Turbine for a turbocharger with movable closing and throttling element

Abstract

The present invention relates to a turbine for a turbocharger, wherein the turbine comprises: an impeller designed to be rotated by exhaust gas from an engine; a turbine inlet and a turbine outlet; a bypass flow path for diverting exhaust gas away from the impeller; and a movable closing and throttling element configured to be movable between two end positions, wherein in the first end position it is configured to completely close the bypass flow path, and wherein in the second end position it is configured to throttle an outlet flow through the turbine outlet, such that the outlet flow through the turbine outlet is not completely blocked in the second end position.

Description

1. Field of the invention The present invention relates generally to a turbine for use in a turbocharger of a vehicle, such as a motor ship, a motorboat or the like. In particular, the present invention relates to a turbine with a movable closing and throttling element for closing a bypass flow path and for throttling an exhaust flow through a turbine outlet. The invention further relates to a corresponding turbocharger, a method for operating a vehicle, and a vehicle. 2. Background To improve the air fill rate in an internal combustion engine (ICE), an exhaust gas turbocharger is typically used. The exhaust gas turbocharger comprises a turbine located in the engine's exhaust manifold and a compressor located in the engine's intake manifold. The turbine and compressor are connected by a rotating shaft. The turbine includes an impeller (also called a turbine wheel or turbine rotor) that is set in motion by the exhaust gas flowing into it. The rotation of the turbine impeller causes the compressor impeller to rotate, resulting in a supercharger of the intake air entering the combustion chamber of the internal combustion engine. In this way, the air fill rate can be improved. If the turbine speed is too high, the pressure on the exhaust turbine increases, which can lead to mechanical failure. Therefore, turbines are typically equipped with a bypass valve to protect the turbine from excessive turbine pressure and to open and close a bypass flow path (also commonly referred to as a bypass channel, bypass line, wastegate, or wastegate channel). If the pressure in the exhaust turbine becomes too high, the bypass valve opens, allowing the exhaust gases from the engine to be diverted away from the turbine impeller, i.e., directly bypassed without passing through the turbine impeller. This prevents excessive turbine pressure. Such bypass valves can be either mechanical or electronic. Today, industries are striving to reduce emissions, particularly air pollutants in exhaust gases. This also applies to the automotive sector. Future vehicle emission regulations, in particular, place specific demands on cold starts. In this context, a catalytic converter integrated into the exhaust stream must be heated to a specific temperature to achieve a predefined conversion rate, thereby reducing air pollution. To shorten waiting times before driving, the catalytic converter's warm-up time must be reduced. The heating time of catalytic converters is primarily determined by the energy supplied by the engine exhaust gas, which flows through the turbocharger turbine and is transferred to the catalyst. A shut-off valve can be provided to completely close the turbine outlet, thereby increasing the energy supplied to the catalyst. This causes the exhaust gas to be diverted away from the turbine impeller, flowing through the bypass flow path when the bypass valve is open, and then flowing to the catalyst. This can shorten the catalyst's heating time, as the energy is not being consumed by the turbine. In this context, the prior art document US 9,726,074 B2 discloses a turbocharger with an inlet channel to direct a fluid to a housing chamber for a turbine wheel, an outlet channel to discharge the fluid from the turbine wheel, a bypass channel connecting the inlet channel and the outlet channel, and a valve assembly with a first valve for a connecting section between the outlet channel and the housing chamber and a second valve for the bypass channel. The aforementioned state-of-the-art system has several disadvantages. For example, a complete blockage of the turbine outlet can cause the turbine rotor to stop rotating, which negatively affects the oil seal within an oil-lubricated system, as sealing performance increases with rotation. Furthermore, a turbine rotor supported by a hydrodynamic bearing system can be damaged when stationary if subjected to engine vibrations. In addition, the proposed first and second valves require several different components, increasing the weight, cost, and complexity of the turbocharger. Moreover, these multiple components are susceptible to joint wear, noise, vibration, and harshness (NVH), rattling, and increased inertia. In light of the above, there is room for improvement. It is therefore an objective of the present invention to overcome some or all of the shortcomings of the prior art. In particular, it is an objective of the invention to provide an improved turbine for a turbocharger that can help to shorten the heating time of a catalyst while ensuring more robust and durable operation of the turbine, turbocharger, and engine. 3. Summary The aforementioned objectives are at least partially achieved by the subject matter of the independent claims. Preferred embodiments are the subject matter of the dependent claims, and the person skilled in the art will find in the entire disclosure of the present application indications of other suitable aspects of the present invention. One aspect of the invention relates to a turbine for a turbocharger, wherein the turbine comprises: an impeller designed to be rotated by exhaust gas from an engine; a turbine inlet and a turbine outlet; a bypass flow path for diverting exhaust gas away from the impeller; and a movable closing and throttling element configured to be movable between two end positions, wherein in the first end position it is configured to completely close the bypass flow path, and wherein in the second end position it is configured to throttle an outlet flow through the turbine outlet, such that the outlet flow through the turbine outlet is not completely blocked in the second end position. In this way, the present disclosure provides an improved turbine for a turbocharger, enabling a shorter catalyst warm-up time. Simultaneously, it ensures more robust and durable operation of the turbocharger. Due to the throttling of the exhaust flow through the turbine outlet, a significant amount of exhaust gas is routed through the bypass flow path. At the same time, a controlled amount of exhaust gas can flow through the turbine impeller. This ensures that the turbine impeller does not stall. A compressor impeller, due to its connection via a shaft, also cannot stall. In particular, the turbine impeller has the advantage of rotating at a minimal speed. This can be the case under essentially all turbine operating conditions, even when the exhaust flow through the turbine outlet is throttled, especially during engine start-up.This allows for a slight increase in the intake air to the engine. This can help improve oil sealing, i.e., enhance the sealing properties of the cartridge lubricant and maintain bearing integrity. This can be important for piston ring seals and hydrodynamic bearing systems, such as the shaft between the turbine and a turbocharger compressor. According to the present disclosure, the inherent limitations of prior art systems were recognized, and a compromise was found between a reduced catalyst warm-up time on the one hand and the mechanical integrity of the overall system, including the tightness of the cartridge lubricant and bearing integrity, on the other. This is particularly important with regard to a large number of engine starts. For example, in prior art solutions, a closed exhaust flow through the turbine outlet can lead to blue smoke and increased oil consumption (since the sealing capacity between the cartridge, the turbine housing, and the compressor housing may be impaired), especially during cold starts. It should be noted that any blue smoke generated by prior art solutions is an undesirable pollutant and is considered an exhaust emission.Furthermore, prior art solutions can cause a restriction of the intake air and hydrodynamic bearing damage over the vehicle's lifetime. The inventors have found a way to circumvent these problems according to the present disclosure. As the expert understands, the engine exhaust gases and / or the exhaust flow through the turbine and / or the bypass flow require the engine and turbine to be running for the turbocharger. Otherwise, such flows could not be generated. The “rotating impeller” means that the impeller can include blades which, upon contact with the engine's exhaust gas, can cause such rotation. The "bypass flow path" can be any path suitable for diverting exhaust gases away from the impeller. This can be understood to mean that exhaust gases can bypass the impeller. In other words, exhaust gases can be routed around the impeller so that they do not contribute to its rotation. It is understood that not the entire exhaust gas flow from the engine can be diverted away from the impeller via the bypass flow path. The remainder can flow through the impeller. As is known to those skilled in the art, the turbine can usually be provided with a turbine housing. In one example, the bypass flow path can be arranged within such a turbine housing. However, it is also possible for the bypass flow path to be arranged in a housing separate from the turbine housing. The "movable closing and throttling element" can be understood as an element that fulfills at least two functions: closing and throttling. These two functions can be provided by two valves. However, as described elsewhere and as can be derived from the term "element," the valves can be integrally designed. The aforementioned closing and throttling element, configured to move "between two end positions," encompasses various intermediate positions that the closing and throttling element can assume. However, the two end positions can be understood as the positions beyond which no further movement is possible. The two end positions can be understood as two stop positions. For example, if the movement of the closing and throttling element is achieved by rotation around an axis, the two end positions can correspond to a maximum and a minimum rotation angle. It is understood that the two end positions comprise the first end position and the second end position. The bypass flow path being "completely closed" means that essentially no flow leakage, in particular no intentional flow leakage, is present and / or can be detected by a person skilled in the art. It cannot be ruled out that a negligible leakage may exist due to manufacturing tolerances, impaired or damaged sealing surfaces, wear over the service life, and / or thermal expansion of components. To "throttle" the exhaust flow through the turbine outlet means that the exhaust flow is essentially reduced, limited, or similarly restricted. It is understood that the closing and throttling element may constitute a physical obstruction to the exhaust flow through the turbine outlet. It may not be sufficient for the closing and throttling element to be arbitrarily positioned in a flow path, as is the case with commonly known bypass valves that merely control the flow through the bypass. This should not be interpreted as a restriction of the exhaust flow through the turbine outlet. “Not completely blocked” is to be understood as the opposite of “completely closed,” for example, the opposite of a complete closure of the bypass flow path in the first end position. It is to be understood that “not completely blocked” means that some intended flow is present. The intended flow may serve a specific purpose, as described elsewhere herein, and must not be merely unintended flow and / or flow resulting from manufacturing tolerances, compromised or damaged sealing surfaces, and / or thermal expansion of components. Any “flow” mentioned herein, such as outlet flow and / or bypass flow, refers to a mass flow (for example, measured in kg / s). As is known to those skilled in the art, closing the bypass flow path and throttling the outlet flow through the turbine outlet can be achieved by providing a closing and throttling element upstream or downstream of the turbine runner. If two or more closing and throttling elements are provided, one closing and throttling element can be arranged upstream of the turbine runner and another closing and throttling element downstream of the turbine runner. All such configurations are covered by the present disclosure. In a preferred embodiment of the turbine, the outlet flow through the turbine outlet in the second end position is between 30% and 3% of the total flow, preferably between 20% and 4% of the total flow, more preferably between 15% and 5% of the total flow, and most preferably between 10% and 5% of the total flow, wherein the total flow is defined as the sum of the bypass flow and the outlet flow through the turbine outlet. The outlet flow through the turbine outlet in the second end position can be at most 30%, preferably at most 25%, even more preferably at most 20%, even more preferably at most 15%, and most preferably at most 10% of the total flow. The outlet flow through the turbine outlet in the second end position can be at least 1%, preferably at least 2%, even more preferably at least 3%, even more preferably at least 4%, and most preferably at least 5% of the total flow. By reducing the proportion of the exhaust flow through the turbine outlet, the catalyst's exposure to hot incoming exhaust gas via the bypass flow can be maximized. Although reducing the exhaust flow through the turbine outlet can generally help shorten the catalyst's warm-up time, a minimum exhaust flow should be ensured. This is important because otherwise, the intake air to the engine may be obstructed by compressor stalling. Increasing the turbine exhaust flow can reduce compressor stalling because the engine speed can be increased. Furthermore, as described elsewhere herein, adequate piston ring sealing should be ensured. The inventors found that an optimal compromise between these conflicting requirements can be achieved by specifying the proportion of exhaust flow through the turbine outlet. In a preferred embodiment of the turbine, a gap, preferably a circumferential gap, is provided in the second end position between the turbine outlet and the closing and throttling element or between the turbine inlet and the closing and throttling element. This has the advantage of ensuring a certain minimum exhaust flow through the turbine outlet. The gap allows the amount of exhaust flow to be defined in a more controlled manner. The circumferential gap can be provided by a difference in dimension between the turbine outlet and the closing and throttling element, or between the turbine inlet and the closing and throttling element. The dimension can be a diameter if the turbine outlet, the closing and throttling element, and / or the turbine inlet are substantially circular. For example, the diameter of the turbine outlet can be larger than the diameter of the closing and throttling element facing the turbine outlet, or the diameter of the turbine inlet can be larger than the diameter of the closing and throttling element facing the turbine inlet. As understood, the gap can be adjusted to allow an outlet flow through the turbine outlet in the second end position. As an alternative to a circumferential gap, the gap can have a circular segment shape. Alternatively, the gap can have a crescent shape. These shapes help to enable a minimal outlet flow in a controlled manner under various operating conditions. In a preferred embodiment of the turbine, the gap has an area, seen in the turbine outlet plane, of at most 20%, preferably at most 15%, more preferably at most 10%, more preferably at most 5%, and most preferably at most 3% of the area of ​​the turbine outlet. This has the advantage of ensuring sufficient outlet flow through the turbine outlet. This contributes to improved cartridge lubricant sealing and bearing integrity, and facilitates a reduction in oil loss, as described elsewhere herein. The gap can be axially spaced from the turbine outlet surface; however, when projected onto this surface, the gap should have the area values ​​specified here. In this context, the gap can be understood as an annular gap that could be formed between the closing and throttling element and the turbine outlet or the turbine inlet. The gap can have an area in the turbine outlet area of ​​at least 1%, preferably at least 2%, more preferably at least 3%, more preferably at least 4% and most preferably at least 5% of the area of ​​the turbine outlet. In a preferred embodiment of the turbine, one or more openings are arranged in the closing and throttling element, in a circumference of the turbine outlet and / or in a circumference of the turbine inlet, wherein the one or more openings are designed to allow an outlet flow through the turbine outlet in the second end position. The openings allow for precise adjustment of the optimal exhaust flow through the turbine outlet. This, in turn, enables precise control of the rotational speed of the turbine and compressor impellers. Specifically, speed fluctuations can be mitigated and made independent of any dimensions, such as the width, height, length, diameter, or other characteristics of the closing and throttling element. As a result, the openings improve the controllability of the exhaust flow, making it less susceptible to manufacturing tolerances in any dimension of the closing and throttling element. This precise adjustment leads to reduced rotational speed variation, which can ensure consistent performance. This can be particularly beneficial for the mass production of turbines, which are subject to increasingly stringent emissions standards. The one or more openings can be through holes. The one or more openings can be referred to as one or more apertures. The one or more openings can be provided by cutouts or the like. In a preferred embodiment of the turbine, each of the one or more openings has an elliptical, circular or circular segment shape. It is fully encompassed by the present disclosure that not all of the one or more openings have the same shape. For example, one or more of the one or more openings may have a different shape than the others. For instance, one opening may have an elliptical shape and another opening may have a circular shape. Furthermore, any geometric shape is possible, such as rectangular shapes, rhombic shapes, or triangular shapes. Furthermore, the one or more openings have a semicircular shape. The one or more openings can be arranged in a perimeter, as described herein, such that one side of them is free for a flow path of the turbine. For example, if a semicircular shape is provided, the shape can be half-open, with the opening facing a flow path of the turbine. In other words, the one or more openings do not necessarily have to have a boundary made of a material that completely encloses them. In a preferred embodiment of the turbine, one or more of the openings are arranged in a circumference of the closing and throttling element. This has the advantage that the openings are arranged in such a way that they direct the exhaust flow through the turbine outlet to the center of an exhaust gas treatment component, for example a catalyst block. This arrangement can also help to promote the mixing of the exhaust flow through the turbine outlet and the bypass flow through a bypass flow path outlet. This has a positive effect on mixing efficiency and results in a more evenly distributed flow reaching the catalyst. Overall, this ensures that more energy from the engine's exhaust gases is delivered to the catalyst, which can shorten the catalyst's warm-up time. It is possible for one or more openings to be arranged at substantially equal intervals around the circumference of the closing and throttling element. For example, they can be spaced at an angle to each other. The angle can be at least 5°, at least 10°, at least 15°, at least 20°, at least 30°, at least 40° and / or at most 160°, at most 140°, at most 120°, at most 100°, at most 80°, at most 60° and at most 50°. This arrangement has the potential to further reduce the catalyst's heating time, as the flow direction can be improved. In a preferred embodiment of the turbine, each of the one or more openings has an area, seen in the turbine outlet plane, of at most 20%, preferably at most 15%, more preferably at most 10%, more preferably at most 5%, and most preferably at most 3% of the area of ​​the turbine outlet. This has the advantage of ensuring sufficient exhaust flow through the turbine outlet. This contributes to improved sealing by the cartridge lubricant and bearing integrity, and leads to a reduction in oil loss, as described elsewhere herein. Alternatively, the sum of all one or more openings can have the area specified in this embodiment. It should be noted that the sum of all one or more openings with the area specified in this embodiment may be the most preferred option. Each individual opening or the sum of all one or more openings can have an area which, seen in the turbine outlet plane, is at least 1%, preferably at least 2%, more preferably at least 3%, more preferably at least 4% and most preferably at least 5% of the area of ​​the turbine outlet. In a preferred embodiment of the turbine, the closing and throttling element is a one-piece component. This has the advantage of reducing costs, as a single-piece part can be manufactured more easily. The single-piece design eliminates various and potentially costly assembly steps. Furthermore, the machining of tight-tolerance mating surfaces, required for multiple parts, may be unnecessary. Furthermore, a one-piece component is less susceptible to wear and tear, which can occur with multiple parts. Additionally, noise, vibration, and harshness (NVH) can be reduced. The one-piece design also reduces inertia, which is beneficial for faster and more precise control of the bypass flow path by moving the closing and throttling element. Finally, the power required for the actuator can be reduced. It is understood that the closing and throttling element as a one-piece element can mean that its principal parts can be a single body, including the closing and throttling surfaces, as described elsewhere herein. Furthermore, the one-piece element can include a shaft intended for insertion into an actuating device. Therefore, it may well fall within the scope of this disclosure that actuating means, such as a motor, are provided as separate parts, comprising joints or the like to enable the movement and, in particular, the rotation of the closing and throttling element. In a preferred embodiment of the turbine, the movable closing and throttling element comprises several composite parts with a closing element configured to close the bypass flow path in the first end position and with a throttling element configured to throttle the turbine outlet in the second end position. This can have the advantage that a failure of part of the movable locking and throttling element can be repaired more cost-effectively, since only the damaged part needs to be replaced. The multiple parts can be assembled by any means, including but not limited to screws and bolts, nuts and bolts, rivets, adhesive bonding, welding, soldering, brazing, dovetail joints, press fits, interference fits, snap-fit ​​connections, clamps and fasteners, threaded inserts, and threaded rods. Welding (e.g., electron beam welding, EBW, or laser beam welding, LWB), caulking, or riveting are best suited. In a preferred embodiment of the turbine, the closing and throttling element is rotatable about a rotational axis between the first end position and the second end position in order to control a flow through the bypass flow path and / or the outlet flow through the turbine outlet. This has the advantage that the load on the turbine impeller can be controlled during turbocharger operation. For example, at higher loads, the closing and throttling element can be rotated to increase the flow through the bypass flow path. It is understood that the closing and throttling element can assume a variety of intermediate positions between the first end position and the second end position. This facilitates more precise control of the load on the turbine impeller. The angle of rotation between the first end position and the second end position can be called the operating angle. Although the operating angle can be any size, an angle greater than 90° is advantageous. This improves turbine runner efficiency because a section downstream of the turbine outlet is not obstructed by the closing and throttling element when the element is in its first end position. For example, the closing and throttling element can be essentially rotated completely out of the outlet flow in its first end position. This ensures that the outlet flow through the turbine is not affected. In a preferred embodiment of the turbine, the closing and throttling element comprises a closing surface for closing the bypass flow path and an opposing throttling surface for throttling the outlet flow through the turbine outlet, wherein the closing and throttling surfaces have a non-concentric orientation such that a center line of the closing surface is offset from a center line of the throttling surface, wherein the closing and throttling surfaces are preferably substantially circular. The non-concentric orientation facilitates improved packaging options. For example, the respective surfaces could be aligned so that they essentially do not interfere with the inner walls of the turbine housing during movement. Furthermore, the lever arm for rotating the closing and throttling element could be made shorter. This can reduce the required actuation forces. While not based on any specific theory, it is assumed that this could improve the efficiency of the turbine and turbocharger. Non-concentric alignment can refer to a situation where the closing and throttling surfaces are not centered and / or aligned with respect to a common axis and / or center point. As a clear example, the closing and throttling surfaces may not share the same center point and / or central axis. Rather, their positions may be offset relative to each other. This can result in an asymmetrical arrangement, which can have positive effects on their functionality, including, but not limited to, eccentric movements. Non-concentric alignment can be understood as eccentric alignment. In a preferred embodiment of the turbine, the center line of the closing surface is closer to an axis of rotation of the closing and throttling element than the center line of the throttling surface. This design allows for optimal load characteristics for the actuator. In particular, because the lever arm for the closing surface is shorter, a greater force can be exerted on the bypass flow path for the same torque to close it completely. This helps to ensure that the bypass flow path is completely closed in the first end position. In a preferred embodiment of the turbine, the closing and throttling element comprises an inner cavity. This has the advantage of reducing the weight of the closing and throttling element. It also reduces material consumption. Due to the lower weight, the actuation forces required to move the closing and throttling element can be reduced. This results in more precise and faster control. Furthermore, the reduced material decreases the thermal inertia of the closing and throttling element. Consequently, less energy is consumed in heating the closing and throttling element. In turn, more energy can be supplied to the catalyst, resulting in a shorter heating time. The hollow section can comprise empty sections and / or sections filled with material. The hollow section can consist of either an empty section or a section filled with material. The individual sections can be continuous or connected to form an integral inner hollow section. In a preferred embodiment of the turbine, the hollow section has a volume of at least 10%, preferably at least 20%, more preferably at least 30%, more preferably at least 40%, more preferably at least 50% of the volume of the closing and throttling element and / or at most 90%, preferably at most 80%, more preferably at most 70% of the volume of the closing and throttling element. This contributes to the advantages mentioned in connection with the preceding embodiment. The volume of the hollow section should be large enough to properly exploit its advantages. However, the volume of the hollow section should not be too large, as this could compromise its mechanical integrity. An optimal compromise between these conflicting requirements could be found according to the volume values ​​proposed here. In a preferred embodiment of the turbine, a bypass flow path outlet or a bypass flow path inlet is provided with a contact seal comprising one, preferably two, more preferably three, more preferably four, more preferably five chamfered circumferential surfaces, wherein the chamfered circumferential surfaces preferably have an angle relative to an axis perpendicular to the bypass flow path outlet or to the bypass flow path inlet between 0° and 90°, preferably between 10° and 80°, more preferably between 20° and 70°, more preferably between 30° and 60° and most preferably between 40° and 50°. It is possible that a similar or identical contact seal as described in this embodiment is also provided at the turbine outlet. The contact seal ensures the sealing function while simultaneously compensating for manufacturing tolerances and / or thermal deformations of a turbine housing under various operating conditions. The chamfered circumferential surfaces ensure that the closing surface of the closing and throttling element can be tightly fitted into the bypass flow path. The closing surface of the closing and throttling element can include a corresponding circumferential outer surface, so that it essentially rests against the contact seal. In a preferred embodiment of the turbine, the turbine further comprises: a turbine housing; and a scroll channel arranged in the turbine housing and positioned on an outer circumferential side of the impeller, which is configured to direct exhaust gas from a turbine inlet to an impeller inlet. The turbine housing can consist of a variety of subcomponents and / or sub-housings. In a preferred embodiment of the turbine, the closing and throttling element is arranged upstream of the impeller, such that in the first end position the closing and throttling element is configured to close a bypass flow path inlet, and in the second end position it is configured to throttle the turbine inlet. Positioning the bypass upstream of the turbine impeller allows for greater flexibility in designing the bypass flow path to an exhaust gas treatment component, such as a catalyst. Furthermore, this results in lower energy consumption for the closing and throttling element. This is because pressure equalization pushes the closing and throttling element towards the inlet of the bypass flow path. In a preferred embodiment of the turbine, the closing and throttling element is arranged downstream of the impeller, such that in the first end position the closing and throttling element is configured to close a bypass flow path outlet, and in the second end position the closing and throttling element is configured to throttle the turbine outlet. The arrangement downstream of the turbine impeller allows for easier assembly and reduces the temperature load on the closing and throttling element, as the temperature downstream of the turbine impeller is lowered. Another aspect of the invention relates to a turbocharger comprising: a turbine as described in the present disclosure; and a compressor provided in an intake flow path through which intake air is supplied to the engine, the compressor being configured to be driven by the turbine to compress the intake air. The turbocharger incorporates all the advantages of the turbine described herein. Another aspect of the invention relates to a method for operating a vehicle, such as a motor vehicle or a motor vessel, comprising the turbine or turbocharger described in the present disclosure, wherein the method comprises: arranging the closing and throttling element in the second end position depending on the temperature of an exhaust gas treatment component, such as a catalyst, of the motor vehicle. The method encompasses all the advantages of the turbine and / or turbocharger described herein. It should be noted in particular that the method described herein may include all aspects and / or embodiments described herein, even if these are not explicitly described as a method but rather in relation to the turbine and / or turbocharger. It is also understood that the features and advantages described in relation to the turbine and / or turbocharger are equally applicable to the method described herein. In a preferred embodiment of the method, the method further comprises opening, at least partially, a compressor bypass flow path valve when the closing and throttling element is in the second end position, in order to allow intake air to flow to the engine through a compressor bypass flow path. This has the advantage that throttling of the intake air during the engine start-up process as part of the catalyst heating process can be avoided or at least reduced. Another aspect of the invention relates to a vehicle, such as a motor vehicle or a motor vessel, comprising: the turbine or turbocharger described in the present disclosure; a control unit designed to position the closing and throttling element in the second end position depending on the temperature of an exhaust gas treatment component, such as a catalyst, of the vehicle. It should be noted that the term "vehicle," as used herein, includes any of the following: a motor vehicle (e.g., self-propelled vehicles such as wheeled vehicles designed for the transport of people and / or goods), a motor vessel (e.g., watercraft or boats designed for movement on water). Motor vehicles can include vehicles such as cars, trucks, motorcycles, buses, and special-purpose vehicles such as ambulances, fire engines, and construction equipment. Motor vessels can include sailboats, motorboats, yachts, ferries, cargo ships, fishing vessels, submarines, and more. As experts know, the vehicle incorporates all the advantages of the turbine and / or turbocharger described here. The motor vehicle may be a self-propelled machine for transporting persons, goods, or similar items. The motor vehicle may be powered by an internal combustion engine. The motor vehicle referred to herein may be listed in an exemplary and non-exhaustive list: a car, a truck, a motorcycle, a bus, and other similar vehicles. 4. Brief description of the illustrations Preferred embodiments of the disclosure are presented below with reference to the accompanying figure. Fig. 1: shows a schematic overview of an engine and a turbocharger. Fig. 2: shows a turbine according to an embodiment of the present invention, wherein the closing and throttling element is in the second end position. Fig. 2A: shows the embodiment of Fig. 2 in cross-section. Fig. 2B: shows the embodiment of Fig. 2A, wherein the closing and throttling element is in the first end position. Fig. 2C: shows the embodiment of Fig. 2A, wherein the closing and throttling element is in a different position. Fig. 2D: shows the embodiment of Fig. 2A, wherein the closing and throttling element is in yet another different position.Fig. 3: shows a turbine according to a further embodiment of the present invention, wherein the closing and throttling element is in the second end position. Fig. 3A: shows the embodiment of Fig. 3 in a cross-sectional view. Fig. 3B: shows the embodiment of Fig. 3A, wherein the closing and throttling element is in the first end position. Fig. 3C: shows the embodiment of Fig. 3A, wherein the closing and throttling element is in a different position. Fig. 3D: shows the embodiment of Fig. 3A, wherein the closing and throttling element is in yet another position. Fig. 4: shows a turbine according to a further embodiment of the present invention, wherein the closing and throttling element is in the second end position. Fig. 4A: shows the embodiment of Fig. 4 in a cross-sectional view. Fig. 4B: shows the embodiment of Fig.Fig. 4A, wherein the closing and throttling element is in the first end position. Fig. 4C: shows the embodiment of Fig. 4A, wherein the closing and throttling element is in a different position. Fig. 4D: shows the embodiment of Fig. 4A, wherein the closing and throttling element is in yet another different position. Fig. 5: shows a turbine according to a further embodiment of the present invention, wherein the closing and throttling element is in the second end position. Fig. 5A: shows the embodiment of Fig. 5, wherein the closing and throttling element is in the first end position. Fig. 6: shows the bypass flow path and the closing and throttling element in detail. Fig. 7: shows a schematic flow diagram of a method for operating a motor vehicle according to an embodiment of the present invention. 5. Detailed description of the figures Only a few possible embodiments of the invention are described in detail below. However, the present invention is not limited to these, and a multitude of other embodiments are applicable without deviating from the scope of the invention. The embodiments shown can be modified and combined with one another in various ways, provided they are compatible, and certain features can be omitted if they appear unnecessary. In particular, the disclosed embodiments can be modified by combining certain features of one embodiment with one or more features of another embodiment. It is understood that not all features of the described aspects / embodiments need to be present to realize the technical advantages of the present disclosure as defined by the subject matter of the claims. The disclosed aspects / embodiments can be modified by combining certain features of one aspect / embodiment with one or more features of another aspect / embodiment. In particular, the person skilled in the art will understand that features and / or functional elements of one aspect / embodiment can be combined with technically compatible features and / or functional elements of any other aspect / embodiment of the present disclosure, provided that the resulting combination falls within the definition of the present disclosure. In the figures and descriptions presented here, the same reference numerals refer to the same elements. For the sake of clarity and conciseness, certain aspects of components or steps of specific embodiments are presented without superfluous details if these details are obvious to the person skilled in the art in view of the teachings contained herein and / or if these details would hinder the understanding of more relevant aspects of the embodiments. As is known to those skilled in the art, and / or to avoid redundancies, reference is made to the explanations in the preceding sections, which also apply to the following detailed description. Furthermore, for the sake of brevity and clarity, not all features, parts, elements, aspects, components, and / or steps are explicitly identified by reference numerals. This applies in particular where those skilled in the art recognize that such features, parts, elements, aspects, components, and / or steps are present in multiples. In connection with the first end position and the second end position, the terms "first" and "second" are not to be understood as restrictive, but merely serve to describe the two end positions. It is entirely possible that the first end position is referred to as the second end position and the second end position as the first end position, without this constituting a deviation from the present disclosure. Description of the characters Fig. 1 shows a schematic overview of an engine 1 and a turbocharger 10. The turbocharger 10 comprises a turbine 30 with a turbine impeller 31 and a compressor 20. An impeller of the compressor 20 can be driven by the turbine impeller 31 via a shaft. This allows intake air to be compressed by the compressor 20 and directed to the engine 1. An exhaust gas treatment component 2, such as a catalyst 2, is arranged downstream of the engine 1 and downstream of the turbine 30. The exhaust gas from the engine 1 is passed through the turbine 30. A bypass flow path 33 of the turbine 30 is provided, and a portion of the exhaust gas can be directed through the bypass flow path 33 depending on the positioning of a valve or a closing and throttling element 50, as described in more detail elsewhere.Furthermore, the compressor 20 can have a bypass flow path 21 through which intake air can be diverted away from the impeller of the compressor 20 and directed to the motor 1 without being compressed. Figures 2, 2A, 2B, 2C, and 2D show a turbine 30 according to an embodiment of the present invention. The turbine 30 comprises: an impeller 31 designed to be rotated by exhaust gas from an engine 1 (as seen in Figure 1); a turbine inlet (characteristically designated by reference number 34) and a turbine outlet 35; a bypass flow path 33 for diverting exhaust gas away from the impeller 31; and a movable closing and throttling element 50, which is configured to be moved between two end positions, wherein in the first end position it is configured to completely close the bypass flow path 33, and wherein in the second end position it is configured to throttle an outlet flow through the turbine outlet 35, so that the outlet flow through the turbine outlet 35 is not completely blocked in the second end position. Figures 2 and 2A show the closing and throttling element 50 in the second end position. On the right side of Figure 2, the closing and throttling element 50 is shown from two opposite sides. Figure 2B shows the closing and throttling element 50 in the first end position. Figure 2C shows the closing and throttling element 50 in a position where the bypass flow path 33 is open by 10°. Figure 2D shows the closing and throttling element 50 in a position where the bypass flow path 33 is fully open. The outlet flow through the turbine outlet 35 in the second end position can be between 30% and 3% of the total flow. Furthermore, the outlet flow values ​​described elsewhere herein, as known to those skilled in the art, apply. The total flow is defined as the sum of the bypass flow through the bypass flow path 33 and the outlet flow through the turbine outlet 35. It is understood that an outlet flow through the turbine outlet 35 of at least 2% of the total flow means that the bypass flow would be 98% of the total flow. The closing and throttling element 50 has one or more openings 55. In this embodiment, one opening 55 is shown. However, several openings 55 can be provided. The opening 55 is designed to allow an outlet flow through the turbine outlet 35 in the second end position. As best seen in Fig. 2A, a flow path is provided that bridges the turbine outlet 35 and the downstream section of the closing and throttling element 55. The opening 55 can have any shape, for example, an elliptical, circular, rectangular, or circular segment shape. In this embodiment, the opening 55 has a semicircular shape. The opening 55 is a through-hole. The opening 55 is arranged around the circumference of the closing and throttling element 50. The opening of the semicircular shape faces a radially outer side of the closing and throttling element 50 (as best seen in Fig. 2A).2 to be seen). The opening 55 has an area, seen in the plane of the turbine outlet 35, of at most 20%, preferably at most 15%, more preferably at most 10%, more preferably at most 5%, and most preferably at most 3% of the area of ​​the turbine outlet 35. As can best be seen in Figures 2A to 2D from the hatched area, the closing and throttling element 50 is a one-piece element. In particular, the closing and throttling element 50 can be designed as a single-piece body. The closing and throttling element 50 is rotatable about a pivot axis 53 (best seen in Fig. 2) between the first end position and the second end position to control flow through the bypass flow path 33. Fig. 2B and Fig. 2C show two exemplary positions of the closing and throttling element 50 between the two end positions. However, several intermediate positions are possible. The angle of rotation between the first end position and the second end position (i.e., the operating angle) can be any angle. For example, the operating angle can be at least 50°, at least 60°, at least 70°, at least 80°, at least 90°, at least 100°, at least 110°, at least 120°, at least 130°, at least 140°, at least 150°, at least 160°, at least 170°, at least 180° and / or at most 180°, at most 170°, at most 160°, at most 150°, at most 140°, at most 130°, at most 120°, at most 110°, at most 100°, at most 90°. An operating angle greater than 90° is advantageous, as described elsewhere herein. To actuate the closing and throttling element 50 at such an operating angle, it is advantageous to have a lever ratio between an inner and an outer actuating arm of less than one. This is advantageous to ensure that the actuation kinematics can be executed efficiently. For example, the actuation kinematics may be executed / controlled by an actuator. Such a lever ratio may increase the requirements on the actuator to move the closing and throttling element 50 into the first end position, i.e., to force a fully closed bypass flow path 33, since a higher force may be required to maintain a fully closed bypass flow path 33. The closing and throttling element 50 comprises a closing surface 51 for closing the bypass flow path 33, in particular the bypass flow path outlet 33b, and an opposing throttling surface 52 for throttling the outlet flow through the turbine outlet 35, wherein the closing surface 51 and the throttling surface 52 have a non-concentric orientation such that a center line 51a of the closing surface 51 is offset relative to a center line 52a of the throttling surface 52 (best seen in Fig. 2A). The closing surface 51 and the throttling surface 52 are substantially circular. The center line 51a of the closing surface 51 is closer to the axis of rotation 53 of the closing and throttling element 50 than the center line 52a of the throttling surface 52. As best seen in Fig. 2 and Fig. 2A, the turbine 30 can comprise a turbine housing 36 and a scroll channel 37 (Fig. 2A) arranged in the turbine housing 36 and positioned on an outer circumferential side of the impeller 31. The scroll channel 37 is configured to direct exhaust gas from a turbine inlet 34 to an impeller inlet. In Figs. 2 to 2D, the closing and throttling element 50 is arranged downstream of the impeller 31, so that in the first end position (Fig. 2B) the closing and throttling element 50 is configured to close the bypass flow path outlet 33b, and in the second end position (Fig. 2 and Fig. 2A) the closing and throttling element 50 is configured to throttle the turbine outlet 35. As described elsewhere herein, the turbine 30 can be implemented in a turbocharger 10 (best seen in Fig. 1). The turbocharger 10 thus comprises a turbine 30 according to one of the embodiments described herein and a compressor 20, which is provided in an intake flow path through which intake air is to be supplied to the engine 1. The compressor 20 is configured to be driven by the turbine 30 to compress the intake air. As described elsewhere herein, the turbine 30 or the turbocharger 10 can be implemented in a vehicle. The vehicle can further include a control unit designed to position the closing and throttling element 50 in the second end position depending on the temperature of an exhaust gas treatment component 2, such as a catalytic converter 2 of the motor vehicle. Figures 3, 3A, 3B, 3C, and 3D show a turbine 30 according to a further embodiment of the present invention. The turbine 30 corresponds essentially to one of the preceding embodiments, and all features described with reference to the preceding embodiments also apply to the embodiments in Figures 3 to 3D, insofar as this is technically meaningful to a person skilled in the art. For the sake of brevity, only differences and / or additional features are described below. When the closing and throttling element 50 is in the second end position, a gap 56, preferably a circumferential gap 56, is provided between the turbine outlet 35 and the closing and throttling element 50. The gap has an area, viewed in the plane of the turbine outlet 35, of at most 20%, preferably at most 15%, more preferably at most 10%, and more preferably at most 5%, most preferably at most 3% of the area of ​​the turbine outlet 35. As can best be seen in Fig. 3A, the gap is formed by a difference between the diameter 35a of the turbine outlet 35 and the diameter 52b of the throttling surface 52 of the closing and throttling element 50. As can be seen, the diameter 52b of the throttling surface 52 of the closing and throttling element 50 is smaller than the diameter 35a of the turbine outlet 35. The throttling surface 52b projects at least partially in an axial direction into a space through which the plane of the turbine outlet 35 passes.However, the throttling surface 52b can alternatively be arranged downstream of the turbine outlet 35 when the closing and throttling element 50 is in the second end position, as long as a gap 56 is formed that is sufficiently small and sufficiently large to control the amount of exhaust gas. As mentioned elsewhere herein, alternatively or additionally, a gap 56, preferably a circumferential gap 56, can be provided between a turbine inlet and the closing and throttling element 50. This can be the case if the closing and throttling element 50 is arranged upstream of the impeller 31 of the turbine 30. Alternatively or additionally to the gap, when the closing and throttling element is in the second end position, a leakage path can be provided between the turbine outlet and the closing and throttling element 50 to direct exhaust gas from the turbine outlet 35 to a flow path section downstream of the closing and throttling element 50. The leakage path can have any shape. Furthermore, the leakage path can be formed by one or more surfaces of the closing and throttling element 50 and / or by one or more surfaces of the turbine outlet 35 or the turbine inlet 34. The closing and throttling element 50 can substantially block a major section of the turbine outlet 35 or the turbine inlet 34 when it is in the second end position, thereby creating the leakage path in the remaining part of the turbine outlet 35 or the turbine inlet 34.The leakage path can alternatively be formed essentially within a turbine housing 36, but it can be connected to the closing and throttling element 50, so that the closing and throttling element 50 is designed to control the outlet flow. Figures 4, 4A, 4B, 4C, and 4D show a turbine 30 according to a further embodiment of the present invention. The turbine 30 essentially corresponds to one of the preceding embodiments, and all features described in relation to the preceding embodiments also apply to the embodiments in Figures 4 to 4D, insofar as this is technically meaningful to a person skilled in the art. For the sake of brevity, only differences and / or additional features are described below. The one or more openings 55 of these embodiments are arranged around the circumference of the turbine outlet 35. Figures 4 to 4D show only one opening 55. The opening 55 is designed such that, in the second end position, it allows an outlet flow through the turbine outlet 35. The opening 55 is located on the circumference of the turbine outlet surface and is a through-hole that extends through a portion of the turbine housing 36. The opening 55 is positioned at a location on the circumference of the turbine outlet 35 that is furthest from the axis of rotation 53 of the closing and throttling element 50. As mentioned elsewhere herein, alternatively or additionally, one or more openings 55 may be provided around the circumference of the turbine inlet 34. This may be the case if the closing and throttling element 50 is located upstream of the impeller 31 of the turbine 30. The one or more openings 55 upstream of the impeller 31 of the turbine 30 are designed such that, in the second end position, they allow an outlet flow through the turbine outlet 35. As described elsewhere herein, it is possible that the turbine outlet 35 is provided with a contact seal. However, it should be noted that the turbine outlet 35 is restricted only in the second end position. Thus, although such a contact seal may be present, an opening 55 (and / or a gap 56) may be provided, as described elsewhere herein and illustrated by way of example in Fig. 4A. Although the closing and throttling element 50 may, in some examples, contact the turbine outlet 35 in the second end position as shown in Fig. 4A, it may not contact the turbine outlet 35 around its entire circumference and / or seal the turbine outlet 35. This is to be understood as meaning that the intention is not to create a sealing condition in the turbine outlet 35, but rather to ensure a constant size of the opening 55 (and / or the gap 56).This can have the advantage of avoiding vibration of the closing and throttling element 50. This makes it easier to control the outlet flow. Figures 5 and 5A show a turbine 30 according to a further embodiment of the present invention. The turbine 30 corresponds essentially to one of the preceding embodiments, and all features described with reference to the preceding embodiments also apply to the embodiments in Figures 5 and 5A, insofar as this is technically meaningful to a person skilled in the art. For the sake of brevity, only differences and / or additional features are described below. The movable closing and throttling element 50' comprises several composite parts, including a closing element 57' configured to close the bypass flow path 33 in the first end position, and a throttling element 58' configured to throttle the turbine outlet 35 in the second end position. Fig. 6 shows the bypass flow path 33 and the closing and throttling element 50 in detail. The features described in this figure apply to any other embodiment of the device described herein, insofar as this is technically sensible for a person skilled in the art. A bypass flow path outlet 33b is shown, through which the bypass flow of the bypass flow path 33 can exit. The bypass flow path outlet 33b is equipped with a contact seal comprising two, preferably three, more preferably four, and even more preferably five chamfered circumferential surfaces. Four chamfered circumferential surfaces are shown in Fig. 6. The chamfered circumferential surfaces can have an angle relative to an axis 33b', which is perpendicular to the bypass flow path outlet 33b, between 0° and 90°, preferably between 10° and 80°, more preferably between 20° and 70°, more preferably between 30° and 60°, and most preferably between 40° and 50°. In one example, the chamfered circumferential surfaces can be conical circular circumferential surfaces. As mentioned elsewhere herein, alternatively or additionally, a bypass flow path inlet 33a could be provided with such a contact seal. This can be useful if the closing and throttling element is located upstream of the impeller 31 of the turbine 30. Fig. 7 shows a schematic flow diagram of a method 100 for operating a vehicle, such as a motor vehicle or a motor vessel, according to an embodiment of the present invention. The vehicle comprises the turbine or turbocharger of one of the embodiments described herein. The method 100 comprises positioning the closing and throttling element 110 in the second end position depending on the temperature of an exhaust gas treatment component, such as a catalyst, of the motor vehicle. The method optionally further comprises opening 120, when the closing and throttling element is in the second end position, at least partially of a compressor bypass flow path valve to allow intake air to flow to the engine through a compressor bypass flow path. General characteristics Although not shown in the embodiments depicted in the figures, the closing and throttling element 50 in each of these embodiments includes an internal cavity. The cavity may comprise a volume of at least 10% and / or at most 90%, as described elsewhere herein. Although not shown in the embodiments of the figures, in each of these embodiments the closing and throttling element 50 50' can alternatively or additionally be arranged upstream of the impeller 31, so that in the first end position the closing and throttling element 50 is configured to close a bypass flow path inlet 33a (the reference number is shown by way of example in Fig. 2A), and in the second end position the closing and throttling element 50 is configured to throttle the turbine inlet 35. For catalysts, a conversion efficiency of at least 50% must be achieved, which can be attained by a catalyst temperature of at least approximately 250 °C. This can also be understood as the catalyst "starting up." The conversion efficiency of catalysts refers to the effectiveness with which a catalyst promotes a chemical reaction and is typically measured by the percentage of reactants that are successfully converted into desired products. The conversion efficiency (%) can be expressed as the amount of desired product divided by the initial amount of reactant. For example, if a reaction starts with 100 moles of a reactant and the catalyst converts 80 moles of it into the desired product, the conversion efficiency is 80 mol / 100 mol, which is equivalent to 80%. A significant increase in the heating time of a catalyst can be caused, for example, by inefficient piping, e.g., by sharp bends, long piping and / or high surface roughness, by energy conversion into the rotational movement of the turbine impeller and / or by uneven heating of the catalyst surface. The contribution of the present disclosure is a combination of insights from various fields, namely aerodynamics, engine performance, sealing and lubrication systems, as well as functional and economic design. Overall, this has resulted in a turbine that enables a reduction in the heating time of catalysts and is cost-effective, durable, robust, and suitable for mass production. It should be noted that the scope of protection is determined by the claims and is not limited by the embodiments disclosed in the figures above. 6. List of reference symbols 1 Engine 2 Exhaust gas treatment component, e.g. B. Catalyst 10 Turbocharger 20 Compressor 21 Compressor bypass flow path 30 Turbine 31 Impeller 33 Bypass flow path 33a Bypass flow path inlet 33b Bypass flow path outlet 33b' Bypass flow path outlet axis 34 Turbine inlet 35 Turbine outlet 35a Turbine outlet diameter 36 Turbine housing 37 Scroll channel 50, 50' Closing and throttling element 51, 51' Closing surface (for bypass flow path) 51a Center line of closing surface 52, 52' Throttle surface (for turbine outlet) 52a Center line of throttling surface 53 Axis of rotation 55 Opening 56 Gap 57 Closing element 58' Throttle element 100 Method 110 Arrange 120 Open at least partially QUOTES INCLUDED IN THE DESCRIPTION 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 US 9,726,074 B2

[0007]

Claims

A turbine (30) for a turbocharger (10), the turbine (30) comprising: an impeller (31) designed to be rotated by exhaust gas from an engine (1); a turbine inlet (34) and a turbine outlet (35); a bypass flow path (33) for diverting exhaust gas away from the impeller (31); and a movable closing and throttling element (50) configured to move between two end positions, wherein in the first end position it is configured to completely close the bypass flow path (33), and wherein in the second end position it is configured to throttle an exhaust flow through the turbine outlet (35) such that the exhaust flow through the turbine outlet (35) is not completely blocked in the second end position. The turbine (30) according to claim 1, wherein the outlet flow through the turbine outlet (35) in the second end position is between 30% and 3% of the total flow, preferably between 20% and 4%, more preferably between 15% and 5%, most preferably between 10% and 5%, wherein the total flow is defined as the sum of the bypass flow and the outlet flow through the turbine outlet (35). The turbine (30) according to at least one of the preceding claims, wherein in the second end position a gap (56), preferably a circumferential gap, is provided between the turbine outlet (35) and the closing and throttling element (50) or between the turbine inlet (34) and the closing and throttling element (50). The turbine (30) according to claim 3, wherein the gap (56) has an area, seen in the turbine outlet plane, of at most 20%, preferably at most 15%, more preferably at most 10%, more preferably at most 5%, most preferably at most 3% of the area of ​​the turbine outlet. The turbine (30) according to at least one of the preceding claims, wherein one or more openings (55) are arranged in the closing and throttling element (50), in a circumference of the turbine outlet (35) and / or in a circumference of the turbine inlet (34), wherein the one or more openings (55) are designed such that they allow an outlet flow through the turbine outlet (35) in the second end position. The turbine (30) according to claim 5, wherein each of the one or more openings (55) has an elliptical, a circular or a circular segment shape. The turbine (30) according to at least one of claims 5 or 6, wherein one or more of the one or more openings (55) are arranged in a circumference of the closing and throttling element (50). The turbine (30) according to at least one of claims 5 to 7, wherein each of the one or more openings (55) has an area, seen in the turbine outlet plane, of at most 20%, preferably at most 15%, more preferably at most 10%, more preferably at most 5%, most preferably at most 3% of the area of ​​the turbine outlet. The turbine (30) according to at least one of the preceding claims, wherein the closing and throttling element (50) is a one-piece element. The turbine (30) according to at least one of the preceding claims 1 to 8, wherein the movable closing and throttling element (50) comprises several composite parts, with a closing element configured to close the bypass flow path (33) in the first end position, and a throttling element configured to throttle the turbine outlet (35) in the second end position. The turbine (30) according to at least one of the preceding claims, wherein the closing and throttling element (50) is rotatable about a rotation axis (53) between the first end position and the second end position in order to control a flow through the bypass flow path (33) and / or the outlet flow through the turbine outlet (35). The turbine (30) according to at least one of the preceding claims, wherein the closing and throttling element (50) comprises a closing surface (51) for closing the bypass flow path (33) and an opposing throttling surface for throttling the outlet flow through the turbine outlet (35), wherein the closing and throttling surfaces (52) have a non-concentric orientation, such that a center line of the closing surface (51) is offset relative to a center line of the throttling surface (52), wherein the closing and throttling surfaces (52) are preferably substantially circular. The turbine (30) according to claim 12, wherein the center line of the closing surface (51) is closer to a rotation axis (53) of the closing and throttling element (50) than the center line of the throttling surface (52). The turbine (30) according to at least one of the preceding claims, wherein the closing and throttling element (50) comprises an inner hollow section. The turbine (30) according to claim 14, wherein the hollow section has a volume of at least 10%, preferably at least 20%, more preferably at least 30%, more preferably at least 40%, more preferably at least 50% of the volume of the closing and throttling element (50) and / or at most 90%, preferably at most 80%, more preferably at most 70% of the volume of the closing and throttling element (50). The turbine (30) according to at least one of the preceding claims, wherein a bypass flow path outlet (33b) or a bypass flow path inlet (33a) is provided with a contact seal comprising one, preferably two, more preferably three, more preferably four, more preferably five chamfered circumferential surfaces, wherein the chamfered circumferential surfaces preferably have an angle relative to an axis perpendicular to the bypass flow path outlet (33b) or to the bypass flow path inlet (33a) between 0° and 90°, preferably 10° and 80°, more preferably 20° and 70°, more preferably 30° and 60°, most preferably between 40° and 50°. The turbine (30) according to at least one of the preceding claims, further comprising: a turbine housing (36); and a scroll channel (37) arranged in the turbine housing (36) and positioned on an outer circumferential side of the impeller (31), wherein the scroll channel (37) is configured to direct exhaust gas from a turbine inlet (34) to an impeller inlet. The turbine (30) according to at least one of the preceding claims, wherein the closing and throttling element (50) is arranged upstream of the impeller, such that the closing and throttling element (50) is configured in the first end position to close a bypass flow path inlet (33a), and the closing and throttling element (50) is configured in the second end position to throttle the turbine inlet (34). The turbine (30) according to at least one of the preceding claims 1 to 17, wherein the closing and throttling element (50) is arranged downstream of the impeller, such that the closing and throttling element (50) is configured in the first end position to close a bypass flow path outlet (33b), and the closing and throttling element (50) is configured in the second end position to throttle the turbine outlet (35). A turbocharger (10) comprising: a turbine (30) according to at least one of the preceding claims; and a compressor (20) provided in an intake flow path through which intake air is to be supplied to the engine (1), wherein the compressor (20) is configured to be driven by the turbine (30) to compress the intake air. Method (100) for operating a vehicle, such as a motor vehicle or a motor vessel, comprising the turbine (30) or the turbocharger (10) according to at least one of the preceding claims, wherein the method (100) comprises: arranging the closing and throttling element (50) in the second end position depending on a temperature of an exhaust gas treatment component, such as a catalyst, of the vehicle. Method (100) according to claim 21, further comprising: opening a compressor bypass flow path valve (33) at least partially when the closing and throttling element (50) is in the second end position to allow intake air through a compressor bypass flow path (33) to the engine (1). A vehicle, such as a motor vehicle or a motor vessel, wherein the vehicle comprises: the turbine (30) or the turbocharger (10) from at least one of the preceding claims 1 to 20; a unit designed to control the closing and throttling element (50) in the second end position depending on the temperature of an exhaust gas treatment component, such as a catalyst, of the vehicle.

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