internal combustion engine

Abstract

Internal combustion engine (10) for a motor vehicle, comprising at least one exhaust gas turbocharger (28) comprising a turbine (26) with a turbine wheel (32) driven by exhaust gas from the internal combustion engine (10), comprising at least one first combustion chamber (14) to which at least one first conduit element (42) is assigned for removing exhaust gas from the first combustion chamber (14) and for directing at least a part of this exhaust gas to the turbine (26), comprising at least one second combustion chamber (18) to which at least one second conduit element (44) is assigned for removing exhaust gas from the second combustion chamber (18) and for directing at least a part of this exhaust gas to the turbine (26), comprising at least one exhaust gas recirculation line (48) for recirculating exhaust gas, which is fluidically connected to the first conduit element (42), comprising at least one exhaust gas aftertreatment device (70) arranged downstream of the turbine (26) and comprising a control unit (68) designed toTo heat the exhaust aftertreatment device (70), the combustion chambers (14, 18) are operated with different power outputs (pme_EGR, pme_λ), wherein at least one valve element (74) arranged upstream of the turbine wheel (32) is provided, by means of which a mass flow of the exhaust gas flowing through the first line element (42) can be adjusted, characterized in that the valve element (74) is received in a turbine housing (30) of the turbine (26).

Description

[0001] The invention relates to an internal combustion engine according to the preamble of claim 1.

[0002] Such an internal combustion engine and a method for operating an internal combustion engine of a motor vehicle are known from EP 2 206 899 B1.

[0003] The internal combustion engine comprises at least one exhaust gas turbocharger with a turbine, which has a turbine wheel driven by exhaust gas from the internal combustion engine. The internal combustion engine has at least one first combustion chamber, in particular a first cylinder, on which at least one first ducting element is assigned for removing exhaust gas from the first combustion chamber and for directing at least a portion of this exhaust gas to the turbine.

[0004] Furthermore, the internal combustion engine has at least a second combustion chamber, in particular a second cylinder, to which at least a second conduit element is assigned for removing exhaust gas from the second combustion chamber and for directing at least part of this exhaust gas to the turbine.

[0005] Furthermore, at least one exhaust gas recirculation line is provided for recirculating exhaust gas, which is fluidically connected to the first line element. In addition, at least one exhaust aftertreatment system for the internal combustion engine is arranged downstream of the turbine. The exhaust aftertreatment system serves to treat the exhaust gas from the internal combustion engine in order to, for example, reduce the proportion of nitrogen oxides (NOx) and / or particulate matter in the exhaust gas. The internal combustion engine also has a control unit for regulating and / or controlling the engine, which is designed to operate the combustion chambers at different power outputs to heat the exhaust aftertreatment system.

[0006] The control unit is therefore designed to operate the combustion chambers at different power outputs to achieve a high exhaust gas temperature in the exhaust gas supplied by the exhaust aftertreatment system, for example during the warm-up phase of the internal combustion engine. In other words, the control unit serves to carry out the process in which the combustion chambers are operated at different power outputs to heat the exhaust aftertreatment system.

[0007] If a particularly high exhaust gas temperature is reached downstream of the turbine and upstream of the exhaust gas aftertreatment system, the exhaust gas aftertreatment system can be quickly adjusted to an advantageous operating temperature during the warm-up phase, at which the exhaust gas aftertreatment system exhibits advantageous conversion rates for reducing the nitrogen oxide and / or particle content.

[0008] However, the known internal combustion engine and the known method have the disadvantage that a short-circuit flow of the exhaust gas from the two combustion chambers can occur. This short-circuit flow impairs the achievement of particularly high exhaust gas temperatures downstream of the turbine and upstream of the exhaust aftertreatment system, since the cooler exhaust gas from the first combustion chamber can mix with the hotter exhaust gas from the second combustion chamber.

[0009] Furthermore, EP 1 904 727 B1 discloses a method for maintaining the temperature of engine exhaust gas from the cylinders of a multi-cylinder engine. DE 10 2005 017 099 A1 discloses a diesel engine system. Additionally, DE 10 2009 020 625 A1 discloses an internal combustion engine as known.

[0010] It is therefore an object of the present invention to further develop an internal combustion engine of the type mentioned at the outset in such a way that a particularly high exhaust gas temperature downstream of the turbine and upstream of the exhaust gas aftertreatment device can be achieved.

[0011] This problem is solved by an internal combustion engine with the features of claim 1. Advantageous embodiments with expedient and non-trivial further developments of the invention are specified in the remaining claims.

[0012] In order to create an internal combustion engine for a motor vehicle, in particular a passenger car, of the type specified in the preamble of claim 1, in which particularly high exhaust gas temperatures can be achieved downstream of the turbine and upstream of the exhaust gas aftertreatment device, it is provided according to the invention that the valve element is received in a turbine housing of the turbine.

[0013] The mixing of the respective exhaust gases from the two combustion chambers due to short-circuit flow, as described above and which impairs the achievement of particularly high exhaust gas temperatures, can be avoided or at least kept to a very low level in the internal combustion engine according to the invention, since the respective exhaust gas flows through the ducting elements are and remain strictly separated from one another. This leads to very high exhaust gas temperatures, especially depending on the set power output of the second combustion chamber.

[0014] This allows the exhaust aftertreatment system to be heated up particularly quickly, i.e., in a short time, for example, after a cold start of the internal combustion engine, using the exhaust gas from the second combustion chamber, and brought into a favorable temperature range in which it performs very effectively with regard to exhaust gas aftertreatment. In other words, very good efficiency levels of the exhaust aftertreatment system can be achieved very quickly, so that, for example, the nitrogen oxide (NOx) and / or particulate matter content in the exhaust gas can be effectively and efficiently reduced by the exhaust aftertreatment system very soon after starting, especially after a cold start of the internal combustion engine.

[0015] Preferably, during the warm-up phase, the second combustion chamber is operated at a higher power output than the first combustion chamber in order to achieve particularly high exhaust gas temperatures. The respective power outputs of the combustion chambers are adjusted by the control unit in such a way that the total power output, consisting of the sum of the power output of the first combustion chamber and the power output of the second combustion chamber, corresponds at least substantially to the power demand of the vehicle's driver. Thus, the power outputs can differ without the driver noticing this, for example, when comparing combustion chambers with identical power outputs. Power output is understood to mean, in particular, the provision of individual partial forces or torques by the combustion chambers, which together result in a total force or torque.which is provided by the internal combustion engine via an output shaft. Accordingly, power demand is understood in particular as a force or torque demand from the driver, which he specifies, for example, by the position of the accelerator pedal in the vehicle.

[0016] In a borderline case, the specific power output of the first combustion chamber can be reduced to zero, so that the driver's power demand is met by the specific power output of the second combustion chamber. This allows for particularly high exhaust gas temperatures.

[0017] The appropriate arrangement of the valve element creates particularly advantageous and flexible possibilities to influence a predetermined and desired supply of air to the internal combustion engine from the exhaust gas turbocharger, which serves to compress the air supplied from the combustion chambers.

[0018] Similarly, the arrangement of the valve element makes it possible to keep the exhaust gas flowing through the second pipe element separate from the exhaust gas being recirculated via the return line to the intake manifold of the internal combustion engine. This allows – with appropriate adjustment of the valve element – ​​the exhaust gas from the first combustion chamber to circulate separately from the exhaust gas flowing through the second pipe element, via the exhaust gas recirculation line, the intake manifold, and the first combustion chamber.

[0019] For example, depending on the setting of the power output of the first combustion chamber, i.e., depending on whether fuel is supplied to the first combustion chamber and whether the first combustion chamber is fired or not, the exhaust gas from the first combustion chamber can also be combustion air.

[0020] By adjusting the valve element accordingly, the mass flow rate through the first pipe element can be variably controlled. It is also preferably possible to set the mass flow rate through the first pipe element to zero. For this purpose, the first pipe element is, for example, fluidically blocked by means of the valve element in a corresponding position. If the mass flow through the first pipe element is thus prevented, a so-called blind recirculation of the exhaust gas from the first combustion chamber can be achieved. This means that – except for leaks due to technical or tolerance-related factors – at least essentially all of the exhaust gas, which may also be pure combustion air, is returned to the intake manifold via the exhaust gas recirculation line, can flow into it, and is then routed back to the combustion chambers via the extraction system.

[0021] Furthermore, the valve element allows the backflow behavior of the first pipe element to be adjusted as required, so that high quantities of exhaust gas can be recirculated even during the warm-up phase, thereby keeping nitrogen oxide emissions low.

[0022] A method is also disclosed in which, to achieve particularly high exhaust gas temperatures downstream of the turbine and upstream of the exhaust gas aftertreatment device, it is provided according to the invention that a mass flow of the exhaust gas flowing through the first duct element is adjusted by means of at least one valve element arranged upstream of the turbine wheel. Advantageous embodiments of the internal combustion engine according to the invention are to be regarded as advantageous embodiments of the method and vice versa.

[0023] This process avoids or at least significantly reduces the short-circuit flow described earlier. This allows for very high exhaust gas temperatures downstream of the turbine and upstream of the exhaust aftertreatment system, enabling the aftertreatment system to heat up very quickly, for example, during a cold start of the internal combustion engine. This also contributes to achieving low nitrogen oxide, particulate matter, and / or other pollutant emissions.

[0024] Further advantages, features, and details of the invention will become apparent from the following description of preferred embodiments and from the drawings. The features and combinations of features mentioned above in the description, as well as those mentioned below in the figure description and / or shown in the figures alone, can be used not only in the combinations specified, but also in other combinations or individually, without departing from the scope of the invention.

[0025] The drawing shows in: Fig. 1 a schematic representation of an internal combustion engine for a motor vehicle, with a valve element arranged upstream of a turbine wheel of a turbine arranged in an exhaust tract of the internal combustion engine, by means of which an exhaust gas mass flow through a line element associated with the valve element can be adjusted; Fig. 2 a schematic representation of another embodiment of the internal combustion engine; Fig. 3 a schematic representation of another embodiment of the internal combustion engine; and Fig. 4 A schematic longitudinal sectional view of an embodiment of the turbine.

[0026] Fig. Figure 1 shows an internal combustion engine 10 for a motor vehicle. The internal combustion engine 10 has a first cylinder group 12 with three first cylinders 14 as three first combustion chambers and a second cylinder group 16 with three second cylinders 18 as three second combustion chambers. Each cylinder 14, 18 houses a piston, which is translationally movable relative to its respective cylinder 14, 18 and is articulated via a connecting rod to a crankshaft 20 of the internal combustion engine 10, which is designed as a reciprocating piston engine. Thus, translational movements of the piston can be converted into a rotational movement of the crankshaft 20, indicated by a directional arrow 22.

[0027] The crankshaft 20 transmits the torque supplied by the internal combustion engine 10. Cylinders 14 and 18 of the respective cylinder groups 12 and 16 each provide partial torques or partial power outputs, which together result in a total torque or power output that the internal combustion engine can supply via the crankshaft 20. In other words, cylinder groups 12 and 16 each have their own torque or power outputs.

[0028] A turbine 26 of an exhaust gas turbocharger 28 of the internal combustion engine 10 is arranged in an exhaust gas tract 24 of the internal combustion engine. As seen in conjunction with Fig. As can be seen in Figure 4, the turbine 26 comprises a turbine housing 30 in which a turbine wheel 32 is rotatably mounted about an axis of rotation 34 relative to the turbine housing 30. The turbine housing 30 according to Fig. 1 has two fluxes 36, 38 through which exhaust gas from the internal combustion engine in cylinders 14, 18 can be supplied to the turbine wheel 32. The fluxes 36, 38 are arranged side by side in the axial direction of the turbine wheel 32 and are fluidically separated from each other, at least in certain areas. For this purpose, as Fig. As can be seen from Figure 4, an intermediate wall 40 of the turbine casing 30 is provided, arranged axially between the flumes 36 and 38. The flumes 36 and 38 are asymmetrically designed, so that the turbine 26 is designed as an asymmetric twin-flow turbine.

[0029] The first cylinders 14 of the first cylinder group 12 are each assigned a first ducting element 42 for removing exhaust gas from the first cylinders 14 and for conveying at least a portion of this exhaust gas to the turbine 26. The first ducting element 42 is fluidically connected to the flue 36, so that at least part of the exhaust gas from the first cylinders 14 can be fed to the flue 36.

[0030] The second cylinders 18 of the second cylinder group 16 are assigned a second duct element 44 for removing exhaust gas from the second cylinders 18 and for directing at least a portion of this exhaust gas to the turbine 26. The second duct element 44 is fluidically connected to the flue 38, so that the exhaust gas from the first cylinders 18 can be fed at least partially to the flue 38. The exhaust gas can thus be fed to the turbine wheel 32 and drive it.

[0031] Furthermore, an exhaust gas recirculation device 46 is provided. The exhaust gas recirculation device 46 comprises an exhaust gas recirculation line 48, which is fluidically connected at a branch point 50 to the first line element 42 and at a feed point 52 to an intake manifold 54 of the internal combustion engine 10. At the branch point 50, exhaust gas can be diverted from the first line element 42 by means of the exhaust gas recirculation line 48, recirculated to the intake manifold 54, and introduced into it at the feed point 52.

[0032] The exhaust gas recirculation device 46 also includes an exhaust gas recirculation valve 56 arranged in the exhaust gas recirculation line 48 for adjusting a quantity or mass of the exhaust gas to be recirculated and an exhaust gas recirculation cooler 58 arranged in the exhaust gas recirculation line 48 for cooling the exhaust gas to be recirculated.

[0033] The exhaust gas from the first cylinders 14 is primarily intended for recirculation. In other words, the first cylinders 14 serve primarily to provide exhaust gas for recirculation. Therefore, the first cylinders 14 are also referred to as EGR cylinders, and the first line element 42 with the flue 36 is referred to as the EGR flue (EGR - exhaust gas recirculation). The second cylinders 18 serve primarily to set a predefinable air-fuel ratio λ and to provide a torque or power output requested by the driver of the vehicle and supplied by the internal combustion engine 10. Therefore, the second cylinders 18 are also referred to as λ cylinders, and the second line element 44 with the flue 38 is referred to as the λ flue.

[0034] Air drawn in by the internal combustion engine 10 is supplied via the intake tract 54. An air filter 60 is arranged in the intake tract 54 for filtering the air. A compressor 62 of the exhaust gas turbocharger 28 is also arranged in the intake tract 54. The compressor 62 comprises a compressor wheel 64, which is rotatable about the axis of rotation 34, for compressing the intake air. The compressor wheel 64 is driven by the turbine wheel 32 via a shaft 66, to which the turbine wheel 32 and the compressor wheel 64 are non-rotatably connected. A charge air cooler 67 is arranged in the intake tract 54 downstream of the compressor wheel 64 to cool the air heated by compression.

[0035] The internal combustion engine 10 also includes a control unit 68 for controlling or regulating the internal combustion engine 10. As indicated by dashed lines, the control unit 68 is coupled to the exhaust gas recirculation valve 56 in order to adjust the amount of exhaust gas to be recirculated via the exhaust gas recirculation valve 56.

[0036] Downstream of the turbine 26, an exhaust aftertreatment device 70 of the internal combustion engine 10 is arranged in the exhaust tract 24, by means of which, for example, particles and / or nitrogen oxides in the exhaust gas can be reduced from upstream to downstream of the exhaust aftertreatment device 70. For this purpose, the exhaust aftertreatment device 70 includes, for example, a corresponding particulate filter and / or a catalyst, in particular an SCR catalyst (SCR - selective catalytic reduction).

[0037] The exhaust gas has a so-called turbine inlet temperature T4 upstream of the turbine 26. Driven by the turbine 26 or the turbine wheel 32, the exhaust gas expands and cools, resulting in a so-called turbine outlet temperature T4 downstream of the turbine 26. To measure the turbine outlet temperature T4, a temperature sensor 72 is provided downstream of the turbine 26 and upstream of the exhaust aftertreatment unit 70. The control unit 68 is coupled to the temperature sensor 72 to transmit the turbine inlet temperature T4, or a signal characterizing the turbine inlet temperature T4, to the control unit 68.

[0038] The exhaust aftertreatment device 70 has an operating temperature range or operating temperature in which it can aftertreat the exhaust gas particularly efficiently and effectively.

[0039] In order to heat up the exhaust aftertreatment system 70 particularly quickly, especially during a warm-up phase after a cold start of the internal combustion engine 10, and to bring it into this favorable temperature range or to this favorable temperature, the control unit 68 is designed to operate the first cylinders 14 with a first power output and the second cylinders 18 with a second power output that differs from the first. The first power output is characterized by a first effective mean effective pressure of the first cylinders 14, which is in Fig. The second power output is characterized by a second effective mean pressure of the second cylinder 18, which is denoted by pme_λ in the figure.

[0040] Cylinder groups 12 and 16, by combining their respective power outputs, provide the total power output requested by the driver. The second power output is higher than the first. The first power output can be set to zero. In this case, the power output requested by the driver is met exclusively by cylinder group 16.

[0041] To achieve a particularly high turbine outlet temperature T4 and thus to heat the exhaust gas aftertreatment system 70 particularly quickly, a valve element 74 is provided, which is located upstream of the turbine wheel 32 and according to Fig. 1 is arranged outside the turbine housing 30 upstream of the turbine 26 and by means of which a mass flow of the exhaust gas through the first line element 42 or the EGR flood can be adjusted.

[0042] With complete fluidic blockage (possibly except for any leakage) of the EGR flow by means of the valve element 74 and with the exhaust gas recirculation valve 56 open, a so-called blind recirculation of the exhaust gas from the first cylinders 14 is obtained (possibly except for any leakage flows), whereby the exhaust gas can also be pure combustion air.

[0043] This recirculation flow of exhaust gas from the first cylinders 14 via the exhaust gas recirculation line 48 and the intake tract 54 back to the first cylinders 14 is in Fig. 1 is indicated by a dash-dot line 76. A dash-dot-dot line 78 indicates the flow path of the exhaust gas through the λ-flood.

[0044] If the second cylinders 18 are operated at higher specific power outputs and higher exhaust gas temperatures compared to the first cylinders 14, particularly during the warm-up phase of the internal combustion engine 10 or during the heating phase of the exhaust aftertreatment system 70, while the exhaust gas from the EGR system has low exhaust gas or air temperatures, then the arrangement of the valve element 74 upstream of the turbine wheel 32 can prevent or minimize the mixing of the exhaust gas from the EGR system with the exhaust gas from the main intake system. This results in particularly high exhaust gas inlet temperatures for the exhaust aftertreatment system 70.

[0045] By means of the control unit 68, which is also coupled with the valve element 74, relevant influencing parameters such as the respective power output of the cylinder groups 12, 16 as well as respective positions of the exhaust gas recirculation valve 56 and the valve element 74 can be set simultaneously in order to achieve high turbine outlet temperatures T4.

[0046] The valve element 74, for example, is designed as a flap which - as in Fig. 1 is indicated by a directional arrow 80 - and can be pivoted about a pivot axis. The flap allows the flow cross-section of the EGR flue through which the exhaust gas flows to be adjusted. An alternative embodiment is such that the flap is arranged as a valve element 74 within the inlet channel of the turbine flue 36 and is thus designed as a component of the turbine 26.

[0047] Fig. Figure 2 shows a further embodiment of the internal combustion engine 10, in which the valve element 74 is arranged at the branch point 50. This allows the valve element 74 to adjust not only the exhaust gas mass flow through the EGR system but also the amount of exhaust gas to be recirculated, i.e., the exhaust gas mass flow through the exhaust gas recirculation line 48. As seen in conjunction with Fig. As can be seen from 1, the exhaust gas recirculation valve 56 can be omitted. This results in particularly low costs for the internal combustion engine 10. In certain positions, especially limit positions, the valve element 74 can be adjusted according to Fig. 2. Completely block the exhaust gas recirculation line 48 or the first line element 42 fluidically.

[0048] Furthermore, the turbine 26 has a bypass device 82, which is also commonly referred to as a blow-off device. The bypass device 82 has a bypass line 84, which is fluidically connected to the exhaust gas tract 24 at a branch point 86 located upstream of the turbine wheel 32 and at a feed point 88 located downstream of the turbine wheel 32 and upstream of the exhaust gas aftertreatment device 70.

[0049] The bypass line 84 allows exhaust gas to bypass the turbine wheel 32 without driving it. The bypass line 84 provides an additional flow cross-section, enabling the λ-flow to be subjected to a particularly high volume or mass of exhaust gas without resulting in undesirably high exhaust backpressure. Simultaneously, a very good response from the turbine wheel 32 can be achieved.

[0050] The bypass device 82 comprises a valve element 90 arranged in the bypass line 84, which is controlled or regulated by the control unit 68 and by means of which a quantity or mass of the exhaust gas flowing through the bypass line 84 can be adjusted.

[0051] Fig. Figure 3 shows a further embodiment of the internal combustion engine 10, wherein the turbine 26 is designed as a so-called variable multi-segment turbine. The turbine 26, or its turbine housing 30, comprises two flow segments 92, 94, arranged successively around the circumference of the turbine wheel 32 and at least partially fluidically separated from one another, for guiding the exhaust gas to the turbine wheel 32. Flow segment 92 is fluidically connected to the first duct element 42, while flow segment 94 is fluidically connected to the second duct element 44.

[0052] The turbine 26 according to Fig. 3 also includes a variable turbine geometry, which forms the valve element 74. The valve element 74 is arranged in the turbine housing 30 upstream of the turbine wheel 32 and – as in Fig. As indicated by directional arrows 96 and 98, the valve element 74 is displaceable in the axial direction of the turbine wheel 32 translationally and / or circumferentially relative to the turbine housing 30 in order to adjust the flow cross-section through which the exhaust gas flows in the EGR system and consequently the mass flow rate of the exhaust gas flowing through the first duct element 42. The valve element 74 is, for example, formed by a so-called tongue slide valve.

[0053] Preferably, the mass flow rate of the exhaust gas flowing through the first line element 42 and thus the EGR flood can be adjusted to zero. This means that the EGR flood can preferably be completely (possibly except for any leaks) fluidically blocked by means of the valve element 74.

[0054] Fig. Figure 4 shows an embodiment of the turbine 26, which in this case is designed as an asymmetric, double-flow variable axial slide turbine. The valve element 74 is formed by an adjusting die, which – as indicated by a directional arrow 96 – Fig. 4 is indicated - relative to the turbine housing 30 in the axial direction of the turbine wheel 32 is translationally displaceable.

[0055] A guide vane 100 is assigned to the flumes 36 and 38, which can redirect or deflect the exhaust gas flowing towards the turbine wheel 32 so that it flows towards the turbine wheel 32 in a flow-optimized manner. The exhaust gas from flume 36 can flow towards the turbine wheel 32 via a nozzle 102 assigned to flume 36, while the exhaust gas from flume 38 can flow towards the turbine wheel 32 via a nozzle 104 assigned to flume 38. To variably adjust the flow cross-section of the nozzle 102 through which the exhaust gas flows, the guide vane 100 is at least partially receptacled in the adjustment die. The nozzle 102 can be completely closed fluidically by means of the adjustment die, which is an axial slide.

[0056] By arranging the valve element 74 upstream of the turbine wheel 32, a short-circuit flow, in which the cooler exhaust gas in the EGR flow mixes with the hotter exhaust gas in the λ-flow, is avoided. Thus, the high exhaust gas temperature in the λ-flow is not affected by the comparatively lower exhaust gas temperature in the EGR flow, and the exhaust aftertreatment system 70 can be heated up particularly quickly. Reference symbol list 10 Internal combustion engine 12 first cylinder group 14 first cylinder 16 second cylinder group 18 second cylinder 20 Crankshaft 22 Directional arrow 24 Exhaust system 26 Turbine 28 exhaust gas turbochargers 30 turbine housings 32 Turbine wheel 34 Rotation axis 36 Flood 38 Flood 40 partition wall 42 first conductor element 44 second conductor element 46 Exhaust gas recirculation device 48 Exhaust gas recirculation line 50 Junction 52 Feed point 54 Intake tract 56 Exhaust gas recirculation valve 58 Exhaust gas recirculation coolers 60 air filters 62 compressors 64 compressor wheel 66 wave 67 Intercoolers 68 Control unit 70 Exhaust aftertreatment system 72 Temperature sensor 74 Valve element 76 dash-dot line 78 dash-dot-dot line 80 Directional arrow 82 Bypass facility 84 Bypass line 86 Junction 88 Feed point 90 Valve element 92 Flow segment 94 Flow segment 96 Directional arrow 98 Directional arrow 100 guide rails 102 nozzle 104 nozzle pme_AGR first effective mean pressure pme_λ second effective mean pressure T4 turbine outlet temperature

Claims

[1] Internal combustion engine (10) for a motor vehicle, comprising at least one exhaust gas turbocharger (28) comprising a turbine (26) with a turbine wheel (32) driven by exhaust gas from the internal combustion engine (10), comprising at least one first combustion chamber (14) to which at least one first conduit element (42) is assigned for removing exhaust gas from the first combustion chamber (14) and for directing at least a part of this exhaust gas to the turbine (26), comprising at least one second combustion chamber (18) to which at least one second conduit element (44) is assigned for removing exhaust gas from the second combustion chamber (18) and for directing at least a part of this exhaust gas to the turbine (26), comprising at least one exhaust gas recirculation line (48) for recirculating exhaust gas, which is fluidically connected to the first conduit element (42), comprising at least one exhaust gas aftertreatment device (70) arranged downstream of the turbine (26) and comprising a control unit (68) designed toTo heat the exhaust aftertreatment device (70), the combustion chambers (14, 18) are operated with different power outputs (pme_EGR, pme_λ), wherein at least one valve element (74) arranged upstream of the turbine wheel (32) is provided, by means of which a mass flow of the exhaust gas flowing through the first line element (42) can be adjusted, . characterized by , that the valve element (74) is accommodated in a turbine housing (30) of the turbine (26). [2] Internal combustion engine (10) according to claim 1, characterized by , that the valve element (74) is displaceable in the axial direction of the turbine wheel (32) relative to the turbine housing (30) and / or pivotable about a pivot axis relative to the turbine housing (30). [3] Internal combustion engine (10) according to claim 1 or 2, characterized by, that the turbine (26) has at least two fluxes (36, 38) arranged at least partially adjacent to each other in the axial direction of the turbine wheel (32) and at least partially separated from each other fluidically for guiding the exhaust gas to the turbine wheel (32), wherein a first flux (36, 38) is fluidically connected to the first conduit element (42) and the second flux (38) is fluidically connected to the second conduit element (44). [4] Internal combustion engine (10) according to claim 3, characterized by , that the floods (36, 38) are asymmetrical to each other, at least with respect to their respective flow cross-sections through which exhaust gas can flow. [5] Internal combustion engine (10) according to any one of the preceding claims, characterized by, that the turbine (26) has at least two flow segments (92, 94) arranged successively around the circumference of the turbine wheel (32) and separated from each other at least partially by fluids for guiding the exhaust gas to the turbine wheel (32), wherein a first of the flow segments (92, 94) is fluidically connected to the first conduit element (42) and the second flow segment (94) is fluidically connected to the second conduit element (44).

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