internal combustion engine for a motor vehicle as well as motor vehicle

Abstract

The invention relates to an internal combustion engine (10) for a motor vehicle, wherein the internal combustion engine (10) has two cylinder groups (13, 15). Each cylinder group (13, 15) has four cylinders (1-8). Each cylinder group (13, 15) is associated with a respective air distributor (22, 24) through which air can flow, and through which the flowing air can be introduced into the respective cylinders (1-8) of the respective cylinder group (13, 15). The respective air distributor (22, 24) associated with the respective cylinder group (13, 15) has two channels (F1, F2) through which air can flow and which are fluidically separated from each other.

Description

[0001] The invention relates to an internal combustion engine for a motor vehicle according to the preamble of claim 1. Furthermore, the invention relates to a motor vehicle with at least one such internal combustion engine.

[0002] DE 10 2010 033 592 A1 discloses an air distributor for an internal combustion engine, comprising a space through which air flows, in which at least partially a cooling device is arranged that is surrounded by airflow. DE 40 14 291 A1 discloses an intake system for a multi-cylinder, mixture-compressing internal combustion engine. DE 196 05 308 A1 discloses an internal combustion engine with an intake system and a collector that can be connected to opposing cylinder banks. DE 10 2007 034 240 A1 discloses an intake manifold arrangement. DE 25 25 769 A1 discloses a naturally aspirated eight-cylinder internal combustion engine. CN 1 11 042 961 A discloses an air intake arrangement for a V-configuration engine. The DE 10 2013 112 830 A1 reveals a turbocharger system.

[0003] The object of the present invention is to create an internal combustion engine for a motor vehicle and a motor vehicle with such an internal combustion engine, so that a particularly advantageous operation of the internal combustion engine can be realized.

[0004] This problem is solved by an internal combustion engine with the features of claim 1 and by a motor vehicle with the features of claim 9. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0005] A first aspect of the invention relates to an internal combustion engine, also referred to as a motor, internal combustion engine, or combustion power unit, for a motor vehicle, also simply referred to as a vehicle. This means that the motor vehicle, preferably designed as a motor vehicle, in particular as a passenger car, in its fully manufactured state, has the internal combustion engine and can be driven by means of the internal combustion engine. The internal combustion engine is designed as a reciprocating piston engine, i.e., as a reciprocating piston engine. The internal combustion engine has at least or exactly two cylinder groups, namely a first cylinder group and a second cylinder group. Each cylinder group has at least or exactly four cylinders of the internal combustion engine.Each cylinder partially delimits a combustion chamber of the internal combustion engine, and combustion processes take place in this combustion chamber, particularly during fired operation of the internal combustion engine. Specifically, each cylinder group has at least or exactly four combustion chambers, with each combustion chamber of the respective cylinder group being partially delimited by exactly one of the cylinders of that cylinder group. In particular, a piston is arranged to be translationally movable within each cylinder, such that the combustion chamber partially delimited by the respective cylinder is also partially delimited by the piston arranged to be translationally movable within that cylinder.Each piston is articulated via a connecting rod to the output shaft of the internal combustion engine, which is designed as a crankshaft. The crankshaft, via its output shaft, can provide drive torque to propel the vehicle. Specifically, it is designed that during each operating cycle of the internal combustion engine, a combustion process takes place in the combustion chamber, in which a fuel-air mixture, also simply referred to as a mixture, is burned. This combustion process drives the piston, which in turn drives the output shaft via the connecting rod, rotating it around an output shaft axis, for example, relative to the crankcase of the internal combustion engine. The mixture consists of, for example, liquid fuel and air, also referred to as combustion air.Preferably, the internal combustion engine is designed as a gasoline engine, i.e., a petrol engine, so that the fuel is preferably a gasoline fuel, i.e., petrol.

[0006] Each cylinder group is specifically assigned a corresponding air distributor through which air can flow. The air flowing through this distributor is directed into the respective cylinder and thus into the respective combustion chambers of the cylinder group to which that distributor is assigned. For example, the internal combustion engine is designed as a four-stroke engine, such that each working cycle of the internal combustion engine comprises exactly two complete revolutions of the output shaft, which serves as the crankshaft, and thus exactly 720 degrees of crank angle.

[0007] In order to achieve a particularly advantageous, especially powered, operation of the internal combustion engine, the invention provides that the air distributor assigned to each cylinder group has, in particular, exactly two channels through which air can flow and which are fluidically separated from one another, namely a first channel and a second channel. The feature that the respective channels of the respective air distributor are fluidically separated from one another means, in particular, that the respective channels of the respective air distributor are fluidly separated from one another within the respective air distributor containing the respective channels, for example, by means of at least one or exactly one intermediate wall arranged between the respective channels of the respective air distributor and preferably designed as a solid and thus inherently rigid, which is also referred to as a partition.In particular, it can be provided that the respective streams of each air distributor are fluidically separated from one another along their entire extent or length within the respective air distributor. This prevents, for example, the mixing of the partial air streams flowing through the respective streams of the respective air distributor within the respective air distributor.

[0008] The first flow is a common flow for the first cylinder and the second cylinder of each cylinder group, so that the air flowing through the first flow of each air distributor can be introduced into the first cylinder and the second cylinder of each cylinder group. The second flow of each air distributor is a common flow for the third cylinder and the fourth cylinder of each cylinder group, so that the air flowing through the second flow of each air distributor can be introduced into the third cylinder and the fourth cylinder of each cylinder group.Within each combustion cycle of the internal combustion engine, the intake stroke of the first cylinder of the respective cylinder group and the intake stroke of the second cylinder of the respective cylinder group are separated by more than 90 degrees of crankshaft angle. Furthermore, within each combustion cycle of the internal combustion engine, the intake stroke of the third cylinder of the respective cylinder group and the intake stroke of the fourth cylinder of the respective cylinder group are separated by more than 90 degrees of crankshaft angle.

[0009] Particularly when the internal combustion engine is a spark-ignition engine, such as a gasoline engine, the respective mixture is ignited and combusted in the respective cylinder during each operating cycle. Specifically, the mixture is ignited at a specific ignition point, also known as the ignition angle, during each operating cycle. This ignition is achieved by at least one spark, generated, for example, by a spark plug assigned to each cylinder during the operating cycle.Since it is now provided according to the invention that, within the respective working cycle of the internal combustion engine, the intake strokes of the respective first cylinder and the respective second cylinder of the respective cylinder group are spaced apart by more than 90 degrees of crank angle, it is provided, for example, that within the respective working cycle, the ignition timings of the respective first cylinder and the respective second cylinder of the respective cylinder group are more than 90 degrees of crank angle apart.Furthermore, according to the invention, it is provided that, within the respective working cycle of the internal combustion engine, the intake strokes of the respective third cylinder and the respective fourth cylinder of the respective cylinder group are spaced apart by more than 90 degrees of crank angle. For example, it is provided that, within the respective working cycle of the internal combustion engine, the ignition timings of the respective third cylinder and the respective fourth cylinder of the respective cylinder group are spaced apart by more than 90 degrees of crank angle.

[0010] The first cylinder and the second cylinder of each cylinder group, for example, form a first supply group of the respective cylinder group, such that the first supply group of each cylinder group is a first subgroup of the respective cylinder group. Similarly, the third cylinder and the fourth cylinder of each cylinder group, for example, form a second supply group of the respective cylinder group, such that the second supply group of each cylinder group is a second subgroup of the respective cylinder group.The air flowing through the respective first flow of the respective air distributor can be introduced into the respective first supply group, i.e., into the respective cylinders of the respective first supply group of the respective cylinder group, via the respective second flow of the respective air distributor, and the air flowing through the respective second flow of the respective air distributor can be introduced into the respective second supply group, i.e., into the cylinders of the respective second supply group of the respective cylinder group via the respective second flow of the respective air distributor.Since the respective streams of the respective air distributor are fluidically separated from each other, the respective supply groups of the respective cylinder group are, so to speak, fluidically separated from each other with regard to the introduction of the air flowing through the respective air distributor into the respective supply groups of the respective cylinder group, in particular such that the respective cylinders of the respective first supply group of the respective cylinder group are separated from the cylinders of the respective second supply group of the respective cylinder group with regard to the introduction of the air flowing through the respective air distributor into the respective cylinders of the respective first supply group of the respective cylinder group and into the respective cylinders of the respective second supply group of the respective cylinder group.Furthermore, the invention provides that the intake strokes of the respective first cylinder and the respective second cylinder are spaced more than 90 degrees of crank angle apart, and since the intake strokes of the respective third cylinder and the respective fourth cylinder are spaced more than 90 degrees of crank angle apart, the cylinders whose intake strokes are spaced 90 degrees of crank angle or less apart within the respective working cycle of the internal combustion engine are separated from each other, so to speak, in relation to each cylinder group, i.e., with respect to the respective cylinder group, are separated from each other, wherein, as previously explained, under this separation the cylinders whose intake strokes are spaced 90 degrees of crank angle or less apart within the respective working cycle are separated from each other with regard to the introduction of air into these cylinders of the respective cylinder group.The fluidic separation of the respective streams of each air distributor is also referred to as stream separation. The invention enables a particularly advantageous stream separation and, consequently, an advantageous separation of the cylinders of each cylinder group with regard to the introduction of air into the respective cylinders of each cylinder group, so that, compared to conventional solutions, excessive uneven distribution of the cylinder fillings can be avoided. Investigations have shown that, with the invention, the uneven distribution of the cylinder filling, particularly when considered within each cylinder group, can be approximately halved compared to conventional solutions, thus reducing application costs. Furthermore, particularly low-emission operation of the internal combustion engine can be ensured.

[0011] In order to achieve a particularly advantageous, and especially a particularly low-emission, operation of the internal combustion engine, one embodiment of the invention provides that, within each operating cycle of the internal combustion engine, the intake stroke of the respective first cylinder of the respective cylinder group and the intake stroke of the respective second cylinder of the respective cylinder group are spaced apart by an integer multiple of 90 degrees of crank angle. Furthermore, it is preferably provided that, within each operating cycle of the internal combustion engine, the intake stroke of the respective third cylinder of the respective cylinder group and the intake stroke of the respective fourth cylinder of the respective cylinder group are spaced apart by an integer multiple of 90 degrees of crank angle.

[0012] For example, within each combustion cycle, the first value is the interval between the intake strokes of the first and second cylinders, expressed in degrees of crankshaft angle. Similarly, within each combustion cycle, the second value is the interval between the intake strokes of the third and fourth cylinders, expressed in degrees of crankshaft angle. While it would be conceivable for the first and second values ​​to be the same, it has proven particularly advantageous for the first and second values ​​to differ, preferably being integer multiples of 90 degrees of crankshaft angle.

[0013] Another embodiment is characterized in that, within each operating cycle of the internal combustion engine, the intake stroke of the respective first cylinder of the respective cylinder group and the respective intake stroke of the respective second cylinder of the respective cylinder group are spaced apart by at least 180 degrees of crankshaft angle. It is preferably provided that the respective intake stroke of the respective third cylinder of the respective cylinder group and the respective intake stroke of the respective fourth cylinder of the respective cylinder group are spaced apart by at least 180 degrees of crankshaft angle. This allows for particularly advantageous operation, especially by preventing excessive uneven distribution of cylinder filling.

[0014] The invention is based in particular on the surprising finding that when two cylinders, whose intake strokes are spaced exactly 90 degrees apart or less than 90 degrees apart, can undesirably influence each other in such a way that one of these cylinders, or rather the piston located in one of these cylinders, directly draws air from the other cylinder, thus drawing an undesirably high quantity of air from the other cylinder. This can lead to an excessive uneven distribution of the cylinder fillings, particularly in these cylinders. These problems and disadvantages can now be avoided simply and cost-effectively by the invention.

[0015] To achieve particularly advantageous, and especially low-emission, operation of the internal combustion engine, it has proven especially beneficial if, within each operating cycle of the internal combustion engine, the intake stroke of the respective first cylinder of the respective cylinder group and the respective intake stroke of the respective second cylinder of the respective cylinder group are spaced apart by at least or exactly 270 degrees of crankshaft angle. It is preferably provided that the respective intake stroke of the respective third cylinder of the respective cylinder group and the respective intake stroke of the respective fourth cylinder of the respective cylinder group are spaced apart by at least 450 degrees of crankshaft angle, and in particular by at least or exactly 540 degrees of crankshaft angle.

[0016] To achieve particularly effective and efficient operation, especially when powered, of the internal combustion engine, a further embodiment of the invention provides that the internal combustion engine is designed as a V8 engine, that is, as an 8-cylinder engine in a V configuration. The V8 engine has exactly two cylinder banks, namely a first cylinder bank and a second cylinder bank. Furthermore, the V8 engine has exactly two cylinder groups, namely the first cylinder group and the second cylinder group. The first cylinder bank contains the first cylinder group. The second cylinder bank contains the second cylinder group. Each cylinder group, and thus each cylinder bank containing the respective cylinder group, has exactly four cylinders.

[0017] It has proven particularly advantageous to arrange the cylinder banks in a V-shape, with each cylinder bank having its own exhaust gas turbocharger, which is located at least partially within the V-shape. This means that the first cylinder bank forms the first leg of the V, and the second cylinder bank forms the second leg. The legs define the interior of the V, with the respective charge air distributor, for example, located on the outer side of each leg, facing away from the interior of the V. The turbocharger is thus driven at least partially within the interior of the V. This ensures particularly efficient and therefore low-emission operation of the internal combustion engine.

[0018] In order to achieve a particularly efficient and therefore low-emission operation of the internal combustion engine, a further embodiment of the invention provides that at least one turbine of the respective exhaust gas turbocharger is arranged at least partially within the V-shape, i.e., at least partially inside the V-shape.

[0019] Finally, it has proven particularly advantageous for the internal combustion engine to have an output shaft designed as a crankshaft, wherein the crankshaft is a cross-plane crankshaft, also referred to as a cross-crankshaft, cross-shaft, or cross-plane crankshaft. As is well known from the general prior art, this means that the crankshaft has crankpins arranged successively in the axial direction of the crankshaft, to which the aforementioned connecting rods are articulated. Viewed along the axial direction of the crankshaft, two adjacent crankpins are arranged offset from each other by 90 degrees in the circumferential direction of the crankshaft.

[0020] A second aspect of the invention relates to a motor vehicle, also referred to simply as a vehicle, and preferably designed as a motor car, in particular a passenger car, which has at least or exactly one internal combustion engine according to the first aspect of the invention and can be driven by means of the internal combustion engine. Advantages and advantageous embodiments of the first aspect of the invention are to be regarded as advantages and advantageous embodiments of the second aspect of the invention and vice versa.

[0021] Further advantages, features, and details of the invention will become apparent from the following description of a preferred embodiment and from the drawing. 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.

[0022] This shows: Fig. 1 a schematic representation of an internal combustion engine designed as a V8 engine for a motor vehicle; Fig. 2 a schematic top view of a first embodiment of a first air distributor of the internal combustion engine; Fig. 3 a schematic perspective view of the first air distributor according to the first embodiment of the first air distributor; Fig. 4 a schematic top view of a first embodiment of a second air distributor of the internal combustion engine; Fig. 5 a schematic perspective view of the second air distributor according to the first embodiment of the second air distributor; Fig. 6 a schematic top view of a second embodiment of the second air distributor; Fig. 7 a schematic top view of a third embodiment of the second air distributor; Fig. 8 a schematic top view of a second embodiment of the first air distributor; and Fig. 9 a schematic top view of a third embodiment of the first air distributor.

[0023] In the figures, identical or functionally equivalent elements are provided with the same reference symbols.

[0024] Fig. Figure 1 shows a schematic representation of an internal combustion engine 10, also referred to as a motor, internal combustion engine, or combustion power engine, for a motor vehicle, also simply referred to as a vehicle, which is preferably designed as a motor vehicle, in particular as a passenger car, and can be driven by means of the internal combustion engine 10. The internal combustion engine 10 is designed as a reciprocating piston engine. In the embodiment shown in the figures, the internal combustion engine 10 is designed as a V8 engine, which has exactly two cylinder banks, namely a first cylinder bank 12 and a second cylinder bank 14. The first cylinder bank 12 has exactly one first cylinder group 13, and the second cylinder bank 14 has exactly one second cylinder group 15.The first cylinder group 13, and thus the first cylinder bank 12, has exactly four cylinders: a first cylinder 1, a second cylinder 2, a third cylinder 3, and a fourth cylinder 4. The second cylinder group 15, and thus the second cylinder bank 14, has exactly four cylinders: a fifth cylinder 5, a sixth cylinder 6, a seventh cylinder 7, and an eighth cylinder 8. Therefore, the internal combustion engine 10 has exactly eight cylinders, namely cylinders 1-8. The internal combustion engine 10 has an output shaft designed as a crankshaft 18, via which the internal combustion engine 10 can provide drive torques for propelling the motor vehicle. Each cylinder 1-8 forms a combustion chamber 20a-h, so the internal combustion engine 10 has exactly eight combustion chambers, namely combustion chambers 20a-h.Each combustion chamber 20a-h is partially delimited by exactly one of the cylinders 1-8 and by a piston that is movably mounted within that cylinder 1-8. Each piston is articulated to the crankshaft 18 via a connecting rod.

[0025] Out of Fig. It can be seen that, for example, cylinders 1-8, and thus combustion chambers 20a-d, are arranged successively and in series along an imaginary first straight line 29, in particular such that along the first straight line 29, cylinder 2 is adjacent to cylinder 1, cylinder 3 is adjacent to cylinder 2, and cylinder 4 is adjacent to cylinder 3. Viewed along the first imaginary straight line 29, cylinder 2 is located second to cylinders 1 and 3, and cylinder 3 is located between cylinders 2 and 4. The second cylinder group 15 is arranged along a second imaginary straight line 30, perpendicular to the first straight line 29, adjacent to the first cylinder group 13.The cylinders 5-8, and thus the combustion chambers 20e-h, are arranged successively along an imaginary third line 31, and in particular in series, wherein the third line 31 runs perpendicular to the second line 30 and parallel to the first line 29, and in particular is spaced apart from the first line 29. In the fully manufactured state of the motor vehicle comprising the internal combustion engine 10, for example, the second line 30 runs in the transverse direction of the motor vehicle, thus parallel to the transverse direction of the motor vehicle, whose transverse direction is also referred to as y or as the y-direction.The first straight line 29 and the third straight line 31 run perpendicular to the second straight line 30, with, for example, the first straight line 29 and the third straight line 31 running in the longitudinal direction of the vehicle, i.e., parallel to the longitudinal direction of the vehicle, which is also referred to as x or the x-direction. Cylinders 5 to 8 are arranged successively along the third straight line 31 such that, viewed along the third straight line 31, cylinder 6 is adjacent to cylinder 5, cylinder 7 is adjacent to cylinder 6, and cylinder 8 is adjacent to cylinder 7, with cylinder 6 being located between cylinders 5 and 7 and cylinder 8 being located between cylinders 6 and 8. The longitudinal direction of the vehicle is in . Fig. The longitudinal direction of the vehicle is illustrated by a double arrow 32, with the transverse direction of the vehicle being illustrated by a double arrow 34. It can be seen that cylinder 2 follows cylinder 1 rearward in the longitudinal direction of the vehicle, cylinder 3 follows cylinder 2 rearward in the longitudinal direction of the vehicle, and cylinder 4 follows cylinder 3 rearward in the longitudinal direction of the vehicle. Accordingly, cylinder 6 follows cylinder 5 rearward in the longitudinal direction of the vehicle, cylinder 7 follows cylinder 6 rearward in the longitudinal direction of the vehicle, and cylinder 8 follows cylinder 7 rearward in the longitudinal direction of the vehicle.

[0026] From the perspective of a person viewing the motor vehicle and the internal combustion engine 10 from front to rear along the vehicle's longitudinal axis, the second cylinder group 15, i.e., cylinders 5-8, is located to the right of the first cylinder group 13, i.e., to the right of cylinders 1-4, in the vehicle's transverse direction. The internal combustion engine 10 is mounted longitudinally. Typically, cylinders 1-8 and combustion chambers 20a-h are numbered consecutively with positive integers, starting with the leftmost cylinder bank 12 (or leftmost cylinder group 13) relative to the viewing direction, and with the cylinder 1-8 that is furthest forward in the vehicle's longitudinal direction (i.e., opposite the viewing direction), and beginning with the number 1.so that combustion chamber 20a and the cylinder partially delimiting combustion chamber 20a are assigned the number 1, combustion chamber 20b and the cylinder partially delimiting combustion chamber 20b are assigned the number 2, combustion chamber 20c and the cylinder partially delimiting combustion chamber 20c are assigned the number 3, combustion chamber 20d and the cylinder partially delimiting combustion chamber 20d are assigned the number 4, combustion chamber 20e and the cylinder partially delimiting combustion chamber 20e are assigned the number 5, combustion chamber 20f and the cylinder partially delimiting combustion chamber 20f are assigned the number 6, combustion chamber 20g and the cylinder partially delimiting combustion chamber 20g are assigned the number 7, and combustion chamber 20h and the cylinder partially delimiting combustion chamber 20h are assigned the number 8.This is also the case, or rather, has been done, in the figures and their description. Thus, the designation of cylinders 1-8 in the figure description and the figures corresponds to the numbering or sequential numbering of cylinders in internal combustion engines that is usually used in practice.

[0027] Out of Fig. Figure 1 shows that each cylinder group 13, 15, and thus each cylinder bank 12, 14, is assigned a respective air distributor 22, 24, such that the air distributor 22, also referred to as the first air distributor, is assigned to cylinder group 13, and thus to cylinder bank 12 and cylinders 1-14, i.e., combustion chambers 20a-d. The air distributor 24, also referred to as the second air distributor, is assigned to cylinder group 15, and thus to cylinder bank 14 and cylinders 5-8, i.e., combustion chambers 20e-h. Air can flow through each air distributor 22, 24, so that the air flowing through the air distributor 22 can be introduced into the combustion chambers 20a-d and thus into cylinders 1-4. By means of the air distributor 24, the air flowing through the air distributor 24 can be introduced into the combustion chambers 20e-h and thus into the cylinders 5-8.In particular, the air distributors 22 and 24 are arranged in an intake tract of the internal combustion engine 10 through which air flows. It is thus evident that the respective air distributor 22, 24 is assigned to the respective cylinder group 13, 15, through which the air flowing through the respective air distributor 22, 24 can be introduced into the respective cylinders 1-4 or 5-8 of the respective cylinder group 13, 15 to which the respective air distributor 22, 24 is assigned.

[0028] In order to achieve a particularly advantageous, especially a particularly efficient and low-emission, operation of the internal combustion engine, the respective air distributor 22, 24 assigned to the respective cylinder group 13, 15 has, in particular, exactly two fluxes through which the air can flow and which are fluidically separated from each other, namely a respective first flux F1 and a respective second flux F2.

[0029] Fig. 2 and Fig. Figure 3 shows a first embodiment of the air distributor 22. Fig. 2 and Fig. 3. It can be seen that the first flood F1 is a common flood for cylinders 1 and 4 of cylinder group 13, to which the air distributor 22 is assigned, through which the air flowing through flood F1 can be introduced into cylinders 1 and 4. Furthermore, Fig. 2. As can be seen from the example of the air distributor 22, in the first embodiment of the first air distributor 22, the flux F2 is a flux common to cylinders 2 and 3 of the cylinder group 13 to which the air distributor 22 is assigned, through which the air flowing through the flux F2 can be introduced into cylinders 2 and 3. It is also apparent that in the Fig. In the first embodiment of the first air distributor 22 shown in Figure 2, cylinders 1 and 4 form a first supply group, which is also referred to as the first cylinder pair and is a first subgroup of the first cylinder group 13. Cylinders 2 and 3 form a second supply group, which is also referred to as the second cylinder pair and is a second subgroup of the cylinder group 13. Since the flues F1 and F2 are fluidically separated from each other, the cylinder pairs are separated from each other with respect to the introduction of air into the respective cylinders of the respective cylinder pair. It is provided that within each operating cycle of the internal combustion engine 10, which is designed here as a four-stroke engine, an intake stroke of cylinder 1 and an intake stroke of cylinder 4 are spaced apart by more than 90 degrees of crankshaft angle.Furthermore, within the respective operating cycle of the internal combustion engine 10, an intake stroke of cylinder 2 and an intake stroke of cylinder 3 are separated by more than 90 degrees of crankshaft angle. Thus, with respect to the respective cylinder group 13, 15, cylinders whose intake strokes are 90 degrees or less apart within the respective operating cycle are separated from each other with regard to the introduction of air via the respective air distributor 22, 24 into these cylinders, so that an excessive uneven distribution of the cylinder fillings of cylinders 1 to 4 or 5 to 8 of the respective cylinder group 13, 15 can be avoided. With respect to the in . Fig. In the air distributor 22 shown, for example, the intake strokes of cylinders 1 and 2 are spaced 90 degrees or 180 degrees apart, with cylinders 1 and 2 now being separated with respect to the introduction of air into cylinders 1 and 2. In other words, for the respective cylinder group 13, 15, two cylinders whose intake strokes within the respective working cycle are spaced 180 degrees or less apart can be separated with respect to the introduction of air into these cylinders. This separation of the cylinders prevents, for example, one cylinder from drawing air out of the other cylinder, or vice versa, thus avoiding excessive uneven distribution of cylinder fillings.

[0030] Out of Fig. 2 and Fig. Figure 3 shows that, for example, when viewed in the direction of airflow through flood F1, cylinder 4 can be arranged downstream of cylinder 1. This is particularly evident from... Fig. Figure 3 shows that the streams F1 and F2 are fluidically separated from each other within the air distributor 22, in particular over their entire respective extents within the air distributor 22. For example, the streams F1 and F2 are fluidically separated from each other within the air distributor 22 by means of an intermediate wall ZW, also referred to as a partition, which is arranged between the streams F1 and F2, in particular over their entire respective extents within the air distributor 22.

[0031] Fig. 4 and Fig. Figure 5 shows a first embodiment of the second air distributor 24. From Fig. 4 and Fig. Figure 5 shows that the first flow F1 of the air distributor 22 is a common flow for cylinders 5 and 8, through which the air flowing through flow F1 can be introduced into cylinders 5 and 8. The second flow F2 of the air distributor 22 is a common flow for cylinders 6 and 7, through which the air flowing through flow F2 of the air distributor 24 can be introduced into cylinders 6 and 7. It is also provided with regard to the second air distributor 24 that, within the respective operating cycle, an intake stroke of cylinder 5 and an intake stroke of cylinder 8 are separated by more than 90 degrees of crankshaft angle. Furthermore, within the respective operating cycle, an intake stroke of cylinder 6 and an intake stroke of cylinder 7 are separated by more than 90 degrees of crankshaft angle. With regard to the air distributor 24, cylinders 5 and 8 form the first supply group, and cylinders 6 and 7 form the second supply group.

[0032] It is evident that the respective cylinders of each first supply group are interconnected with respect to the air supply to the respective cylinders of each first supply group, and the respective cylinders of each second supply group are interconnected with respect to the air supply to the respective cylinders of each supply group. However, the respective supply groups of cylinder groups 13 and 15 are separated from each other with respect to the air supply to the respective cylinders of each supply group. This prevents excessive uneven distribution of the cylinder filling and cylinders 1 to 8.

[0033] Fig. Figure 6 shows a second embodiment of the second air distributor 24. In the second embodiment, the first flow F1 of the air distributor 24 is a common flow for cylinders 5 and 7, so that in the second embodiment of the air distributor 24, cylinders 5 and 7 form the first supply group of the cylinder group 15. In the second embodiment of the air distributor 24, cylinders 6 and 8 form the second supply group of the cylinder group 15, so that the second flow F2 of the air distributor 24 is a common flow for cylinders 6 and 8, through which air flowing through the second flow F2 of the air distributor 24 can be introduced into cylinders 6 and 8.

[0034] Fig. Figure 7 shows a schematic top view of a third embodiment of the air distributor 24. In this third embodiment, cylinders 5 and 6 form the first supply group of the second cylinder group 15, such that the flow F1 of the air distributor 24 is a common flow for cylinders 5 and 6, through which the air flowing through the flow F1 of the air distributor 24 can be introduced into cylinders 5 and 6. In the Fig. In the third embodiment of the air distributor 24 shown in Figure 7, cylinders 7 and 8 form the second supply group of the second cylinder group 15, so that the flood F2 of the air distributor 24 is a flood common to cylinders 7 and 8, through which the air flowing through the flood F2 of the air distributor 24 can be introduced into cylinders 7 and 8.

[0035] Fig. Figure 8 shows a schematic top view of a second embodiment of the first air distributor 22. In the second embodiment of the first air distributor 22, cylinders 1 and 3 form the first supply group of the cylinder group 13, such that the flow F1 of the air distributor 22 is a common flow for cylinders 1 and 3, through which the air flowing through the flow F1 of the air distributor 22 can be introduced into cylinders 1 and 3. Furthermore, in the Fig. In the second embodiment of the first air distributor 22 shown in Figure 8, cylinders 2 and 4 are the second supply group of the first cylinder group 13, so that the second flow F2 of the air distributor 22 is a common flow to cylinders 2 and 4, through which the air flowing through the flow F2 of the air distributor 22 can be introduced into cylinders 2 and 4.

[0036] Finally, it shows Fig. Figure 9 shows a schematic top view of a third embodiment of the first air distributor 22. In the third embodiment of the first air distributor 22, cylinders 1 and 2 form the first supply group of the first cylinder group 13, such that the flow F1 of the air distributor 22 is a common flow for cylinders 1 and 2, through which the air flowing through the flow F1 of the air distributor 22 can be introduced into cylinders 1 and 2. In the embodiment shown in Fig. In the third embodiment of the first air distributor 22 shown in Figure 9, cylinders 3 and 4 form the second supply group of the first cylinder group 13, such that the second flow F2 of the air distributor 22 is a common flow for cylinders 3 and 4, through which the air flowing through the flow F2 of the air distributor 22 can be introduced into cylinders 3 and 4. For example, it is conceivable, particularly with regard to the Fig.9 shown, third embodiment of the air distributor 22, in which, for example, the intake strokes of cylinders 1 and 2 or the intake strokes of cylinders 3 and 4 are spaced apart by 270 degrees of crank angle within the respective working cycle, wherein, for example, the intake strokes of cylinders 3 and 4 or the intake strokes of cylinders 1 and 2 are spaced apart by 450 degrees of crank angle within the respective working cycle.

[0037] Furthermore, it is preferably provided that the crankshaft 18 is designed as a cross-plane crankshaft. It has proven particularly advantageous if cylinders 1 and 4 form the first supply group of the first cylinder group 13 and cylinders 2 and 3 form the second supply group of the first cylinder group 13, such that, for example, cylinders 1 and 4 are connected to each other and cylinders 2 and 3 are connected to each other. Furthermore, it is conceivable, for example, that cylinders 6 and 7 form the first supply group of the second cylinder group 15, and that, for example, cylinders 5 and 8 form the second supply group of the second cylinder group 15, such that, for example, cylinders 6 and 7 are connected to each other and cylinders 5 and 8 are connected to each other, particularly with regard to the introduction of air into cylinders 1 to 8.

[0038] For example, if the internal combustion engine has one of the following firing sequences, also known as firing sequences: 1-2-4-3-7-5-6-8; 1-2-4-8-7-5-6-3, 1-2-6-3-7-5-4-8; 1-2-6-8-7-5-4-3; 1-3-4-2-6-5-7-8; 1-3-4-8-6-5-7-2; 1-3-7-2-6-5-4-8; 1-3-7-8-6-5-4-2; 1-5-4-2-6-3-7-8; 1-5-4-3-7-2-6-8; 1-5-4-8-6-3-7-2; 1-5-4-8-7-2-6-3; 1-5-6-8-7-2-4-3; 1-5-7-2-6-3-4-8; 1-5-7-8-6-3-4-2; it has proven particularly advantageous if cylinders 1 and 4 form the first supply group of the first cylinder group 13 and cylinders 2 and 3 form the second supply group of the first cylinder group 13, with cylinders 6 and 7 then forming, for example, the first supply group of the second cylinder group 15 and cylinders 5 and 8 forming the second supply group of the second cylinder group 15. Thus, cylinders 1 and 4 can be supplied via the flood F1 of the air distributor 22 with the air flowing through the flood F1 of the air distributor 22; consequently, the air flowing through the flood F1 of the air distributor 22 can be introduced into cylinders 1 and 4 via the flood F1 of the air distributor 22.Furthermore, cylinders 2 and 3 can be supplied via the inlet F2 of air distributor 22 with the air flowing through the inlet F2 of air distributor 22; thus, the air flowing through the inlet F2 of air distributor 22 can be introduced into cylinders 2 and 3 via the inlet F2 of air distributor 22. Similarly, cylinders 6 and 7 can be supplied via the inlet F1 of air distributor 24 with the air flowing through the inlet F1 of air distributor 24; thus, the air flowing through the inlet F1 of air distributor 24 can be introduced into cylinders 6 and 7 via the inlet F1 of air distributor 24. Furthermore, cylinders 5 and 8 can thus be supplied via the flood F2 of the air distributor 24 with the air flowing through the flood F2 of the air distributor 24, thus the air flowing through the flood F2 of the air distributor 24 can be introduced into cylinders 5 and 8 via the flood F2 of the air distributor 24.This allows for a particularly advantageous distribution of the cylinder fillings of cylinders 1 to 8.

Claims

[1] Internal combustion engine (10) for a motor vehicle, wherein: - the internal combustion engine (10) designed as a reciprocating piston engine has at least or exactly two cylinder groups (13, 15); - the respective cylinder group (13, 15) has at least or exactly four cylinders (1-8) of the internal combustion engine (10); and - a respective air distributor (22, 24) through which air can flow is assigned to the respective cylinder group (13, 15), via which the air flowing through the respective air distributor (22, 24) can be introduced into the respective cylinders (1-8) of the respective cylinder group (13, 15) to which the respective air distributor (22, 24) is assigned, characterized by that the respective air distributor (22, 24) assigned to the respective cylinder group (13, 15) has two flows (F1, F2) through which air can flow and which are fluidically separated from one another, namely: - a first flow (F1) common to a respective first cylinder (1, 5) of the respective cylinder group (13, 15) and a respective second cylinder (4, 8) of the respective cylinder group (13, 15), via which the air flowing through the respective first flow (F1) can be introduced into the respective first cylinder (1, 5) and the respective second cylinder (4, 8); and - a second flow (F2) common to a respective third cylinder (2, 6) of the respective cylinder group (13, 15) and a respective fourth cylinder (3, 7) of the respective cylinder group (13, 15), via which the air flowing through the respective second flow (F2) can be introduced into the respective third cylinder (2, 6) and the respective fourth cylinder (3, 7), wherein within a respective working cycle of the internal combustion engine (10): o a respective intake stroke of the respective first cylinder (1, 5) and a respective intake stroke of the respective second cylinder (4, 8) are spaced apart from each other by more than 90 degrees crank angle; and o a respective intake stroke of the respective third cylinder (2, 6) and a respective intake stroke of the respective fourth cylinder (3, 7) are spaced apart from each other by more than 90 degrees crank angle. [2] Internal combustion engine (10) according to claim 1, characterized by that within the respective working cycle of the internal combustion engine (10): - the respective intake stroke of the respective first cylinder (1, 5) and the respective intake stroke of the respective second cylinder (4, 8) are spaced apart from each other by an integer multiple of 90 degrees crank angle; and - the respective intake stroke of the respective third cylinder (2, 6) and the respective intake stroke of the respective fourth cylinder (3, 7) are spaced apart from each other by an integer multiple of 90 degrees crank angle. [3] Internal combustion engine (10) according to claim 1 or 2, characterized by that within the respective working cycle of the internal combustion engine (10): - the respective intake stroke of the respective first cylinder (1, 5) and the respective intake stroke of the respective second cylinder (4, 8) are spaced apart from each other by at least 180 degrees crank angle; and - the respective intake stroke of the respective third cylinder (2, 6) and the respective intake stroke of the respective fourth cylinder (3, 7) are spaced apart from each other by at least 180 degrees crank angle. [4] Internal combustion engine (10) according to one of the preceding claims, characterized bythat within the respective working cycle of the internal combustion engine (10): - the respective intake stroke of the respective first cylinder (1, 5) and the respective intake stroke of the respective second cylinder (4, 8) are spaced apart from each other by at least 270 degrees crank angle; and - the respective intake stroke of the respective third cylinder (2, 6) and the respective intake stroke of the respective fourth cylinder (3, 7) are spaced apart from each other by at least 450 degrees crank angle, in particular at least 540 degrees crank angle. [5] Internal combustion engine (10) according to one of the preceding claims, characterized by , that - the internal combustion engine (10) is designed as a V8 engine which has exactly two cylinder banks (12, 14), namely a first cylinder bank (12) and a second cylinder bank (14), and exactly two cylinder groups (13, 15), namely a first cylinder group (13) and a second cylinder group (15); - the first cylinder bank (12) has the first cylinder group (13); - the second cylinder bank (14) has the second cylinder group (15); and - the respective cylinder group (13, 15) and thereby the respective cylinder bank (12, 14) comprising the respective cylinder group (13, 15) which has exactly four cylinders (1-8). [6] Internal combustion engine (10) according to claim 5, characterized by that the cylinder banks (12, 14) are arranged in a V-shape, wherein the respective cylinder bank (12, 14) is assigned a respective exhaust gas turbocharger which is arranged at least partially within the V-shape. [7] Internal combustion engine (10) according to claim 6, characterized by that at least one respective turbine of the respective exhaust gas turbocharger is arranged at least partially within the V-shape. [8] Internal combustion engine (10) according to one of the preceding claims, characterized bythat the internal combustion engine (10) has an output shaft designed as a crankshaft (18), which is designed as a cross-plane crankshaft. [9] Motor vehicle, with at least one internal combustion engine (10) according to one of the preceding claims.

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