Method for operating a drive unit of a motor vehicle

Abstract

Method for operating a drive unit (9) of a motor vehicle, the drive unit (9) comprising an internal combustion engine (10) having at least two cylinders (1, 2, 3, 4, 5, 6, 7, 8) for driving the motor vehicle and an intake tract (15) through which air supplied to the cylinders (1, 2, 3, 4, 5, 6, 7, 8) can flow, wherein during a fired operation of the internal combustion engine (10) by means of an actuating device (53) arranged in the intake tract (15) selectively effects filling differences between the cylinders (1, 2, 3, 4, 5, 6, 7, 8), characterized in that the filling differences are selectively effected in such a way that the 0.5th engine order and integer multiples of the 0.5th engine order occur selectively.

Description

[0001] The invention relates to a method for operating a drive unit of a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to a drive unit for a motor vehicle according to the preamble of claim 10. The invention also relates to a motor vehicle.

[0002] DE 10 2012 113 038 A1 discloses a method for operating a device for noise optimization of a noise in the vehicle interior for a vehicle with an internal combustion engine and / or an electric motor as a drive. Furthermore, DE 102 58 095 B3 discloses a device for recording and reproducing noises, in particular for acoustic component analysis in motor vehicles.

[0003] DE 10 2016 100 542 A1 discloses a method for generating a control signal for a loudspeaker installed in a motor vehicle. Furthermore, AT 391 028 B discloses a measurement method for obtaining data on operating and state variables of a self- or externally driven internal combustion engine.

[0004] The object of the present invention is to provide a method for operating a drive unit of a motor vehicle, a drive unit for a motor vehicle and a motor vehicle, such that a particularly advantageous noise behavior of the drive unit can be achieved.

[0005] This problem is solved by a method with the features of claim 1, by a drive device with the features of claim 10, and by a motor vehicle with the features of claim 11. Advantageous embodiments of the invention are the subject of the dependent claims.

[0006] A first aspect of the invention relates to a method for operating a drive unit of a motor vehicle, which is preferably a motor vehicle, in particular a passenger car. The drive unit comprises an internal combustion engine, also referred to as an internal combustion engine, by means of which the motor vehicle can be driven or is driven during the method. For example, the internal combustion engine is operated in its fired mode in order to drive the motor vehicle. Thus, it is preferably provided that the internal combustion engine is operated in its fired mode during the method. The internal combustion engine has at least two cylinders. Preferably, the internal combustion engine has more than two cylinders. For example, the internal combustion engine is designed as a reciprocating piston engine.The drive unit also has an intake tract, also called an intake tract, which is or is supplied with air flowing through it, whereby the air is to be supplied to the cylinders of the internal combustion engine and thus to the internal combustion engine.

[0007] In order to achieve particularly advantageous noise characteristics of the internal combustion engine and thus of the drive system of a motor vehicle as a whole, the invention provides that, by means of an actuating device of the drive system, which is provided in addition to the internal combustion engine and arranged in the intake tract, targeted differences in cylinder filling are brought about during the combustion engine's operation. This means, in particular, that the actuating device is used to selectively bring about a first filling of a first cylinder and a second filling of a second cylinder that differs from the first filling.In other words, within the framework of the method according to the invention, the actuating device is operated such that, during fired operation, and in particular within a working cycle or within the same working cycle of the internal combustion engine, a first cylinder has a first filling and a second cylinder has, or receives, a second filling that differs from the first. The feature that the filling differences are brought about deliberately means, in particular, that the filling differences between the cylinders do not arise randomly or arbitrarily, and in particular not through technically caused effects such as tolerances, but rather the actuating device is operated deliberately, in particular controlled and thereby, for example, specifically regulated or controlled, so that the filling differences between the cylinders arise deliberately, i.e., as desired.By selectively creating differences in filling volume, and thus by deliberately inducing these differences, vibrations and therefore noises can be generated. These noises, particularly during the operation of the combustion engine, can be perceived acoustically by occupants in the vehicle's interior and are experienced as particularly pleasant, sporty, and / or powerful. Thus, the inventive method can be used to selectively produce a particularly pleasant noise or sound from the drive system for the occupants, resulting in a particularly advantageous noise profile.

[0008] By selectively inducing differences in filling volume, for example, a basic noise or sound of the drive system, whose basic noise or sound arises or would arise without the selective inducement of filling differences, can be specifically, as required, and particularly advantageously influenced and, for example, supplemented by sounds resulting from the selective inducement of filling differences, so that, in particular from the basic noise and from the sounds resulting from the selective inducement of filling differences, an overall sound is created or generated which is particularly pleasant and high-quality for people in the vicinity of the motor vehicle and / or for people in the motor vehicle, such as the driver of the motor vehicle.In particular, the method according to the invention makes it possible to achieve a particularly advantageous overall noise of the drive system, also referred to as sound or engine sound, even in operating or load ranges of the internal combustion engine where unpleasant and / or undesirable noises can occur without the targeted generation of filling differences, so that a particularly advantageous noise behavior of the drive system and thus of the motor vehicle as a whole can be represented.

[0009] The differences in cylinder filling are achieved, for example, by deliberately generating at least one or more pressure pulsations in the intake tract using the actuator during firing operation. For this purpose, the actuator is operated, for example, in a pulsating and / or oscillating manner.

[0010] The invention is based in particular on the following findings: Conventionally, modern internal combustion engines employ measures to achieve, for example, uniform flow and / or pressure pulsations on the exhaust side of the respective internal combustion engine, and thus, for example, in the exhaust tract through which the exhaust gas flows. In particular, it is desirable on the exhaust side for the exhaust gas to be expelled from the internal combustion engine as uniformly as possible and introduced into the exhaust manifold of the internal combustion engine, also referred to simply as the exhaust manifold.These measures are intended to ensure that the cylinders do not interfere with each other, or at least only minimally, during the exhaust gas expulsion, thereby achieving the most uniform cylinder filling possible and consequently efficient operation of the internal combustion engine. While these measures can have a positive effect on the energy and fuel consumption of the internal combustion engine, they can simultaneously lead to an undesirable and, in particular, uninspiring engine sound. The invention now makes it possible to specifically counteract the aforementioned measures for homogenization without unduly and excessively impairing the efficient operation of the internal combustion engine.In other words, the invention makes it possible to deliberately create differences or irregularities between the cylinders, wherein these irregularities or differences between the cylinders are the deliberately created differences in cylinder filling. The invention thus makes it possible to generate particularly efficient operation and, at the same time, a particularly advantageous sound from the internal combustion engine, even though, for example, at least one measure is simultaneously used that aims to achieve the most uniform possible cylinder filling.

[0011] Particularly advantageous noise characteristics can be achieved by selectively inducing variations in cylinder filling within specific load and speed ranges, such that effects of the 0.5th engine order and integer multiples thereof occur. In other words, it is preferably intended that the variations in cylinder filling are selectively induced to produce effects, vibrations, or noises of the 0.5th engine order and integer multiples thereof.

[0012] Alternatively or additionally, it is conceivable that the filling differences are induced in such a targeted manner that, particularly with reference to a Campbell diagram, the first engine order and integer multiples thereof occur. In other words, it is preferably provided that the filling differences are induced in such a targeted manner that effects, vibrations, or noises of the first engine order and integer multiples thereof occur. The first engine order and integer multiples thereof are also referred to as even engine orders. Thus, it is preferably provided that the filling differences are allowed in such a targeted manner that even and / or half engine orders below the actual ignition order are generated or occur.

[0013] Through the inventive method and the targeted induction of filling differences provided for within the framework of the inventive method, it is now possible to generate odd engine orders, or the 0.5th engine order and integer multiples of the 0.5th engine order. This results in a particularly broad and acoustically interesting spectrum and a particularly advantageous noise behavior of the internal combustion engine. With complete symmetry of the internal combustion engine, especially with regard to exhaust gas expulsion or cylinder filling, there would be no half engine order and no integer multiples of half, i.e., the 0.5th engine order, below the firing order in engines with more than one cylinder operating on a four-stroke cycle. The measures mentioned above usually aim for such complete symmetry.The method according to the invention can now specifically counteract such a fundamentally desired symmetry in at least one operating range or operating state of the internal combustion engine, so that an asymmetry, particularly in the form of differences in cylinder filling, can be specifically induced. By inducing the 0.5th engine order and the integer multiples of the 0.5th engine order, for example, a so-called "burble" of a V8 engine, considered particularly pleasant, can be generated, thus producing a particularly advantageous sound of the internal combustion engine.

[0014] To enable particularly targeted and needs-based control of the filling differences, a further embodiment of the invention provides that the adjusting device comprises at least one actuator by means of which the filling differences are selectively brought about. Preferably, the actuator is operated in a pulsating manner in order to, for example, selectively bring about at least one or more pressure pulsations in the inlet tract and consequently the filling differences.

[0015] It has proven particularly advantageous if the actuating device includes at least one valve element arranged in the inlet tract, which is driven by the actuator in such a targeted manner and, for example, operated in a pulsating fashion, that the filling differences are specifically created. This allows the filling differences to be achieved in a particularly targeted, effective, and efficient way.

[0016] Another embodiment is characterized by the use of a flap as the valve element, which is pivoted about a pivot axis by targeted actuation. The flap is, for example, arranged in a pipe or line of the intake tract, through which the air supplied to the cylinders can flow. By actuating the flap, it is pivoted about the pivot axis relative to the line or pipe. This allows for particularly precise control of the filling variations.

[0017] Another embodiment is characterized in that the actuating device comprises at least one compressor wheel arranged in the inlet tract, which is driven by the actuator in such a way as to selectively create the filling differences. For example, the compressor wheel is operated in a pulsating manner. By driving the compressor wheel, it is rotated, for example, about an axis of rotation, particularly relative to the duct or pipe. This embodiment allows the filling differences to be achieved in a particularly space-saving and cost-effective manner. The compressor wheel performs a dual function. Firstly, the compressor wheel can be used to compress the air supplied to the cylinders. This enables particularly efficient operation of the internal combustion engine. Secondly, the compressor wheel is used to selectively create the filling differences.

[0018] In a particularly advantageous embodiment of the invention, the actuator comprises at least one electric motor, or the actuator is designed as an electric motor, by means of which the filling differences are selectively generated. Thus, for example, the valve element or the compressor wheel is driven by the electric motor in order to selectively generate the filling differences. This allows the filling differences to be generated in a particularly demand-oriented manner.

[0019] To achieve particularly advantageous noise characteristics and simultaneously a particularly efficient, and therefore fuel-efficient and low-emission, operation of the internal combustion engine, a further embodiment of the invention provides that the cylinder filling differences are deliberately induced in a first operating state, in which the internal combustion engine is operated with at least one first load, preferably one greater than zero. In this first operating state, the internal combustion engine is preferably operated in its fired state. The first load is, for example, a partial load, so that the first operating state is a partial-load operation of the internal combustion engine. In a second operating state, in which the internal combustion engine is operated with a second load greater than both the first load and zero, preferably full load, the deliberate induction of cylinder filling differences is omitted.This ensures particularly efficient and therefore fuel-efficient operation of the combustion engine at high loads, especially at full load, thus enabling a particularly high specific power output from the combustion engine. In other words, for example, in the second operating state, the aforementioned measures for smoothing are not specifically counteracted, allowing for particularly efficient operation. In the first operating state, however, the measures are specifically counteracted by the method according to the invention in order to achieve particularly advantageous noise characteristics.Since the combustion engine is operated with a low load in the first operating state, particularly efficient operation can be ensured despite the targeted creation of filling differences, as the previously described measures for equalization have a positive effect especially at high loads.

[0020] In order to achieve both particularly advantageous noise characteristics and particularly efficient operation of the internal combustion engine, a further embodiment of the invention provides that the internal combustion engine has a first cylinder bank with several first cylinders and a second cylinder bank with several second cylinders. In other words, the first cylinder bank comprises or forms several first cylinders, while the second cylinder bank comprises or forms several second cylinders.

[0021] Furthermore, the internal combustion engine includes at least one exhaust manifold, which is fluidically connected to at least one of the first cylinders of the first cylinder bank and to at least one of the second cylinders of the second cylinder bank. Since the exhaust manifold, also simply called the manifold, is fluidically connected to both the at least one cylinder of the first cylinder bank and the at least one cylinder of the second cylinder bank, it is also referred to as a cross-bank exhaust manifold or cross-bank manifold (CB). The cross-bank manifold can combine the exhaust gas from the at least one cylinder of the first cylinder bank and the exhaust gas from the at least one cylinder of the second cylinder bank.The cross-bank manifold, for example, is one of the aforementioned measures for equalization, enabling particularly efficient operation of the combustion engine under high loads or full load. In particular, the cross-bank manifold makes it possible to achieve the most uniform, or at least nearly uniform, cylinder filling, especially when deliberately creating differences in filling between the cylinders is avoided.This means that the fundamentally desired function of the cross-bank exhaust manifold is to combine the exhaust gases from the cylinders of the cylinder banks in such a way that the cylinders of the internal combustion engine do not, or as little as possible, interfere with each other when the exhaust gas is expelled into the manifold. This ensures that, unless deliberate differences in cylinder filling are created by residual gas remaining between the cylinders, the cylinders have as equal a filling as possible within the same operating cycle. This can be achieved, for example, in the second operating condition. However, in the first operating condition, the deliberate creation of filling differences counteracts the actual function of the cross-bank exhaust manifold. For this purpose, for example, at least one cylinder of the first cylinder bank is charged with a lower boost pressure than at least one cylinder of the second cylinder bank.This allows for the targeted creation, or introduction, of filling differences between at least one cylinder of the first cylinder bank and at least one cylinder of the second cylinder bank. This makes it possible, for example, to selectively create the 0.5th engine order and integer multiples of the 0.5th engine order, particularly as shown in the Campbell diagram. Consequently, the characteristic burble of a V8 engine can be generated, for example, by emphasizing the 1.5th and 2.5th engine orders. The cross-bank exhaust manifold and its generally desired function of homogenization counteract the characteristic burble, even when the internal combustion engine itself is a V8. However, the method according to the invention now makes it possible to generate the characteristic burble, thus achieving particularly advantageous noise characteristics.

[0022] To precisely control the filling differences, the flap is periodically moved into a slightly closed position, synchronized with the engine speed and crankshaft position. In the closed position, the flap is preferably not completely closed; rather, it blocks the first section while still allowing the second section to open. Thus, in the closed position, the flap obstructs the intake tract more than in the open position, but it still allows a sufficient amount of air to flow through the intake tract to the combustion engine and, in particular, into the cylinder.In other words, it is preferably intended that the flap, by pivoting, does not completely block the intake tract or a mass flow of air, but rather, for example, only superimposes a pulsation at frequencies below one or the firing order of the internal combustion engine. In particular, this makes it possible to generate the 1.5th and 2.5th engine orders necessary for producing an authentic V8 sound, especially in a lower engine speed range, i.e., below the rated power speed, and particularly when the internal combustion engine is equipped with a cross-bank exhaust manifold.

[0023] If the internal combustion engine is not equipped with a bank-spanning manifold and / or is designed as a V8 engine, the method according to the invention can prevent, in driving situations where rotational irregularities in a lower engine order excite resonance in the drivetrain, this excitation in an analogous form. In other words, it is conceivable to avoid undesirable engine orders or undesirable vibrations of certain engine orders by means of the method according to the invention, or by selectively inducing the filling differences, so that a particularly advantageous noise behavior can be achieved. The advantages that can be realized by a bank-spanning manifold can be utilized, especially when the internal combustion engine is equipped with such a manifold.These advantages lie particularly in the ability to achieve exceptionally high performance and exceptionally low lambda differences between individual cylinders. Simultaneously, a particularly favorable sound profile can be realized, especially the characteristic burble of a V8 engine at low speeds. Overall, a harmonious and coherent sound from the powertrain can be achieved. Furthermore, it is possible to enhance or reinforce the V8 sound, particularly when the combustion engine is not equipped with a cross-bank exhaust manifold and / or is a V8 engine.

[0024] The first cylinder bank, for example, has exactly four cylinders, while the second cylinder bank preferably has exactly four cylinders. Thus, it is preferably provided that the internal combustion engine is designed as an 8-cylinder engine, in particular as a V8 engine.

[0025] The aforementioned electric motor preferably comprises a stator and a rotor that is driven by the stator using electrical energy and is thus rotatable about a machine axis relative to the stator, by means of which the valve element or the compressor wheel can be driven in a targeted manner. This allows the pressure differentials to be achieved in a particularly precise and demand-oriented way. The electric motor is preferably a component of an electric turbocharger or an electric compressor, so that, for example, the compressor wheel can be driven by the electric motor.

[0026] A second aspect of the invention relates to a drive system for a motor vehicle, preferably a passenger car. The drive system comprises an internal combustion engine, also referred to as an internal combustion engine, for propelling the motor vehicle, wherein the internal combustion engine has at least two or more cylinders. Furthermore, the drive system includes an intake tract through which air can flow, which is to be supplied to, or is supplied to, the cylinders.

[0027] In order to achieve particularly advantageous noise characteristics of the drive system and thus of the motor vehicle as a whole, the second aspect of the invention provides that the drive system has an actuating device arranged at least partially in the intake manifold, which is designed to selectively create differences in cylinder filling during operation of the internal combustion engine. Advantages and advantageous embodiments of the first aspect of the invention are to be considered advantages and advantageous embodiments of the second aspect of the invention, and vice versa. The feature that the actuating device is arranged in the intake manifold can be understood, in particular, to mean that the actuating device is arranged at least partially, and especially at least predominantly or completely, in the intake manifold.In particular, at least one component, such as the valve element or the compressor wheel of the actuating device, can be arranged at least partially, in particular at least predominantly or completely, in the inlet tract, especially in pipes.

[0028] Finally, a third aspect of the invention relates to a motor vehicle, preferably designed as a motor car, in particular as a passenger car, which has a drive system according to the invention as described in the second aspect of the invention. Advantages and advantageous embodiments of the first and second aspects of the invention are to be regarded as advantages and advantageous embodiments of the third aspect of the invention, and vice versa.

[0029] Further details of the invention will become apparent from the following description, preferred embodiments, and accompanying drawings. These show: Fig. 1 a schematic top view of a drive device according to the invention in a first embodiment; Fig. 2 a schematic side view of bank-crossing bends of the drive unit; Fig. 3 a schematic top view of the drive device according to a second embodiment; and Fig. 4 a schematic top view of the drive device according to a third embodiment.

[0030] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0031] Fig. Figure 1 shows a schematic representation of a drive unit 9 for a motor vehicle, preferably designed as a motor car, in particular as a passenger car. This means that the motor vehicle, in its fully manufactured state, has the drive system. 9 includes and by means of the drive unit 9can be driven. The drive unit 9 includes an internal combustion engine, also known as an internal combustion engine or combustion engine 10 , which is designed as a reciprocating piston engine. In the case of the Fig. In the embodiment shown in 1, the internal combustion engine is shown. 10 It is designed as an 8-cylinder engine in a V configuration, that is, as a V8 engine. Furthermore, the internal combustion engine is 10 designed as a turbocharged internal combustion engine, as will be explained in more detail below. The internal combustion engine 10 It has exactly two cylinder banks. 11 and 12 on, whereby the cylinder bank 11 also as the first cylinder bank and the cylinder bank 12 also referred to as the second cylinder bank. The cylinder banks 11 and 12 are in the longitudinal direction of the combustion engine 10or arranged side by side in the longitudinal direction of the vehicle. In other words, in the forward direction of travel of the motor vehicle, one of the cylinder banks is 11 , 12 , especially the cylinder bank 12 , arranged on the left side, with the other cylinder bank 12 or 11 , especially the cylinder bank 11 , is located on the right side. In Fig. 1 is the forward direction indicated by an arrow. 54 Illustrated. The internal combustion engine. 10 This includes, for example, a crankshaft designed and in Fig. 1 output shaft (not shown), via which the internal combustion engine 10 It can provide torque to propel the motor vehicle. The internal combustion engine 10 This allows the torques for driving the motor vehicle to be applied to one output side. 13 of the internal combustion engine 10provide. In other words, the ones from the combustion engine can be provided. 10 via the output shaft and thus the torques provided by the output shaft to drive the motor vehicle on the output side 13 from the output shaft and thus from the combustion engine 10 can be tapped, diverted, or routed away. This can happen, for example, via the output side. 13 also called vehicle wheels, wheels of the motor vehicle with the internal combustion engine 10 or are driven by the output shaft in order to propel the motor vehicle. The axial direction of the output shaft coincides with the longitudinal direction of the internal combustion engine. 10 together, so that the transverse direction of the combustion engine 10 runs perpendicular to the axial direction of the output shaft. One of the output sides 13 in the longitudinal direction of the combustion engine 10opposite side of the combustion engine 10 is labeled 14.

[0032] At the in Fig. In the embodiment shown in 1, the internal combustion engine is shown. 10 For example, longitudinally installed or mounted. This means that the longitudinal direction of the combustion engine 10 coincides with the longitudinal direction of the vehicle or runs parallel to the longitudinal direction of the vehicle. For example, the output side... 13 in the longitudinal direction of the vehicle to the rear, and the side 14 points forward in the longitudinal direction of the vehicle.

[0033] The cylinder bank 11 has exactly four first cylinders 1 , 2 , 3 and 4 up, and the cylinder bank 12 has exactly 4 second cylinders 5 , 6 , 7 and 8 on. Thus, the internal combustion engine 10exactly eight cylinders 1 , 2 , 3 , 4 , 5 , 6 , 7 and 8 a counting method or numbering system, and thus an assignment of a sequence to the cylinders. 1 , 2 , 3 , 4 , 5 , 6 , 7 and 8 in particular, such that in the longitudinal direction of the combustion engine 10 and from the side 14 towards the drive side 13 in the direction of gaze, the foremost one, that is, the one closest to the side 14 cylinders arranged towards the left cylinder bank (in the direction of view) 11 with 1 is referred to as. Starting from the one with 1 The cylinders designated as such are those in the direction of view towards the 1 designated cylinder of the left cylinder bank 11The following cylinder ascending with whole positive numbers is present up to the number 4 numbered consecutively, according to the direction of view from the side 14 to the output side 13 , so that the view directly points towards the cylinder along the line of sight 1 the following cylinders of the cylinder bank 11 with 2 , which, along the line of sight, leads directly to the with 2 The following cylinders of the cylinder bank are designated cylinders 11 with 3 and along the line of sight directly onto the with 3 The following cylinders of the cylinder bank are designated cylinders 11 with 4 is referred to as such.

[0034] This counting method, numbering, or sequence is then applied to the cylinder bank on the right-hand side (as viewed from the front). 12 starting with the cylinder of the cylinder bank 12continued, which, in relation to the direction of view, is at the forefront, that is, closest to the side 14 is arranged. This means that the foremost one, that is, the one closest to the side, is the one closest to the side. 14 arranged cylinders of the right cylinder bank 12 the number that is obtained opposite the number with which the one along the direction of view is closest to the drive side 13 arranged cylinders of the cylinder bank 11 The next highest positive integer is provided, or has been provided, so that in this case the one closest to the side 14 arranged cylinders of the right cylinder bank 12 the number 5 receives. This relates to the direction of view from the side. 14 to the output side 13 directly or immediately to the with 5 designated cylinder of the cylinder bank 12 the following cylinders of the cylinder bank 12will be with 6 This is described accordingly. The line of sight is immediately focused on the area with 6 designated cylinders, following cylinders of the cylinder bank 12 with 7 designated, and which runs along the direction of view and thus in the longitudinal direction of the combustion engine 10 immediately or directly on the with 7 designated cylinder of the cylinder bank 12 the following cylinders of the cylinder bank 12 will be with 8 designated so that the cylinders of the right cylinder bank are also 12 along the line of sight and from the side 14 to the output side 13 They are numbered in ascending order with positive integers, starting with the number opposite the number closest to the drive side. 13 arranged cylinders of the cylinder bank 11 provided or has been provided, next larger, that is to say by1 larger. In light of this numbering of the cylinders 1 until 8 the combustion engine 10 for example the following firing sequence: 1 , 5 , 4 , 8 , 6 , 3 , 7 , 2 This means that within each operating cycle of the internal combustion engine 10 first the cylinder 1 , then the cylinder 5 , then the cylinder 4 , then the cylinder 8 , then the cylinder 6 , then the cylinder 3 , then the cylinder 7 and then the cylinder 2 is ignited.

[0035] The drive unit 9 It also includes an intake tract, also known as the intake manifold. 15 , which is permeable to air or is permeated by air. The air is or is supplied to the combustion engine. 10and thus the cylinder 1 until 8 to be supplied or supplied. In the inlet tract 15 is an air filter 16 to filter the intake tract 15 arranged in the airflow.

[0036] Fig. Figure 1 shows a first embodiment of the drive device 9 In the first embodiment, the drive unit has 9 two exhaust gas turbochargers 17 and 18 on, whereby the exhaust gas turbocharger 17 for example the cylinder bank 11 and thus the cylinder 1 until 4 and the exhaust gas turbocharger 18 the cylinder bank 12 and thus the cylinders 5 until 8 is assigned. During a fired operation of the internal combustion engine. 10 run into the combustion engine 10 , especially in the cylinder 1 until 8, combustion processes, from which exhaust gas of the combustion engine 10 This results in the drive unit. 9 an exhaust system, also known as an exhaust system 19 which is from the exhaust gas from the cylinders 1 until 8 The respective exhaust gas turbocharger is permeable or is being flowed through. 17 or 18 Each one has one in the exhaust tract 19 arranged turbine 20 or 21 which is driven, or is driven, by the exhaust gas flowing through the exhaust tract. The respective turbine comprises 20 or 21 a turbine wheel 22 , which can be driven by the exhaust gas or is driven by it.

[0037] The respective exhaust gas turbocharger 17 or 18 It also includes one in the entrance area. 15 arranged compressor23 or 24 The respective compressor 23 or 24 a compressor wheel 25 on, by means of which the inlet tract 15 The air flowing through it can be compressed, or rather, is compressed. The respective compressor wheel is responsible for this. 25 with the respective turbine wheel 22 via a shaft of the respective exhaust gas turbocharger 17 or 18 coupled or connectable, so that the compressor wheel 25 via the shaft of the respective turbine wheel 22 is driveable or is driven. By driving the compressor wheel. 25 is achieved by means of the respective compressor wheel 25 which compresses the air flowing through the intake manifold. This heats the air. In order to still achieve particularly high boost levels, especially the cylinder bank 11 or 12, a downstream side of the respective compressor wheel 25 arranged charge air coolers 26 or 27 in the entrance area 15 arranged. The compressed and thus heated air can pass through the charge air cooler. 26 or 27 flow and is controlled by the respective charge air cooler 26 or 27 cooled, whereupon the compressed and cooled air is then fed into the cylinders 1 until 4 or 5 until 8 flows in.

[0038] This involves the cylinder bank 11 a first air collector, also simply called a collector 28 assigned to which the compressed air is supplied by means of the charge air cooler 26 Cooled air is collected. From the air collector 28 Can the air enter the cylinders? 1 until 4 flow in, so that the air collector 28 in the direction of flow of the inlet tract15 air flowing downstream of the charge cooler 26 and upstream the cylinder 1 until 4 is arranged. In the direction of flow of the inlet tract 15 The airflow is downstream of the charge cooler. 27 and upstream the cylinder 5 until 8 one of the cylinder bank 12 second air collector, also simply referred to as a collector. 29 arranged, in which the compressor 24 compressed and by means of the charge air cooler 27 The purpose is to collect cooled air, or rather, to collect it. From the air collector 29 Can the air enter the cylinders? 5 until 8 flow. The respective air collector 28 or 29 For example, it does not have an integrated charge air cooler.

[0039] In the entrance area 15 and thereby upstream the cylinder 1 until 4, especially upstream of the air collector 28 , and downstream of the charge air cooler 26 is a throttle valve, also known as the main throttle valve 30 arranged, by means of which, for example, a cylinder 1 until 4 quantity to be supplied to the inlet tract 15 The airflow is adjustable, or rather, is adjusted. In the inlet tract 15 and thereby upstream the cylinder 5 until 8 , especially upstream of the air collector 29 , and downstream of the charge air cooler 27 is a second throttle valve, also known as the main throttle valve 31 arranged by means of which one of the cylinders 5 until 8 quantity to be supplied to the inlet tract 15 The airflow is adjustable or is set.

[0040] In the first embodiment, the drive unit 9Furthermore, and in particular, an electric compressor, that is, an electrically operated compressor. 32 which in addition to the exhaust gas turbochargers 17 and 18 is provided for. In the first embodiment, the respective compressor wheel 25 exclusively from the respective turbine wheel 22 and exclusively by means of the exhaust gas from the combustion engine 10 can be driven. Alternatively or additionally, it is conceivable that the respective compressor wheel 25 by means of a Fig. 1. It can be driven by an electric motor not shown. In other words, it is conceivable that the respective exhaust gas turbocharger 17 or 18 has an electric motor (not shown) by means of which the respective compressor wheel 25 electrically, that is, it can be powered or is powered using electrical energy or electric current.

[0041] The electric compressor 32 exhibits a characteristic in the intake tract (intake tract) 15 ) arranged compressor wheel 33 on, which in addition to the compressor wheels 25 is planned. By means of the compressor wheel. 33 can be achieved by driving the compressor wheel 33 at least part of the entrance area 15 The air flowing through it is compressed. For this purpose, the electric compressor includes... 32 an electric motor 34 , by means of which the compressor wheel 33 using electrical energy and is therefore electrically driven or powered. The electric motor 34 This includes, for example, a stator and a rotor, which can be driven by the stator using electrical energy and is therefore rotatable around a machine axis relative to the stator. The electric motor 34 The compressor wheel can be used in this process. 33 about the rotor of the electric motor34 propel. In other words, the electric motor can 34 at least one drive torque to drive the compressor wheel 33 The rotor provides the power. For example, the compressor wheel... 33 Can be coupled or connected to the rotor in a rotationally fixed manner.

[0042] The compressor wheel 33 is a circumvention device 35 assigned. The bypass device 35 includes a bypass line 36 , which at a first connection point V1 and at a second junction V2 fluidically with the inlet tract 15 is connected. The connection point is V1 upstream of the compressor wheel 33 and downstream of the compressor wheel 25 of the compressor 23 arranged, and the junction V2 is downstream of the compressor wheel 33 and upstream on the cylinder bank 11 , especially upstream of the air transmitter28 and especially upstream of the charge air cooler 26 arranged.

[0043] Out of Fig. 1. It is evident that the compressor wheel 25 of the compressor 23 and the compressor wheel 33 of the electric compressor 32 are arranged, switched, or operated in series with respect to fluid dynamics, so that, for example, the cylinders 1 until 4 Air to be supplied is first compressed by means of the compressor wheel 25 of the compressor 23 and then by means of the compressor wheel 33 can be compacted, or rather, is being compacted. By means of the bypass line. 36 can at the first connection point V1 at least some of the air flowing through the intake tract is diverted and directed into the bypass line. 36 to be initiated. The bypass line 36 The air flowing through bypasses the compressor wheel. 33and is therefore not done by means of the compressor wheel 33 compressed. This means that the compressor wheel 33 via the bypass line 36 bypasses at least part of the air flowing through the intake tract. The bypass line 36 Air flowing through can occur at the connection point. V2 from the bypass line 36 out and into the inlet tract 15 flow in and then to the cylinder 1 until 4 flowing. This is happening in the bypass line. 36 a check valve 37 the bypass device 35 arranged. The check valve 37 opens towards the connecting sleeve V2 and blocks or closes in the direction of the junction V1 , so that an unwanted airflow from the connection point V2 through the bypass line to the junction V1 can be avoided.

[0044] The drive unit 9 It also includes an electronic computing device 38 , which is also referred to as a control unit and is, for example, an engine control unit. Alternatively or in addition to the electric compressor 32 and thus as an alternative or in addition to the electrically driven compressor wheel 33 The drive unit includes 9 a flap present 39 designed valve element, wherein the flap 39 for example in the entrance area 15 arranged and around a pivot axis relative to the inlet tract 15 The flap is pivotable. 39 downstream of the compressor wheel 33 or downstream of the junction V2 and downstream of the compressor wheel 25 of the compressor 23 as well as upstream of the cylinder 1 until 4, especially upstream of the air collector 28 and especially the charge cooler 26 arranged.

[0045] The electronic computing facility 38 is, for example, designed to power the electric motor 34 to control and thereby operate, that is, for example, to control or regulate. Alternatively or additionally, the electronic computing device 38 trained to provide one in Fig. 1 drive shown in a particularly schematic way 40 to control and thereby operate, that is, to steer or regulate. The flap is involved in this process. 39 by means of the drive 40 driveable and therefore relative to the inlet tract 15 pivotable around the pivot axis. Furthermore, it can be seen that the compressor wheel 33 from the electric motor 34 can be driven and thus around an axis of rotation, especially relative to the inlet tract 15 , is rotatable. The drive40 An example is an electric drive. In particular, the drive can 40 another electric motor, by means of which the flap 39 , in particular using electrical energy, is driveable and thus movable or pivotable. Specifically, the additional electric motor can comprise another stator and another rotor, which can be driven by another stator and is therefore rotatable about another machine axis relative to the other stator. For example, the flap 39 are driven by the other rotor by the other rotor being driven by the other stator.

[0046] Overall, it is evident that the electric motor 34 and the drive 40 a respective actuator device or actuator, wherein the compressor wheel is driven by means of the respective actuator 33 or the flap 39driveable and therefore, especially relative to the inlet tract 15 , is movable. By driving or moving the compressor wheel. 33 This is rotated, and by driving or moving the flap 39 For example, it is swivelled. This is done by controlling the respective actuator, that is, the electric motor. 34 or drive 40 , the respective actuator can control the movement of the compressor wheel 33 or the flap 39 to cause the electronic computing device 38 by controlling the respective actuator the compressor wheel 33 turn or the flap 39 can pivot. Furthermore, it is apparent that the compressor wheel 33 , the electric motor 34 , the flap 39 , the drive 40 and, if applicable, the computing equipment 38Components of an actuating device designated with 53 are, or the actuating device 53 form. The positioning device 53 is at least partially located in the entrance area 15 arranged, since the compressor wheel 33 or the flap 39 the actuator 53 in the entrance area 15 is arranged.

[0047] The following will be based on Fig. 1 a method for operating the drive device 9 described, whereby the method results in a particularly advantageous noise behavior of the drive device 9 and thus the entire motor vehicle can be realized. In this process, particularly during the combustion engine's operation, the following occurs: 10 , by means of the actuator 53 targeted differences in filling levels between the cylinders 1 until 4 the cylinder bank 11and / or indirectly between the cylinders 5 until 8 the cylinder bank 12 This causes. In other words, the method is designed so that, particularly during the operation of the combustion engine, 10 , by means of the actuator 53 deliberately create filling differences between at least two of the cylinders 1 until 8 of the internal combustion engine 10 This is achieved. To specifically bring about the differences in filling levels, the respective actuator is controlled by the electronic computing unit. 38 controlled so that the compressor wheel is controlled by means of the respective actuator 33 or the flap 39 It is driven in a targeted manner and thus moved in such a way as to deliberately create the desired differences in filling volume. In particular, the compressor wheel 33 or the flap 39The compressor wheel is operated in a targeted, pulsed manner by means of the respective actuator. This is achieved through the targeted driving and the resulting targeted movement of the compressor wheel. 33 or the flap 39 for example, in the entrance area 15 Targeted pressure pulsations are generated, thereby inducing specific filling variations. For example, these filling variations are precisely engineered to ensure that the 0.5th engine order and integer multiples thereof occur. This can, for instance, produce a characteristic or even defining burble of the combustion engine, particularly at low loads, typical of V8 engines. 10 to generate a particularly advantageous noise behavior.

[0048] In conjunction with Fig. 2 it is evident that the drive unit 9 or the internal combustion engine 10cross-bank exhaust manifolds 41 , 42 , 43 and 44 This features a design that enables particularly efficient operation. The cross-bank exhaust manifold, also known as a cross-bank exhaust manifold, exhaust manifold, or simply manifold, is a key component. 41 fluidically with the cylinder 1 the cylinder bank 11 and fluidically with the cylinder 6 the cylinder bank 12 connected, so that the exhaust gas from the cylinders 1 and 6 in or through the exhaust manifold 41 is summarized or is. The cross-bank exhaust manifold 42 is fluidic with the cylinder 3 the cylinder bank 11 and fluidically with the cylinder 5 the cylinder bank 12 connected, so that in or through the exhaust manifold 42 the exhaust gas from the cylinder 3 and 5is summarized or merged, or will be. The cross-bank exhaust manifold 43 is fluidic with the cylinder 2 the cylinder bank 11 and fluidically with the cylinder 8 the cylinder bank 12 connected, so that the exhaust gas from the cylinders 2 and 8 in or through the exhaust manifold 43 is summarized or combined. Finally, the exhaust manifold. 44 fluidically with the cylinder 4 the cylinder bank 11 and fluidically with the cylinder 7 the cylinder bank 12 connected, so that the exhaust gas from the cylinders 4 and 7 through or in the exhaust manifold 44 The exhaust manifolds are summarized or combined. 41 and 44 for example, they lead into one of the exhaust manifolds. 41 and 44common exhaust pipe, in which the exhaust gas from the cylinders finally flows. 1 , 4 , 6 and 7 The exhaust manifolds are brought together or combined. 42 and 43 for example, they lead into one of the exhaust manifolds. 42 and 43 common second exhaust pipe, in which, for example, the exhaust gas from the cylinders finally flows 2 , 3 , 5 and 8 is summarized or combined.

[0049] Based on the firing order mentioned above, it can be seen that, for example, within each working cycle the cylinder 6 immediately after the cylinder 8 and the cylinder 1 immediately after the cylinder 2 is ignited, whereby the cylinders 6 and 8 Cylinders of the same cylinder bank 12 and the cylinders 1 and 2Cylinders of the same cylinder bank 11 are. If cross-bank exhaust manifolds (BÜK) were not used, for example, the exhaust gas from the cylinders would be... 1 until 4 in a first manifold and the exhaust gas from the cylinders 5 until 8 If the cylinders were merged into a second manifold, they would be separated. 8 and 6 or 2 and 1 mutually, especially during the respective expulsion of exhaust gas from the respective cylinder 8 , 6 , 2 and 1 in the respective manifold, affecting the combustion process and resulting in different cylinder filling levels within each combustion cycle of the internal combustion engine. 10This would occur. Such mutual interference between cylinders can now be avoided by using cross-bank manifolds. A fundamentally desirable function of each cross-bank manifold is therefore to ensure a more uniform combustion of the cylinders. 1 until 8 especially with regard to the respective filling of the respective cylinder 1 until 8 to bring about. In other words, the cross-bank manifold is a measure to the cylinders 1 until 8 to be uniform, especially with regard to the respective filling of the cylinders 1 until 8 , so that the use of the bank-spanning manifolds is particularly beneficial when a targeted induction of filling differences between the cylinders is desired. 1 until 8 This is omitted, at least to essentially ensure the same cylinder fillings. 1 until 8such uniform cylinder fillings can be achieved. 1 until 8 have a particular effect under high loads and especially at full load of the combustion engine. 10 This ensures particularly efficient operation of the combustion engine, especially under high loads. 10 This can be achieved. In particular, the respective cross-bank manifold is connected to the respective cylinders of the internal combustion engine in such a way as to... 10 The system is fluidically connected so that the exhaust gas from cylinders that are not fired in immediate succession is always combined in the respective cross-bank manifold. This is particularly important under high engine loads. 10 A particularly efficient operation, resulting in low fuel consumption and low emissions, can be achieved.

[0050] However, the use of cross-bank manifolds almost completely eliminates odd engine orders, half the engine order, and integer multiples of half the engine order from the Campbell diagram. This can lead to the combustion engine 10 it does not exhibit the characteristic burbling sound of V8 engines, even though the internal combustion engine 10 as a V8 engine. In particular, the characteristic V8 rumble can be omitted, even though the crankshaft is designed, for example, as a so-called cross-plane crankshaft, meaning a crankshaft with a cross-shaped profile when viewed from above. In this case, the exhaust manifold, which spans multiple cylinder banks, forms the cross-plane crankshaft on the exhaust side of the combustion engine. 10 In terms of noise, it is comparable to a flat-plane crankshaft, without the vibration-related disadvantages of the flat-plane crankshaft due to free mass forces.

[0051] The cylinder banks 11 and 12are, for example, arranged at least essentially in a V-shape and thus form a V-shape or a V. Preferably, the exhaust gas turbochargers 17 and 18 at least partially, and in particular at least predominantly or completely, arranged within the V, which allows the cross-bank manifolds to be used particularly advantageously. If the cross-bank manifolds are advantageously designed and advantageously connected, then the Campbell diagram will show at least almost exclusively the second engine order and integer multiples of the second engine order. Half and odd engine orders do not occur. However, since it is now provided within the framework of the method to use the adjusting device 53 deliberately create filling differences between at least two of the cylinders 1 until 8To achieve this, a particularly broad and interesting spectrum can be generated, resulting in a particularly advantageous noise behavior of the combustion engine. 10 , in particular a particularly emotional and high-quality sound from the combustion engine 10 can be realized.

[0052] Preferably, the filling differences are adjusted using the adjusting device. 53 This ensures that the 0.5th engine order and integer multiples of the 0.5th engine order are specifically generated in the Campbell diagram. Alternatively or additionally, the filling differences are adjusted using the actuator. 53 This is intentionally caused to result in odd motor orders in the Campbell diagram. In particular, this can be understood to mean that vibrations or noises are produced. 0Vibrations and noises of the 0.5th motor order and integer multiples of the 0.5th motor order, or of the first motor order and integer multiples of the first motor order, are generated. This allows for a particularly advantageous noise characteristic.

[0053] Overall, it is evident that the method is based on the idea of ​​achieving the most even possible filling of the cylinders, despite the use of the cross-bank manifolds and despite the fundamentally intended function of the cross-bank manifolds. 1 until 8 to realize this fundamentally desired function of the cross-bank manifolds and thereby specifically reduce filling differences between the cylinders 1 until 8 to effect.

[0054] To deliberately create the filling differences, for example, at least one of the cylinders 1 until 8The cylinders are charged with a first boost pressure, wherein at least one second cylinder is charged with a second boost pressure that differs from the first, particularly within the same operating cycle. To achieve the differences in filling pressure, for example, the valve is used. 39 or by means of the compressor wheel 33 specifically inducing a pulsation, in particular a pressure pulsation, in the inlet tract 15 adjusted so that it deliberately leads to an uneven distribution of filling across the cylinders, preferably the same cylinder bank 11 or 12 This is achieved by eliminating filling differences between at least two cylinders of the same cylinder bank. In other words, it is preferably provided that, within the framework of the process, filling differences between at least two cylinders of the same cylinder bank are eliminated. 11 or 12 be caused.

[0055] Furthermore, the procedure is based on the understanding that the desired function of the cross-bank manifold has a positive effect primarily, or at least almost exclusively, under high loads and especially under full load, since equal cylinder fillings occur precisely under high loads or full load. 1 until 8 Unequal cylinder fillings are advantageous. 1 until 8 At low loads, i.e., at partial load, uneven filling has no negative effect, and in particular not as negative as uneven filling at full load, thus ensuring particularly efficient operation of the combustion engine. 10 This can be achieved even though the filling differences are intentionally created. Therefore, it is preferably intended that the filling differences only occur under partial load, i.e., during partial load operation of the internal combustion engine. 10This is achieved. However, at higher loads or at full load, a targeted induction of filling differences between the cylinders does not occur. 1 until 8 Therefore, it is preferably intended that under high loads or full load, the cylinders are evenly distributed. 1 until 8 with regard to their fillings.

[0056] The pressure pulsations used to deliberately create the filling differences are achieved, for example, by means of the compressor wheel. 33 and / or by means of the flap 39 caused by the compressor wheel 33 by means of the electric motor 34 or the flap 39 by means of a drive 40 is driven. The pressure pulsations are pressure fluctuations that lead to uneven filling of the cylinders. 1 until 8 and thus to differences in cylinder filling 1 until 8This process creates a targeted asymmetry between the cylinders. 1 until 8 created with regard to their fillings, thereby affecting the actual function of the cross-bank manifold, which actually creates symmetry between the cylinders 1 until 8 with regard to their fillings, this is counteracted.

[0057] Fig. Figure 3 shows a second embodiment of the drive device. 9 . While in the first embodiment, with regard to the cylinder banks 11 and 12 exclusively the cylinder bank an electric compressor in the form of the electric compressor 32 is assigned while the cylinder bank 12 In the second embodiment, no electric compressor is assigned to the cylinder bank. 12 another one, in addition to the electric compressor 32 planned electric compressor 45assigned. The preceding and following explanations regarding the electric compressor can be found here. 32 without further ado also on the electric compressor 45 are transferred and vice versa. Therefore, the electric compressor includes 45 a compressor wheel 46 , which is located in the entrance area 15 is arranged. Furthermore, the electric compressor includes 45 an electric motor 47 , which can be an actuator or an actuator itself. Thus, the electric motor can be used as an alternative or additional option. 47 from the electronic computing device 38 to be controlled in order to drive the compressor wheel 46 to drive and thus move in a targeted manner, in order to reduce filling differences between the cylinders. 5 until 8 the cylinder bank 12 and / or the cylinders 1 until 4 the cylinder bank 11to achieve this in a targeted manner. The compressor wheel is involved in this process. 25 of the compressor 24 and the compressor wheel 46 of the electric compressor 45 connected or operable in series.

[0058] This also includes the compressor wheel. 46 a bypass device 48 with a bypass line 49 assigned. The bypass line 49 is at a third connection point V3 and at a fourth junction V4 fluidically with the inlet tract 15 connected, with the third connection point V3 downstream of the compressor wheel 25 of the compressor wheel 24 and upstream of the compressor wheel 46 is arranged. The junction V4 is downstream of the compressor wheel 46 and upstream the cylinder 5 until 8 , especially the air collector 29and especially the charge cooler 27 , arranged. This allows the bypass device to be used. 49 at least part of the entrance area 15 air flowing through at the connection point V3 from the entrance area 15 branched off and into the bypass line 49 to be initiated, whereby the connection point V3 branched off and into the bypass line 49 The introduced air passes through the compressor wheel 46 bypassing this, therefore not by means of the compressor wheel 46 is being compacted. The bypass line 49 flowing through and thus the compressor wheel 46 Air can pass through at the junction. V4 from the bypass line 49 out and back into the intake tract 15 flow in. Thus, the compressor wheel 46 by means of or via the bypass line 49from at least part of the entrance area 15 bypassable airflow. This also includes the bypass device. 48 one in the bypass line 49 arranged check valve 50 , which in the direction of the junction V4 opens and towards the junction V3 closes or locks.

[0059] Finally, it shows Fig. 4 a third embodiment of the drive device 9 The third embodiment essentially corresponds to the first embodiment or is based on the first embodiment, with the difference that the electric compressor 32 both cylinder banks 11 and 12 and both exhaust gas turbochargers 17 and 18 is assigned, so that, for example, the compressor wheel 33 both with regard to the compressor wheel 25 of the compressor 23as well as with regard to the compressor wheel 25 , of the compressor 24 is arranged or connected or operated in series. In other words, the compressor wheel 33 both to the compressor wheel 25 of the compressor 23 as well as to the compressor wheel 25 of the compressor 24 arranged, switched, or operable in series. Whereas in the first embodiment, with regard to the cylinders 1 until 8 exclusively the cylinders 1 until 4 by means of the compressor wheel 33 In the third embodiment, both cylinders can be supplied with compressed air. 1 until 4 the cylinder bank 11 as well as the cylinders 5 until 8 the cylinder bank 12 by means of the compressor wheel 33compressed air is supplied. This can be done via a supply line. 51 at least a first part of the process using the compressor wheel 25 of the compressor 23 compressed air and / or at least a second part of the air compressed by means of the compressor wheel 25 of the compressor 24 compressed air to a second supply line 52 guided and into the second feed line 52 to be initiated. The supply line 52 Air flowing through is supplied via the supply line 52 to the compressor wheel 33 directed and by means of the compressor wheel 33 , especially again, compressed. The supply line 51 is therefore a connecting line through which the compressor wheel 33 both by means of the compressor wheel 25 of the compressor 23 as well as by means of the compressor wheel 25 of the compressor 24compressed air can be supplied or is supplied.

[0060] From the compressor wheel 33 can be achieved by means of the compressor wheel 33 compressed air to both the cylinders 1 until 4 as well as to the cylinders 5 until 8 flowing. Those from the compressor wheel 33 coming and by means of the compressor wheel 33 Compressed air flows on its way to and into the cylinders 1 until 4 first through the charge air cooler 26 and then through the air collector 28 and then flows into the cylinder 1 until 4 one. The one from the compressor wheel 33 coming and by means of the compressor wheel 33 Compressed air flows on its way to and into the cylinders 5 until 8 first through the charge air cooler 27 and then through the air collector 29 and then flows into the cylinders 5until 8 a.

[0061] The figures show that the flap 39 to generate the pressure pulsations and thus the filling differences downstream of the compressor wheel 33 of the electric compressor 32 is arranged. Furthermore, the flap 39 downstream of the respective compressor wheel 25 arranged, in particular also when the respective exhaust gas turbocharger 17 or 18 is designed as an electric exhaust gas turbocharger and / or the electric compressor 32 This is omitted. The compressor wheel can then be used in the respective exhaust gas turbocharger. 25 be powered by an electric motor. Reference symbol list 1 cylinder 2 cylinders 3 cylinders 4 cylinders 5 cylinders 6 cylinders 7 cylinders 8 cylinders 9 Drive unit 10 Internal combustion engine 11 cylinder bank 12-cylinder bank 13 Output side Page 14 15 Entrance area 16 air filters 17 exhaust gas turbochargers 18 exhaust gas turbochargers 19 Exhaust system 20 Turbine 21 Turbine 22 Turbine wheel 23 compressors 24 compressors 25 compressors 26 Intercoolers 27 Intercoolers 28 air collectors 29 air collectors 30 Throttle valve 31 Throttle valve 32 electric compressors 33 Compressor wheel 34 Electric motor 35 Bypass facility 36 Bypass line 37 Valve element 38 electronic computing equipment 39th flap 40 drive 41 Exhaust manifold 42 Exhaust manifold 43 Exhaust manifold 44 Exhaust manifold 45 electric compressors 46 compressor wheel 47 Electric motor 48 Bypass facility 50 valve element 51 Supply line 52 Supply line 53 Actuator 54 Arrow V1 liaison point V2 liaison point V3 junction V4 junction QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] DE 102012113038 A1

[0002] DE 10258095 B3

[0002] DE 102016100542 A1

[0003] AT 391028 B

[0003]

Claims

[1] Method for operating a drive unit (9) of a motor vehicle, the drive unit (9) of which comprises an internal combustion engine (10) having at least two cylinders (1, 2, 3, 4, 5, 6, 7, 8) for driving the motor vehicle and comprising an inlet tract (15) through which air supplied to the cylinders (1, 2, 3, 4, 5, 6, 7, 8) can flow, characterized by , that during a fired operation of the internal combustion engine (10) by means of a The actuating device (53) arranged in the inlet tract (15) is used to deliberately create differences in filling between the cylinders (1, 2, 3, 4, 5, 6, 7, 8). [2] Method according to claim 1, characterized by , that the filling differences are caused in such a targeted manner that the 0.5th engine order and integer multiples of the 0.5th engine order occur specifically. [3] Method according to claim 1 or 2, characterized by, that the actuating device (53) comprises at least one actuator (34, 40) by means of which the filling differences are specifically effected. [4] Method according to claim 3, characterized by , that the actuating device (53) comprises at least one valve element (39) arranged in the inlet tract (15), which is driven by means of the actuator (34, 40) in such a way as to effect the filling differences in a targeted manner. [5] Method according to claim 4, characterized by , that a flap (39) is used as the valve element (39), which is pivoted about a pivot axis by targeted actuation. [6] Method according to any one of claims 3 to 5, characterized by , that the actuating device (53) comprises at least one compressor wheel (33) arranged in the inlet tract (15), which is driven by means of the actuator (34, 40) in such a way as to effect the filling differences in a targeted manner. [7] Method according to any one of claims 3 to 6, characterized by , that the actuator (34, 40) has at least one electric motor (34, 40) by means of which the filling differences are specifically brought about. [8] Method according to any one of the preceding claims, characterized by , that the filling differences are deliberately caused in a first operating state in which the internal combustion engine (10) is operated with at least a first load, wherein in a second operating state in which the internal combustion engine (10) is operated with a second load greater than the first load, in particular with full load, a deliberate causing of filling differences between the cylinders (1, 2, 3, 4, 5, 6, 7, 8) is omitted. [9] Method according to any one of the preceding claims, characterized by, that the internal combustion engine (10) has a first cylinder bank (11) with several first cylinders (1, 2, 3, 4, 5, 6, 7, 8), a second cylinder bank (12) with several second cylinders (1, 2, 3, 4, 5, 6, 7, 8) and at least one exhaust manifold (41) which is fluidically connected to at least one of the first cylinders (1) of the first cylinder bank (11) as well as to at least one of the second cylinders (6) of the second cylinder bank (12). [10] Drive unit (9) for a motor vehicle, comprising an internal combustion engine (10) having at least two cylinders (1, 2, 3, 4, 5, 6, 7, 8) for driving the motor vehicle, and comprising an inlet tract (15) through which air supplied to the cylinders (1, 2, 3, 4, 5, 6, 7, 8) can flow, characterized byan actuating device (53) arranged in the inlet tract (15), which is designed to effect targeted filling differences between the cylinders (1, 2, 3, 4, 5, 6, 7, 8) during a fired operation of the internal combustion engine (10). [11] Motor vehicle, with a drive unit (9) according to claim 10.

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