder ( 28 ) associated exhaust valves ( 40 . 42 ) are variable in terms of their stroke. Method for operating an internal combustion engine according to any one of claims 6 or 7, characterized in that at a speed of the internal combustion engine which is at least 40%, preferably at least 50% of the rated speed, no compressed by the compressor gas via the turbine ( 32 ) of the exhaust gas turbocharger ( 34 ) to be led. Method for operating an internal combustion engine according to one of claims 6 or 7, characterized in that at a temperature in one with an outlet of the turbine ( 32 ), which is below its operating temperature range and / or in a temporary thermal regeneration of a particulate filter of the exhaust gas aftertreatment device no compressed gas from the compressor via the turbine ( 32 ) of the exhaust gas turbocharger ( 34 ) to be led.

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