DE102020107129A1 - Turbocharger arrangement with VTG and turbine bypass - Google Patents

Abstract

The invention relates to an exhaust gas turbocharger arrangement (102) for a motor vehicle with an internal combustion engine (100), comprising an exhaust gas turbocharger (104) with a turbine housing (106) and a turbine (105) with a variable turbine geometry, which is controlled by means of a VTG actuator (5) is changeable, a turbine bypass (13) for directing exhaust gas past the exhaust gas turbocharger and with a TB locking means (11) that can block or release the turbine bypass by means of a TBS actuator (10), an actuator (20) which is connected to the VTG actuator and the TBS actuator and is set up to deflect the VTG actuator and the TBS actuator.

Description

The invention relates to an exhaust gas turbocharger arrangement for a motor vehicle with an internal combustion engine and a method for operating an exhaust gas turbocharger arrangement.

Modern exhaust gas turbochargers (hereinafter also referred to as ATL), which are used in passenger car engines, in particular in gasoline engines, almost always have a turbine bypass (hereinafter also referred to as TB). The turbine bypass is then provided with an adjusting element, which is often designed as a flap and regulates the exhaust gas mass flow that flows through the turbine, and thus sets the boost pressure. An actuator is required to control the adjusting element.

By opening the turbine bypass wide, the so-called catalytic converter heating function (catalytic converter heating) is also shown, in that, after the engine has started, the highest possible mass flow with the least possible cooling is passed past the turbine and directly onto the catalytic converter in order to quickly bring it to the temperature at which the conversion starts the exhaust begins to heat up.

Turbines with variabilities are also increasingly being used. In the present case, variability is understood to mean, in particular, a turbine with variable guide vanes (hereinafter also referred to as VTG), by means of which the throughput behavior of the turbine can be changed and thus, among other things, the back pressure can be reduced. An actuator is also required to control the guide vanes.

So far, the VTG turbocharger has typically been designed without a turbine bypass, particularly in passenger cars.

Deviating from this, the DE 11 2014 004 824 T5 a turbocharger arrangement with VTG and turbine bypass in order to use a wastegate assembly for a smaller turbine wheel to completely bypass part of the flow past the turbine wheel and thus to achieve higher flow rates.

The combination of VTG and turbine bypass is also being considered with regard to the increasingly strict emission requirements in order to be able to operate the turbocharger arrangement in a more variable manner, especially when heating the catalytic converter. To date, two actuators have been used for this purpose; one for the guide vanes of the VTG, one for the control of the TB blocking means of the turbine bypass.

The turbocharger arrangement of the DE 11 2014 004 824 T5 gets by with one actuator. However, this is not suitable for the required variable operation because the turbine bypass can only be opened when the VTG is already wide open for a large exhaust gas mass flow.

Against this background, it is an object of the invention to improve a turbocharger arrangement with a VTG and turbine bypass and an associated operating method.

This object is achieved by an exhaust gas turbocharger arrangement with the features of claim 1 and by an operating method with the features of claim 9. The dependent claims relate to advantageous developments of the invention.

According to one aspect, an exhaust gas turbocharger arrangement for a motor vehicle with an internal combustion engine is proposed, comprising: (a) an exhaust gas turbocharger with a turbine housing and a turbine with a variable turbine geometry which can be changed by means of a VTG actuator; (b) a turbine bypass for directing exhaust gas past the exhaust gas turbocharger and with a TB blocking means (TBS) that can block or release the turbine bypass by means of a TBS actuator, (c) an actuator that works with the VTG actuator and the TBS Actuator is each connected directly or indirectly and is set up to deflect the VTG actuator, in particular for changing the turbine geometry, and the TBS actuator, in particular for blocking or releasing the turbine bypass.

The actuator is set up to deflect the VTG actuator and the TBS actuator in such a way that, in particular at the same time, the variable turbine geometry, in particular maximally, is closed and the turbine bypass is open.

As a result, even with a low exhaust gas mass flow, it can be ensured that - for example in the case of a cold start - the enthalpy contained in the exhaust gas present can be used as comprehensively as possible for heating the catalytic converter.

According to one embodiment, the connection (s) of the actuator with the VTG actuator and / or with the TBS actuator, optionally in each case, is / are designed with a deflection play in a deflection direction, in particular so that one of the actuators within the scope of the deflection play is independent of the other actuator is deflectable.

As a result, the turbine bypass can be opened to a certain extent independently of the position of the guide vanes of the VTG in order to enable an optimized catalytic converter heating mode.

According to one embodiment, an actuator is provided, which both the continuous adjustment the variable inlet guide wheel of the VTG turbine of the turbocharger as well as, especially in the relevant area, the control of the adjustment element for the turbine bypass.

In the exemplary embodiments described below, this is done via suitable arrangements of actuators for the VTG and for the turbine bypass, which enable sequential control of the VTG and the TB locking means of the turbine bypass, in particular via free paths implemented by means of elongated holes.

Further developments of the invention with and without pretensioned spring elements for utilizing the free paths of the elongated holes are provided according to further developments of the invention.

The spring elements which may be provided can be designed mechanically; however, according to different designs, hydraulic or pneumatic (and also other suitable) solutions, possibly in combination with mechanical spring elements, are provided.

In order to prevent the system from oscillating, according to one embodiment, damping elements can also be introduced, for example in combination with a mechanical spring element.

According to one embodiment, a linear actuator is provided as the actuator. Depending on the space available, a rotary actuator can also be used.

According to one embodiment, the actuator and the spring and adjusting elements are designed and designed in such a way that they also enable thermal length compensations.

Depending on the arrangement of the adjustment devices and elongated holes, it is possible to actuate the turbine bypass with the guide vane position fully open and / or with the guide vane position fully closed.

A form of “opening the turbine bypass” with minimal mass flow via the turbine (closed guide vane position) is particularly advantageous for heating the catalytic converter after the engine has started, and is therefore provided as a preferred embodiment of the invention.

To implement other adjustment paths in the event of failure of the linear actuator, appropriate arrangements of pretensioned spring elements, their direction of force and the arrangement of the adjusting rods and elongated holes must be provided. For example, the “turbine bypass open” position and the maximum “open guide vane” position of the VTG can be a preferred fail-safe position that allows the engine to operate safely using a naturally aspirated engine.

The “turbine bypass open” position and the maximum “closed guide vane” position can also be a preferred fail-safe position, which allows safe naturally aspirated engine operation and optimized catalytic converter heating.

In the present case, a fail-safe position is to be understood as meaning, in particular, a position of the TB blocking means of the turbine bypass and a position of the VTG that is set, in particular in a stable manner, when the actuator is not energized and / or is inoperative due to failure.

In the present case, a deflection direction is to be understood in particular as a direction in which one of the actuators and / or the actuator can move, in particular back and forth, in particular by energizing and correspondingly controlling the actuator.

According to a further aspect, a method for operating an exhaust gas turbocharger arrangement according to an embodiment of the invention is proposed, comprising at least the method steps: (i) determining an operating state of the motor vehicle; (ii) Activation of the actuator as a function of the determined operating state, the actuator being activated to open the turbine bypass when a catalyst heating mode is determined as the operating state.

As a result, even with a low exhaust gas mass flow, it can be ensured that - for example in the case of a cold start - the enthalpy contained in the exhaust gas present can be used as comprehensively as possible for heating the catalytic converter.

A catalytic converter heating operation can be determined, for example, on the basis of a determination of a temperature of an exhaust gas aftertreatment component (such as a catalytic converter) and / or an outside temperature and / or a shutdown time of the motor vehicle.

For this purpose, for example, the relevant temperatures can be determined - directly by means of sensors and / or indirectly by means of a model. Additionally or alternatively, however, indirect parameters can also be used to determine a catalytic converter heating operation: for example, a catalytic converter heating operation can be assumed when the ignition of the vehicle is activated and / or the internal combustion engine of the vehicle is started and / or a door of the vehicle, in particular the driver's door, unlocked and / or is opened, and / or a seat occupancy detection of the vehicle detects an occupancy of the driver's seat, and / or a restraint belt, in particular on the driver's seat, is put on. Alternatively, the heating can also be activated manually or automatically using a remote control.

The invention is based, inter alia, on the consideration that for an optimal implementation of a cat heating function during a cold start on the way of the exhaust gases through the VTG turbine of the exhaust gas turbocharger, exhaust gas enthalpy is unnecessarily lost for rapid heating of the catalytic converter smaller wetted area can be fed faster to the catalyst for heating.

The invention is also based, inter alia, on the consideration that, even in the event of failure of an actuation of the VTG and the closure of the turbine bypass, a fail-safe position should advantageously be achieved that optimally supports rapid catalyst heating, i.e. the largest possible exhaust gas flow via the Turbine bypass.

The invention is based, inter alia, on the idea of connecting a single active (main) actuator to the guide vanes of the VTG and to a closure of the turbine bypass in such a way that the turbine bypass can be opened when the guide vanes of the VTG are open and / or closed.

The invention is also based, inter alia, on the idea of designing the open position of the turbine bypass as a fail-safe position.

According to one embodiment, the deflection play of the VTG adjuster and / or the TBS adjuster, in particular in each case or together, is formed by means of an elongated hole arrangement.

As a result, the deflection play can be ensured while the positioner and the actuator are guided reliably with respect to one another at the same time, in particular when the actuator is deployed or retracted.

In the present case, an elongated hole is to be understood in particular to mean that one or each of the actuators has a recess which is elongated in the deflection direction and in which a bolt of the, in particular drivable, part of the actuator is mounted, in particular in a sliding manner.

According to one embodiment, the VTG actuator and the TBS actuator are each supported on the turbine housing by means of a pretensioned spring element, the pretensioning being effective along a direction of a course of the respective deflection play, in particular in a deflection direction.

As a result, a desired position of the TB locking means can be achieved using the respective and / or combined deflection play.

In particular, such a spring element is designed mechanically and therefore has, for example, an axial spring or a torsion spring or a plate spring.

According to one embodiment, the spring element can additionally or alternatively have a pneumatic or hydraulic spring, which, in particular with a suitable design, also enables a situational adjustment or change of the spring force during operation of the exhaust gas turbocharger arrangement, possibly up to reversing the direction of action of the spring element.

According to one embodiment, the pre-tensioning of the VTG adjuster and / or the TBS adjuster are designed such that the TB blocking means releases the turbine bypass and / or the guide vanes move into a maximally closed position when no actuator force is applied by means of the actuator.

This enables a fail-safe position that supports the quickest possible start of an effective exhaust gas aftertreatment in the event of a cold start of the internal combustion engine.

In particular, mechanical stops of one or both actuators against the turbine housing can also be provided for the exact definition of a rest position.

According to one embodiment, the actuator is set up to open one of the VTG and the turbine bypass against the respective preload and to close the other against the preload.

This enables a rest position - even when the actuator is de-energized or has failed - to be achieved (also as a fail-safe position) in which an optimized cat heating operation is ensured even with a small exhaust gas mass flow: with the turbine bypass open and the VTG closed to the maximum.

In particular, the actuator is set up to move the guide vanes into an open position against the preload of the VTG actuator and / or to close the turbine bypass against the preload of the TBS actuator.

According to one embodiment, the actuator is set up to open both the VTG and the turbine bypass against the respective bias.

As a result, an unloaded state of the actuator and nevertheless a rest position suitable for cat heating (also as a fail-safe position) can be achieved, especially if the preload of the VTG actuator exceeds that of the TBS actuator.

In particular, the actuator is set up to move the guide vanes into an open position against the preload of the VTG actuator and / or to open the turbine bypass against the preload of the TBS actuator.

According to one embodiment, the bias of the VTG actuator is, in particular, much stronger than the bias of the TBS actuator.

This enables the VTG pre-tensioning to dominate over the TBS pre-tensioning, with the effect that the VTG pre-tensioning "pulls", i.e. opens, the turbine bypass against the pre-tensioning of the TBS-actuator without any influence from the actuator.

In particular, the bias of the VTG actuator is more than twice as strong or three times or five times or ten times stronger than the bias of the TBS actuator.

According to one embodiment, the actuator for closing the turbine bypass is activated when it is determined that there is no, in particular no longer, a catalytic converter heating mode as the operating state.

As a result, a boost pressure in the exhaust gas turbocharger arrangement can be regulated without the influence of a bypass exhaust gas flow if no catalytic converter heating operation is necessary.

For example, a catalytic converter heating operation is no longer determined if a predetermined time has passed since the engine was started (so that a sufficiently high temperature of the catalytic converter can be safely assumed) and / or a sufficient temperature of the catalytic converter is measured directly and / or using an operating model is determined.

According to one embodiment, the actuator is operated in a deflection range in which a position of the VTG can be changed by deflecting the actuator without canceling a complete closure of the turbine bypass when a supercharging operation is determined as the operating state.

By using the deflection play of the TBS actuator in this way, the boost pressure of the exhaust gas turbocharger arrangement can be regulated purely via the VTG position, although the guide vanes are deflected with the same actuator as the TB locking means.

A supercharging operation can be determined, for example, on the basis of an operation of the internal combustion engine in a higher speed range and / or a load request, for example by the driver

In the present case, a deflection area of the actuator is to be understood in particular as a coherent area of the possible exposure of the moving part of the actuator when the VTG actuator and the TBS actuator are set.

According to one embodiment, the actuator is operated in a deflection that causes a maximally open position of the VTG, in particular the guide vanes, when a naturally aspirated engine operation is determined as the operating state.

By keeping the turbine bypass closed in this way and the turbine allowing a maximum flow of exhaust gas, the back pressures in naturally aspirated engine operation can be minimized. By opening the VTG to the maximum, the counter pressure and thus the gas exchange work is reduced. With a suitably selected turbine geometry, it does not have to be necessary to additionally open the turbine bypass in order to reduce the counterpressure sufficiently quickly.

According to one embodiment, the actuator for opening the turbine bypass is activated when a load shedding mode is determined as the operating state, in which, in particular, an excessively high counterpressure in the exhaust manifold or at the VTG can be reduced. This may be necessary, for example, if there is a rapid reduction in the load requirement on the internal combustion engine.

According to one embodiment, the preload of the TBS actuator is changed to open the turbine bypass, in particular reversed with regard to the direction of deflection.

As a result, the turbine bypass can be opened using the deflection play of the TBS actuator without having to change a position of the VTG, in particular the guide vanes.

In this way, in particular, a special operating state for load shedding when the boost pressure in the exhaust manifold is too high can be implemented.

In particular, a circuit of a pneumatic or hydraulic spring element is changed for this purpose.

• 1 zeigt in einer schematischen Schnittansicht eine Brennkraftmaschine eines Kraftfahrzeugs mit einer Abgasturboladeranordnung gemäß einer Ausführung der Erfindung.
• 2 zeigt in einer geschnittenen Seitenansicht eine Abgasturboladeranordnung gemäß einer ersten beispielhaften Ausführung der Erfindung in einer ersten Betriebsposition.
• 3 zeigt in einer geschnittenen Seitenansicht die Abgasturboladeranordnung aus 2 in einer zweiten Betriebsposition.
• 4 zeigt in einer geschnittenen Seitenansicht eine Abgasturboladeranordnung gemäß einer zweiten beispielhaften Ausführung der Erfindung in einer ersten Betriebsposition.
• 5 zeigt in einer geschnittenen Seitenansicht die Abgasturboladeranordnung aus 4 in einer zweiten Betriebsposition.

Further advantages and possible applications of the invention emerge from the following description in connection with the figures.

• 1 shows a schematic sectional view of an internal combustion engine of a motor vehicle with an exhaust gas turbocharger arrangement according to an embodiment of the invention.
• 2 shows a sectional side view of an exhaust gas turbocharger arrangement according to a first exemplary embodiment of the invention in a first operating position.
• 3 shows the exhaust gas turbocharger arrangement in a sectional side view 2 in a second operating position.
• 4th shows a sectional side view of an exhaust gas turbocharger arrangement according to a second exemplary embodiment of the invention in a first operating position.
• 5 shows the exhaust gas turbocharger arrangement in a sectional side view 4th in a second operating position.

In 1 is an internal combustion engine 100 shown with a charge gas supply and an exhaust gas duct. In the exemplary embodiment, the internal combustion engine is designed as a turbocharged 4-cylinder engine and has an exhaust gas turbocharger arrangement 102 with an exhaust gas turbocharger 104 and a turbine bypass 13th on.

To that extent the exhaust gases through the turbine bypass 13th Instead of being passed through a turbine of the exhaust gas turbocharger, you can use a close-coupled catalytic converter 108 better to bring it to its minimum operating temperature, because the way through the turbine bypass 13th is associated with a lower enthalpy loss.

The exhaust gas turbocharger arrangement 104 has a common actuator 20th for deflecting a VTG actuator 5 (see. 2 ) for the guide vanes 8th a variable turbine geometry and a TBS actuator for a TB locking device 11 in the turbine bypass 13th on.

The turbocharger assembly 104 also has a control unit 110 on, which can optionally be designed as part of an engine control and / or a control of the exhaust gas aftertreatment of the motor vehicle. The control unit 110 is set up for this purpose, input parameters for the control of the common actuator 20th record and process, such as one or more or all of: a load request on the internal combustion engine 100 ; Special operating requirements; Pressures and / or temperatures of the fresh air and the exhaust gas; Speeds of the internal combustion engine 100 ; Positions of actuators of the internal combustion engine 100 and / or the exhaust system as well as the actuator, for example 20th ; Limitations; Operating limits etc.

Control unit determined on the basis of the recorded values of the input parameters taken into account in the individual case 110 an operating state of the motor vehicle.

For example, on the basis of a low determined temperature of the catalyst 108 in connection with a low load requirement on the internal combustion engine in connection with a low speed of the internal combustion engine 100 it can be determined that a catalyst heating mode is present as the operating state. In this operating state, the control unit 110 the actuator 20th so that it controls the guide vanes 8th the VTG in a maximally closed state and the flap 11 of the turbine bypass 13th moves into its open position. As a result, a maximum exhaust gas mass flow can be realized over the short path through the turbine bypass and more enthalpy can be introduced for heating the catalytic converter, which would otherwise have been lost on the longer path through the turbine for heating the catalytic converter.

If, however, by means of the control unit 110 a higher load requirement of the internal combustion engine 100 determined, the control unit 110 from this, for example, determine a charged operation as the operating state. In this operating state, the control unit 110 the actuator 20th control in such a way that this the flap 11 of the turbine bypass 13th moves into their closed position and the guide vanes 8th the VTG can be controlled in a variable manner suitable for boost pressure regulation. By combining the elongated holes 4th and 9 this is easily possible without the turbine bypass 13th to open.

Is used instead of a higher load requirement by means of the control unit 110 a higher speed of the internal combustion engine 100 determined, the control unit 110 from this, for example, determine a naturally aspirated engine operation as the operating state. In this operating state, the control unit 110 the actuator 20th so that it controls the guide vanes 8th the VTG in a fully open state and the flap 11 of the turbine bypass 13th moves to its closed position.

For the appropriate movement of the actuator 20th are in the control unit 110 Relationships between a position of the actuator on the one hand and the associated position of the guide vanes 8th as well as the flap 11 on the other hand deposited. When the control unit 110 an operating state is determined on the basis of the input parameters under consideration and suitable target positions for the guide vanes are determined from this and, if necessary, from the determined values of the input parameters 8th as well as for the flap 11 determined, the control unit 110 the required position of the actuator with the stored relationships 20th determine and provide.

2 shows a first embodiment of a combined actuator 20th (designed as a linear actuator) for a variable turbine geometry (VTG) designed with a variable turbine stator and for a TB locking means designed as a flap 11 a turbine bypass in a first operating position.

In a first, in 2 operating position shown are the guide vanes 8th the VTG in a fully open position; the TB blocking agent 11 is closed.

The actuator designed as a linear actuator 20th has an adjustment rod 1 that have a suitable link element 2 to an adjusting bolt 3 is hinged. A VTG spring element pretensioned on tension 6th ensures that the adjusting bolt is in a VTG slot on the left 4th of the VTG adjuster designed as an adjusting ring 5 applies. The actuator moves and with it the adjusting rod 1 one, is against the tensile force of the spring element 6th the adjustment ring 5 rotated counterclockwise. The one in a bearing ring 7th mounted guide vanes 8th the VTG are turned in the open direction (towards an open position). The adjusting bolt 3 moves in a TB slot 9 an adjusting rod 10 of the turbine bypass 13th . The TB shut-off valve designed with a flap 11 of the turbine bypass 13th is supported by a pressure-pre-tensioned TB spring element 12th further into the flap seat 13th and thus in a closed position of the turbine bypass 13th pressed.

The linear actuator moves 20th from the first operating position by pulling the pre-tensioned VTG spring element 6th off, the guide vanes become 8th turned in the closed direction (towards a closed position) until a stop is located 14th of the adjustment ring 5 to a mechanical stop 15th applies, which is fixedly arranged on a housing of the turbocharger. This is the adjusting ring 5 at the maximum closed position of the guide vanes 8th locked. The flap of the turbine bypass 13th is initially continued by the TB spring element 12th in the flap seat 13th and thus pressed into the closed position.

3 shows the first embodiment of the combined actuator 20th the end 2 in a second operating position. The guide vanes are in the second operating position 8th the VTG in a maximally closed position; the TB blocking agent 11 is opened.

In a second, in 3 The operating position shown are the guide vanes 8th now arranged in their maximally closed position. Because moves the adjusting rod 1 of the linear actuator 20th further out, the adjusting bolt lies down 3 on the right edge of the elongated hole 9 the adjustment rod 10 of the turbine bypass 13th on and begins to move the adjustment rod 10 of the turbine bypass 13th to the right against the pressure-pretensioned TB spring element 12th to push.

Here is the adjusting rod 10 of the turbine bypass 13th about a joint 17th on an intermediate lever 16 attached. The intermediate lever 16 is in turn on the one in a bearing bush 18th mounted axle 19th of the turbine bypass 13th attached and thus transmits the rotary movement around the vertical axis (here corresponds to the axis 19th ) the flap 11 . The flap 11 will open. The rotary movement is perpendicular to the plane of the drawing and therefore not directly visible. The adjustment movement ends at a mechanical stop 21 . The adjusting bolt 3 moves with this adjustment in the elongated hole 4th of the adjustment ring 5 .

With this arrangement, the largest mass flows can be displayed via the turbine bypass when the linear actuator is functioning, in order to accelerate the heating of the catalytic converter.

In the arrangement shown, the spring element pulls 6th if the linear actuator fails 20th the adjustment ring 5 in the maximally closed position of the guide vane according to 3 ; the spring element 12th would - by itself - push the turbine bypass into the "closed" position due to its pressure bias; however, the adjusting bolt lies 3 due to the tensile effect of the VTG spring element 6th already on the right side of the TB slot 9 so that the flap 11 in an open position of the turbine bypass 13th remains. This means that the catalytic converter is also heated in the fail-safe position 108 possible.

In a modified embodiment, not shown, with a different design of the spring forces and elongated hole lengths, the spring element pulls 12th due to its pressure bias both the flap 11 in the seat 13th as well as the adjustment ring 5 against the tensile force of the spring 6th in an open position. This configuration is in accordance with that described in the previous paragraph Fail-safe position is disadvantageous in itself, but can enable a completely open position (VTG open and TBS open) of the exhaust gas turbocharger arrangement.

4th shows a second embodiment of a combined actuator 20th (designed as a linear actuator) for a variable turbine geometry (VTG) designed with a variable turbine stator and for a TB locking means designed as a flap 11 a turbine bypass 13th in a first operating position.

The guide vanes are in a first operating position 8th the VTG in a maximally closed position; the TB blocking agent 11 is in an open position.

This also includes the turbine bypass 13th opened. The guide vanes 8th are in a rest position in the maximally closed position in this arrangement, since the VTG spring element is pre-tensioned 6th the adjustment ring 5 into the mechanical stop 15th pulls. A tensile pre-tensioned TB spring element 23 pulls over the adjustment rod 10 the turbine bypass 13th in the open position of the flap 11 . The opening of the turbine bypass 13th is made by the mechanical stop 22nd limited.

Now moves the adjustment rod 1 of the linear actuator 20th a, she presses the flap 11 of the turbine bypass 13th via the kinematics of the connecting elements 16 , 17th , 19 with the adjustment rod 10 in the flap seat 13th . The turbine bypass 13th is closed. The adjusting bolt 3 makes a free travel in the VTG slot 4th of the adjustment ring 5 .

Moves the adjustment rod 1 of the linear actuator 20th further in, it first lies on the left side of the VTG elongated hole 4th of the adjustment ring 5 at.

5 shows the second embodiment of the combined actuator 20th in a second operating position. The guide vanes are in the second operating position 8th the VTG in a fully open position; the TB blocking agent 11 is closed.

Towards a second, in 5 The operating position shown moves the adjusting rod 1 of the linear actuator 20th on and on, and with it the rod10 and the intermediate lever 16 . There the flap 11 already in the seat 13th is applied, the further retraction movement of the rod must 10 be intercepted, for example by means of a training of the axis 19th with or as one, particularly suitably dimensioned, torsion spring. Alternatively, an additional spring (not shown) can be used as a connection between the intermediate lever 16 and the axis 19th the turbine bypass can be provided.

When the linear actuator continues to move 20th the adjusting bolt lies down 3 on the left side of the VTG slot 4th of the adjustment ring 5 and turns the guide vanes 8th via the adjustment ring 5 in the open position.

The maximum open position of the guide vanes 8th can by a mechanical stop 24 be limited.

In the arrangement shown, the VTG spring element pulls 6th if the linear actuator fails 20th the adjustment ring 5 and with it the guide vanes 8th in a maximally closed position, whereas the TB spring element 23 the flap due to its tension pretension 11 of the turbine bypass 13th pulls to an open position. This means that the catalytic converter is also heated in the fail-safe position of the second exemplary embodiment 108 possible.

List of reference symbols

1

Actuator regulator, in particular adjusting rod of the linear actuator

2

Link element

3rd

Adjusting bolt of the actuator

4th

VTG slot

5

VTG actuator, especially adjusting ring

6th

VTG spring element (pre-tensioned on tension)

7th

VTG bearing ring

8th

Guide vanes

9

TB slot

10

TBS actuator, especially adjusting rod

11

TB blocking means, especially flap

12th

TB spring element (pre-tensioned under pressure)

13th

Turbine bypass, in particular its locking means or flap seat

14th

Adjustment ring stop

15th

mechanical stop closed VTG position

16

Intermediate lever

17th

joint

18th

Bearing bush TB locking means

19th

Axis of the TB locking means

20th

Actuator, especially linear actuator

21

mechanical stop open TB position

22nd

mechanical stop open TB position

23

TB spring element (pre-tensioned)

24

mechanical stop adjustment ring open (optional)

30th

Deflection play of the VTG actuator

32

Deflection play of the TBS actuator

40

Deflection play of the VTG actuator

42

Deflection play of the TBS actuator

100

Internal combustion engine

102

Exhaust gas turbocharger arrangement

104

Exhaust gas turbocharger

105

turbine

106

Turbine housing

108

close-coupled catalytic converter

110

Control unit

QUOTES INCLUDED IN THE DESCRIPTION

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

Patent literature cited

• DE 112014004824 T5 [0006, 0008]

Claims (15)

Exhaust gas turbocharger arrangement (102) for a motor vehicle with an internal combustion engine (100), comprising - an exhaust gas turbocharger (104) with a turbine housing (106) and a turbine (105) with a variable turbine geometry which can be changed by means of a VTG actuator (5), - A turbine bypass (13) for routing exhaust gas past the exhaust gas turbocharger and with a TB locking means (11) that can block or release the turbine bypass by means of a TBS actuator (10), - an actuator (20) that connects to the VTG Actuator and the TBS actuator are each directly or indirectly connected and set up to deflect the VTG actuator and the TBS actuator, characterized in that the actuator is set up to deflect the VTG actuator and the TBS actuator so, that the variable turbine geometry is closed and the turbine bypass is open at the same time. Exhaust gas turbocharger arrangement according to Claim 1 , characterized in that the connection (s) of the actuator with the VTG actuator and / or with the TBS actuator, optionally in each case, are formed with a deflection play (30, 32; 40, 42) in a deflection direction so that one of the Actuator can be deflected independently of the other actuator within the framework of the deflection play. Exhaust gas turbocharger arrangement according to Claim 2 , characterized in that the deflection play of the VTG adjuster and / or the TBS adjuster, in particular in each case or together, is formed by means of an elongated hole arrangement (4, 9). The exhaust gas turbocharger arrangement according to one of the preceding claims, characterized in that the VTG actuator and the TBS actuator are each supported on the turbine housing by means of a preloaded spring element (6, 12, 23), the preloading being effective along a direction of a course of the respective deflection play is. The exhaust gas turbocharger arrangement according to one of the preceding claims, characterized in that the biases of the VTG adjuster and / or the TBS adjuster are designed such that the TB blocking means releases the turbine bypass and / or move the guide vanes into a maximally closed position, if by means of of the actuator no actuator force is applied. Exhaust gas turbocharger arrangement according to one of the Claims 4 or 5 , characterized in that the actuator is set up to open one of the VTG and the turbine bypass against the respective bias and to close the other against the bias. Exhaust gas turbocharger arrangement according to one of the Claims 4 or 5 , characterized in that the actuator is set up to open both the VTG and the turbine bypass against the respective bias. Exhaust gas turbocharger arrangement according to Claim 7 , characterized in that the bias of the VTG actuator, in particular much, is stronger than the bias of the TBS actuator. Method for operating an exhaust gas turbocharger arrangement (102) according to one of the preceding claims, comprising at least the method steps: - determining an operating state of the motor vehicle, - controlling the actuator (20) as a function of the determined operating state, characterized in that the actuator for opening the turbine bypass (13) is activated when a catalyst heating mode is determined as the operating state. Procedure according to Claim 9 , characterized in that the actuator for closing the turbine bypass is activated when it is determined that there is no, in particular no longer, a catalytic converter heating mode as the operating state. Method according to one of the Claims 9 or 10 , characterized in that the actuator is operated in a deflection range in which a position of the variable turbine geometry can be changed by deflecting the actuator without canceling a complete closure of the turbine bypass when a supercharging operation is determined as the operating state. Method according to one of the Claims 9 or 10 , characterized in that the actuator is operated in a deflection that causes a maximally open position of the VTG, in particular the guide vanes, when a naturally aspirated engine operation is determined as the operating state. Method according to one of the Claims 9 until 12th , characterized in that the actuator for opening the turbine bypass is activated when a load shedding mode is determined as the operating state. Procedure according to Claim 13 , characterized in that the preload of the TBS actuator is changed to open the turbine bypass, in particular reversed with regard to the direction of deflection. Procedure according to Claim 14 , characterized in that a circuit of a pneumatic or hydraulic spring element is changed for this purpose.

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