Internal combustion engine for a motor vehicle, and motor vehicle

Abstract

The invention relates to an internal combustion engine (10) for a motor vehicle, comprising a cylinder housing (12), which has at least four cylinders (14a, 14b, 14d, 14e), which partially delimit a respective combustion chamber (16a, 16b, 16d, 16e), and comprising a cylinder head which is formed separately from the cylinder housing (12) and is connected to the cylinder housing (12), which has at least one outlet channel (18a, 18b, 18d, 18e) per cylinder (14a, 14b, 14d, 14e) belonging to the respective cylinder (14a, 14b, 14d, 14e), via which exhaust gas from the internal combustion engine can be discharged from the respective cylinder (14a, 14b, 14d, 14e), wherein a first line element (22) is provided which is fluidically connected to a first of the outlet channels (18a, 18b, 18d, 18e) and fluidically connected to a second of the outlet channels (18a, 18b, 18d, 18e), and via which the first outlet channel (18a) and the second outlet channel (18b) are fluidically connected to one another. The line elements (22, 24) are provided in the cylinder head or in the cylinder housing (12) and can be separated by a valve element (26).

Description

[0001] COMBUSTION ENGINE FOR A MOTOR VEHICLE, AS WELL AS MOTOR VEHICLE

[0002] The invention relates to an internal combustion engine for a motor vehicle, in particular for a motor car, according to the preamble of claim 1. Furthermore, the invention relates to a motor vehicle with such an internal combustion engine.

[0003] DE 10 2012 202334 Al discloses a system for secondary air injection for an internal combustion engine.

[0004] The object of the present invention is to create an internal combustion engine for a motor vehicle, in particular for a motor car, as well as a motor vehicle with such an internal combustion engine, so that a particularly high performance of the internal combustion engine can be achieved.

[0005] 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 10. Advantageous embodiments with expedient further developments of the invention are specified in the remaining claims.

[0006] A first aspect of the invention relates to an internal combustion engine, also referred to as a combustion engine, 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. In particular, the internal combustion engine is a reciprocating piston engine. The internal combustion engine has, in particular, a cylinder housing. In particular, the cylinder housing is a cylinder crankcase. The cylinder housing has at least four cylinders, namely a first cylinder, a second cylinder, a third cylinder, and a fourth cylinder. Thus, each cylinder is, in particular, directly, bounded and thus formed by the cylinder housing.For example, an internal combustion engine has an output shaft, such as a crankshaft, which can rotate about an output shaft axis relative to the cylinder housing, in particular such that the output shaft is rotatably mounted on the cylinder housing about its output shaft axis relative to the cylinder housing. The internal combustion engine can provide drive torque for propelling the vehicle via the output shaft. Each cylinder partially defines a combustion chamber. This means that the first cylinder partially defines a first combustion chamber, the second cylinder a second combustion chamber, the third cylinder a third combustion chamber, and the fourth cylinder a fourth combustion chamber. During combustion operation of the internal combustion engine, combustion processes take place in the respective combustion chamber and thus in the respective cylinder.In each combustion process, a fuel-air mixture, also simply referred to as a mixture, is burned, specifically ignited and combusted, resulting in exhaust gas from the internal combustion engine. The fuel-air mixture also includes air, also known as fresh air or combustion air, and a fuel, which is either liquid or gaseous.

[0007] Preferably, the internal combustion engine is designed as a spark-ignition engine, i.e., as a gasoline engine. Therefore, the fuel is preferably gasoline.

[0008] The internal combustion engine also has, in particular at least or exactly, a cylinder head that is formed separately from the cylinder housing and connected to the cylinder housing. The cylinder head has, for example, at least four combustion chamber roofs, namely a first combustion chamber roof assigned to the first cylinder, a combustion chamber roof assigned to a second cylinder, a third combustion chamber roof assigned to a third cylinder, and a fourth combustion chamber roof assigned to the fourth cylinder. The first combustion chamber is, for example, partially formed by the first combustion chamber roof, the second combustion chamber partially by the second combustion chamber roof, the third combustion chamber partially by the third combustion chamber roof, and the fourth combustion chamber partially by the fourth combustion chamber roof.Preferably, the cylinders, in particular their cylinder axis, and thus the combustion chambers, are arranged in series and thus consecutively along an imaginary line of arrangement, wherein the line of arrangement runs particularly in the longitudinal direction of the internal combustion engine. In particular, the longitudinal direction of the internal combustion engine coincides with the output shaft axis of rotation. For example, each cylinder is at least substantially rotationally symmetrical with respect to its respective cylinder axis, also referred to as the cylinder center axis or central axis.

[0009] Each cylinder, and thus each combustion chamber (partially delimited by that cylinder), is assigned at least one exhaust port in the cylinder head. The exhaust port assigned to the first cylinder is designated as the first exhaust port, the exhaust port assigned to the second cylinder as the second exhaust port, the exhaust port assigned to the third cylinder as the third exhaust port, and the exhaust port assigned to the fourth cylinder as the fourth exhaust port. Each exhaust port runs within the cylinder head. Exhaust gas from the internal combustion engine can be discharged from the respective cylinder to which the exhaust port is assigned via the respective exhaust port. For example, the exhaust ports are components of an internal combustion engine's exhaust system. In particular, a piston is arranged within each cylinder to allow translational movement.Each piston is connected to the output shaft via a connecting rod. This allows the piston to be driven and thus move translationally within the cylinder relative to the cylinder housing, causing the fuel-air mixture to be combusted in the combustion chamber. By driving the pistons, the output shaft is driven via the connecting rods and can therefore rotate around its axis of rotation relative to the cylinder housing.

[0010] To achieve a particularly high performance of the internal combustion engine, especially in a particularly advantageous manner, the internal combustion engine has a first conduit element fluidically connected to first exhaust ports, via which the first exhaust ports are fluidly connected to each other. According to the invention, the internal combustion engine also has a second conduit element fluidically connected to second exhaust ports, via which the second exhaust ports are fluidly connected to each other. For example, the second conduit element is formed separately from the first conduit element. Furthermore, it is conceivable that the first conduit element and the second conduit element are formed integrally, that is, as a single unit and thus made from a single piece.In particular, it is conceivable that the first conductor element is arranged outside the second conductor element and the second conductor element is arranged outside the first conductor element.

[0011] The internal combustion engine according to the invention also has a valve element which can be switched, in particular electrically or pneumatically, between a disconnected state (also referred to as a closed state) and a connected state (also referred to as an open state). The feature that the valve element can be switched electrically or pneumatically between the disconnected state and the connected state can be understood, in particular, to mean that, for example, a control unit, especially of the internal combustion engine, can provide an electrical control signal, wherein the valve element can receive the control signal, thereby enabling the valve element to be switched electrically or pneumatically between the disconnected state and the connected state. The disconnected state is also referred to as the first state and the connected state as the second state.It is also conceivable that the valve element assumes further positions between the separation state and the connection state, in particular intermediate positions.

[0012] In the separation state, the pipe elements are fluidically separated from each other by means of the valve element, in particular while the first pipe element is fluidically connected to the first outlet channels and the second pipe element is fluidically connected to the second outlet channels. In the connection state, the pipe elements are fluidically connected to each other via the valve element, in particular while the first pipe element is fluidically connected to the first outlet channels and the second pipe element is fluidically connected to the second outlet channels.

[0013] Analogous to the first and second exhaust ports, the first cylinders form a first cylinder group, and the second cylinders form a second cylinder group.

[0014] Since the piping elements are separated from each other in the isolated state, no gas, especially exhaust gas, can crossover between the piping elements via the valve element, thus preventing crossover between the first and second exhaust ports. However, since the piping elements are fluidically connected via the valve element in the connected state, gas, especially exhaust gas, can crossover between the piping elements and therefore between the first and second exhaust ports. This allows for a significantly higher power output from the internal combustion engine. In other words, compared to conventional solutions, an increase in power output can be achieved through crossover between the first and second exhaust ports.

[0015] It has proven particularly advantageous if the valve element is in the open state at the first speeds of the internal combustion engine, i.e., the output shaft, and / or at the first torques of the internal combustion engine, which can or does provide these first torques via the output shaft, i.e., in a first speed range and / or in a first torque range of the internal combustion engine. Furthermore, it has proven particularly advantageous if the valve element is in the closed state at second speeds of the internal combustion engine, i.e., the output shaft, which are higher than the first speeds, and / or at second torques of the internal combustion engine, which provides or can provide these second torques via the output shaft, which are higher than the first torques.In other words, it is preferably provided that the valve element is in the connected state during a second speed range that is larger than the first speed range and / or during a second torque range that is larger than the first torque range of the internal combustion engine. The first speed range comprises the first speeds, and the second speed range comprises the second speeds of the internal combustion engine, i.e., the output shaft, which can or does rotate at the respective speed about the output shaft axis of rotation relative to the cylinder housing. The first torque range comprises the first torques, and the second torque range comprises the second torques of the internal combustion engine that are larger than the first torques. The first speed range and / or the first torque range is also referred to as the low-end torque range.Therefore, it is preferably provided that the valve element is closed in the low-end torque range, i.e., in the separation state. This embodiment is based on the following findings: It has been found that, particularly during the firing operation of the internal combustion engine, the exhaust gas can advantageously pulsate in the exhaust ports. This effect can be enhanced by fluidically connecting the first and second exhaust ports via the piping elements, which is achieved, or can be achieved, by fluidically connecting the piping elements via the valve element.However, it was also found that this fluidic connection of the first and second exhaust ports via the piping elements and the valve element can be disadvantageous in the low-end torque range, i.e., in the first speed range and / or in the first torque range, as it can lead to an undesirable power loss of the internal combustion engine. Thus, the previously described fluidic connection of the exhaust port groups via the piping elements and the valve element leads to an increase in power and is therefore advantageous in the second speed range and / or in the second torque range, but is disadvantageous in the low-end torque range, i.e., in the first torque range and / or in the first speed range.Therefore, it is preferably provided that the valve element is closed, i.e., in the disconnected state, in the low-end torque range, i.e., in the first torque range and / or in the first speed range, while the valve element is preferably open, i.e., in the connected state, in the second torque range and / or in the second speed range. This allows for particularly high engine power when the internal combustion engine is operated in the second speed range and / or in the second torque range, and prevents excessive, undesirable power loss when the internal combustion engine is operated in the first speed range and / or in the first torque range.In particular, it is provided that the valve element is in the connected state when the internal combustion engine is operating at full load, i.e., during full-load operation of the internal combustion engine, such that the valve element is open when the internal combustion engine is operating at or near its full load. Therefore, it is preferably provided that, alternatively or additionally, the second operating range includes the full load of the internal combustion engine. Since the valve element is switchable between the states, it is a switching element or a changeover valve, or the valve element is also referred to as a switching element or changeover valve.

[0016] In an advantageous embodiment of the invention, the conduit elements are provided in the cylinder head or in the cylinder housing. In particular, the first conduit element and the second conduit element are formed integrally with the cylinder head, so that the first conduit element, the second conduit element, and the cylinder head are formed from a single piece. Alternatively, it would be conceivable that the two conduit elements are formed integrally with the cylinder housing, so that the first conduit element, the second conduit element, and the cylinder housing are formed from a single piece.Advantageously, the first and second exhaust pipe sections in the cylinder head or crankcase can be cooled by the internal combustion engine's cooling circuit, particularly by the engine's coolant. This cools the pulsating exhaust gas from the respective exhaust ports within the pipe sections, thereby reducing the temperatures of components coming into contact with the exhaust gas exiting the exhaust ports. A particularly advantageous feature is that the internal combustion engine can be operated at a higher output without exceeding a component temperature limit.Finally, it is also conceivable to attach the pipe elements to the cylinder head or cylinder housing with appropriate cooling, so that the pipe elements each form their own assembly with cooling separately from the cylinder head and cylinder housing, but preferably connected to the cooling circuit, and are provided separately from the cylinder head or cylinder housing.

[0017] In a further embodiment of the invention, the internal combustion engine is designed as an inline engine, comprising four cylinders. The exhaust ports of two adjacent cylinders are fluidically connected to each other by means of a respective conduit element. In particular, the first exhaust ports of a first cylinder and a subsequent second cylinder are fluidically connected to each other by means of the first conduit element. The second exhaust ports of a third cylinder and a fourth cylinder following the third cylinder are fluidly connected to each other by means of the second conduit element. The third cylinder is directly adjacent to the second cylinder.

[0018] In a further alternative embodiment of the invention, the internal combustion engine is designed as an inline engine, comprising six cylinders. The exhaust ports of three adjacent cylinders are fluidically connected to one another by means of a respective conduit element. In particular, the first exhaust ports of a first cylinder and a subsequent second cylinder and a third cylinder following the second cylinder are fluidically connected to one another by means of the first conduit element. The second exhaust ports of a fourth cylinder and a fifth cylinder following the fourth cylinder and a sixth cylinder following the fifth cylinder are fluidly connected to one another by means of the second conduit element. The fourth cylinder is directly adjacent to the third cylinder.

[0019] In a further alternative embodiment of the invention, the internal combustion engine is designed as a V-engine, comprising two cylinder banks, each with four cylinders. The exhaust ports of two adjacent cylinders within a cylinder bank are connected to each other by means of a respective connecting element. In particular, the first exhaust ports of a first cylinder and a subsequent second cylinder of a first cylinder bank are fluidically connected to each other by means of the first connecting element. The second exhaust ports of a third cylinder and a fourth cylinder following the third cylinder of the first cylinder bank are fluidly connected to each other by means of the second connecting element. The third cylinder is connected to the second cylinder of the first cylinder bank. The second cylinder bank is designed analogously to the first cylinder bank.

[0020] In a further alternative embodiment of the invention, the internal combustion engine is designed as a V-engine, comprising two cylinder banks, each with six cylinders. The exhaust ports of three adjacent cylinders of a first cylinder bank are fluidically connected to one another by means of a respective conduit element. In particular, the first exhaust ports of a first cylinder and a subsequent second cylinder and a third cylinder following the second cylinder of the first cylinder bank are fluidly connected to one another by means of the first conduit element. The second exhaust ports of a fourth cylinder and a fifth cylinder following the fourth cylinder and a sixth cylinder following the fifth cylinder of the first cylinder bank are fluidly connected to one another by means of the second conduit element.The fourth cylinder of the first cylinder bank follows the third cylinder of the first cylinder bank. The second cylinder bank is designed analogously to the first cylinder bank.

[0021] In a further, particularly advantageous embodiment of the invention, the internal combustion engine comprises the exhaust system. It is preferably provided that the exhaust system has a first exhaust stream through which the exhaust gases from the first, adjacent exhaust ports flow, and to which the first exhaust ports are combined. Furthermore, the exhaust system preferably has a second exhaust stream, at least partially separated from the first exhaust stream and through which the exhaust gases from the second exhaust ports flow, and to which the second exhaust ports are combined.The characteristic that the exhaust gas streams, which are also simply referred to as streams, are at least partially separated from one another means that at least the respective lengths of the exhaust gas streams are geographically separated from each other, so that, at least in these lengths, the exhaust gas flowing through the first exhaust gas stream cannot mix with the exhaust gas flowing through the second exhaust gas stream, and vice versa. Preferably, the exhaust gas streams are designed separately from the cylinder head and mechanically connected to the cylinder head.

[0022] To achieve particularly high engine performance, a further embodiment of the invention provides for the arrangement of a turbine of an exhaust gas turbocharger in the exhaust system. The turbine has a turbine wheel that can be supplied with exhaust gas from both the first and second exhaust streams and is therefore driven by both. In particular, the turbine of the exhaust gas turbocharger also includes a compressor driven by the turbine. By driving the compressor, the aforementioned combustion air can be compressed, for example, thereby enabling particularly high engine performance.

[0023] To achieve particularly high performance, i.e., exceptionally high power output of the internal combustion engine, a further embodiment of the invention provides that the first and second exhaust ports are combined according to the firing order of the corresponding cylinders, so that the exhaust gases discharged from each cylinder have the same firing interval in each exhaust stream. This allows for a uniform pulsation of the exhaust gas discharged from the cylinders in both exhaust streams, corresponding to a firing interval, so that the turbine is supplied with uniformly pulsating exhaust gas, thereby achieving an increase in power output.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 as a passenger car, which has an 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.

[0024] 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 single figure, 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 the single Fig. 1 a schematic representation of an internal combustion engine of a motor vehicle.

[0026] Figure 1, the only figure shown, is a schematic perspective view of an internal combustion engine 10 of a motor vehicle, also referred to simply as a vehicle, which can be powered by the internal combustion engine 10. The internal combustion engine 10 has a cylinder housing 12, which in the present embodiment has six cylinders 14a, 14b, 14c, 14d, 14e, and 14f, each of which partially delimits, i.e., forms, a combustion chamber 16a, 16b, 16c, 16d, 16e, and 16f, respectively. In the present embodiment, the internal combustion engine 10 is designed as an inline engine, comprising six cylinders 14a, 14b, 14c, 14d, 14e, and 14f.

[0027] Each combustion chamber 16a-f, and thus each cylinder 14a-f, is assigned at least one exhaust port 18a, 18b, 18c, 18d, 18e, and 18f. Exhaust gas from the respective combustion chamber 16a-f, and thus from the respective cylinder 14a-f to which the respective exhaust port 18a-f is assigned, can be discharged via the respective exhaust port 18a-f. The exhaust ports 18a-f run outside the cylinder housing 12 and within a cylinder head of the internal combustion engine 10 (not shown in Fig. 1), whose cylinder head is formed separately from the cylinder housing 12 and connected to it. The exhaust channels 18a-f are fluidically connected to an exhaust tract 20 of the internal combustion engine 10, whose exhaust tract 20 is permeable to the exhaust gas from the cylinder 14a-f and thus to the combustion chambers 16a-f.

[0028] In order to achieve a particularly high power output of the internal combustion engine 10, the internal combustion engine 10 has a first conduit element 22 fluidically connected to first exhaust ports 18a, 18b, and 18c, via which the exhaust ports 18a-c are fluidically connected to one another, and exhaust gas can flow from one of the first exhaust ports 18a-c into another exhaust port of the first exhaust ports 18a-c. The internal combustion engine 10 also has a second conduit element 24 fluidically connected to second exhaust ports 18d, 18e, and 18f, via which the exhaust ports 18d-f are fluidically connected to one another, and exhaust gas can flow from one of the second exhaust ports 18d-f into another exhaust port of the second exhaust ports 18d-f. The internal combustion engine 10 also has a valve element 26 which can be switched between a disconnected state and a connected state.It is also conceivable that the valve element has 26 intermediate positions between the separation state and the.

[0029] in the connection state. In the separation state, the line elements 22 and 24 are fluidically separated from each other by means of the valve element 26, so that in the separation state the line elements 22 and 24 are not fluidically connected to each other via the valve element 26, which prevents exhaust gas from one of the first exhaust gas channels 18a-c from flowing through the first line element 22 into the second line element 24 and vice versa.

[0030] In particular, in the separation state, the conduit elements 22 and 24, i.e., the connecting channels, are fluidically separated from each other via the valve element 26, while the first conduit element 22 is fluidically connected to the outlet channels 18a-c, and while the conduit element 24 is fluidically connected to the outlet channels 18d-f, so that, for example, in the separation state, the outlet channels 18a-c are fluidically connected to each other via the conduit element 22, i.e., via the first connecting channel, and the outlet channels 18d-f are fluidically connected to each other via the conduit element 24, i.e., via the second outlet channel.In the connected state, the line elements 22 and 24 are fluidically connected to each other via the valve element 26, so that in the connected state the line elements 22 and 24 are fluidically connected to each other via the valve element 26, whereby exhaust gas from one of the first exhaust channels 18a-c can flow via the first line element 22 into the second line element 24 and vice versa.

[0031] The conduit elements 22, 24 are provided in the cylinder head or the cylinder housing 12. In particular, the first conduit element 22 and the second conduit element 24 are formed integrally with the cylinder head, so that the first conduit element 22, the second conduit element 22, and the cylinder head are formed from a single piece. Alternatively, it would be conceivable that the two conduit elements 22, 24 are formed integrally with the cylinder housing 12, so that the first conduit element 22, the second conduit element 24, and the cylinder housing 12 are formed from a single piece. In particular, the conduit elements 22, 24 can be provided during the manufacture of a cylinder head or a crankcase, so that the conduit elements 22, 24 are already cast into the cylinder head or the crankcase.Advantageously, the first line element 22 and the second line element 24 in the cylinder head or crankcase can be cooled by means of a cooling circuit of the internal combustion engine 10, in particular with the cooling water in the internal combustion engine 10, so that the pulsating exhaust gas from the respective exhaust ports 18a-f is cooled in the line elements 22, 24, thereby reducing the temperatures of components coming into contact with the exhaust gas exiting the respective exhaust ports 18a-f. Particularly advantageously, the internal combustion engine 10 can be operated at a higher output without exceeding a component temperature limit.

[0032] It is also conceivable to mount the pipe elements 22, 24 separately from the cylinder head or cylinder housing on the cylinder head or crankcase with appropriate cooling of the pipe elements 22, 24. In this case, the cooling of the pipe elements 22, 24 can be connected to the cooling water circuit of the internal combustion engine 10, so that the pipe elements 22, 24 are cooled by the cooling water of the internal combustion engine 10.

[0033] The internal combustion engine 10 has an intake tract 28, also referred to as the intake manifold, through which air, also known as combustion air or fresh air, can flow. The air flowing through the intake tract 28 can be directed to and into the combustion chambers 16a-f and thus to and into the cylinders 14a-f. A fuel-air mixture is formed from the air and, for example, a liquid or gaseous fuel. This mixture is combusted, particularly during operation of the internal combustion engine 10, in the respective combustion chamber 16a-f, specifically ignited and burned, resulting in the exhaust gas. A throttle valve 30 is arranged in the intake tract 28, by means of which the quantity of air supplied to the combustion chambers 16a-f can be adjusted.

[0034] It can be seen that cylinders 14a-f, and thus combustion chambers 16a-f, are arranged in series and therefore consecutively along an imaginary line of arrangement. Cylinder 14b is positioned along this line between cylinders 14a and 14c, so that cylinder 14b is adjacent to cylinders 14a and 14c along this line. Similarly, cylinder 14e is positioned between cylinders 14d and 14f along this line, so that cylinder 14e is adjacent to cylinders 14d and 14f along this line.

[0035] It is evident that the exhaust ports 18a-c belonging to cylinders 14a-c, and thus to combustion chambers 16a-c, are combined to form a first exhaust flow 32a of the exhaust system 20, such that exhaust flow 32a is permeable to the exhaust gas from cylinders 14a-c, i.e., from combustion chambers 16a-c. The exhaust ports 18d-f are combined to form a second exhaust flow 32b of the exhaust system 20, such that exhaust flow 32b is permeable to the exhaust gas from cylinders 14d-f, i.e., from combustion chambers 16d-f. The exhaust flows 32a and 32b are separated from each other, at least along their respective lengths.

[0036] The conduit elements 22 and 24 form a crosstalk system through which gas exchange can take place. Gas exchange, i.e., crosstalk between the first exhaust ports 18a-c, is enabled via conduit element 22, and crosstalk, i.e., gas exchange between the second exhaust ports 18d-f, is enabled via conduit element 24. If the valve element 26 is closed, i.e., if the valve element 26 is in the separating state, then gas exchange, i.e., crosstalk between the first exhaust ports 18a-c and the second exhaust ports 18d-f, via conduit elements 22 and 24 is prevented, i.e., avoided. This is particularly advantageous in a first speed range of the internal combustion engine 10 and / or in a first torque range of the internal combustion engine 10.The first speed range comprises the first speeds of the internal combustion engine 10, and the first torque range comprises the first torques of the internal combustion engine 10. If the valve element 26 is open, i.e., if the valve element 26 is in the connected state, gas exchange, i.e., crosstalk between the first exhaust ports 18a-c and the second exhaust ports 18d-f via the conduit elements 22 and 24, is permitted, which is advantageous in a second speed range and / or in a second torque range of the internal combustion engine 10. The second speed range comprises higher second speeds of the internal combustion engine 10 compared to the first speeds, and the second torque range comprises higher second torques of the internal combustion engine 10 compared to the first torques.Thus, the valve element 26 is preferably closed in the first speed range and / or in the first torque range, and preferably the valve element 26 is open in the second speed range and / or in the second torque range. This facilitates gas exchange between the respective...

[0037] The exhaust channels 18a-f of the first exhaust channels 18a-c and the second exhaust channels 18d-f, as well as the gas exchange between the first and second exhaust channels, enable an advantageous pulsation of the exhaust gas and an additional removal of heat from the exhaust gas in the line elements 22 and 24 into the cooling water, so that a high power output of the internal combustion engine 10 can be achieved.

[0038] It can be seen that a turbine 34 with a turbine wheel 36 is arranged in the exhaust tract 20, which can be driven by both the exhaust gas from the exhaust gas flow 32a and the exhaust gas from the exhaust gas flow 32b, by supplying the turbine wheel 36 with both the exhaust gas from the exhaust gas flow 32a and the exhaust gas from the exhaust gas flow 32b.

[0039] A firing sequence of the internal combustion engine 10, wherein within each operating cycle of the internal combustion engine 10 the fuel-air mixtures in the combustion chambers 16a-f are ignited successively and thus sequentially according to the firing sequence, is preferably: 1 - 6 - 2 - 4 - 3 - 5. In this firing sequence and the merging of the first exhaust ports 18a-c and the second exhaust ports 18d-f to form the first exhaust stream 32a and second exhaust stream 32b, the exhaust gases discharged from the respective cylinder 14a-f in the respective exhaust stream 32a, 32b have the same firing interval of 120° crank angle. Furthermore, the pulsation of the exhaust gas between the exhaust streams 32a, 32b has the same firing interval of 120° crank angle.This allows a uniform pulsation according to a firing interval of the exhaust gas discharged from the cylinders 14a-f in the two exhaust gas streams 32a, 32b to be achieved, so that the turbine 34 is supplied with uniformly pulsating exhaust gas, thereby increasing performance.

[0040] In the direction of flow of the exhaust gas flowing through the exhaust tract 20, an exhaust aftertreatment device 38 is arranged in the exhaust tract 20 downstream of the turbine wheel 36, which, for example, in particular, has at least or exactly three exhaust aftertreatment elements 40a-c.

[0041] The internal combustion engine 10 also has a bypass device 42, by means of which, for example, the power output of the turbine 34 can be adjusted. The bypass device 42 has a bypass channel 44, also referred to as a bypass or bypass duct, which is fluidically connected to the first exhaust gas flow 32a upstream of the turbine wheel 36 and downstream of the combustion chambers 16a-f, and is connected downstream of the turbine wheel 36 and, in this case, upstream of the exhaust aftertreatment device 38, to an exhaust pipe 46. By means of the bypass channel 44, at least a portion of the exhaust gas flowing through the exhaust tract 20 can be diverted from the exhaust tract 20 and introduced into the bypass channel 44. Thus, the turbine wheel 36 can be bypassed by the exhaust gas flowing through the bypass channel 44. The bypass device 42 also has a bypass valve 48, which is arranged in the bypass channel 44.The bypass valve 48 allows the amount of exhaust gas flowing through the bypass channel 44 to be adjusted. This allows, for example, the power output of the turbine 34 to be adjusted, and in particular regulated.

[0042] Reference symbol list

[0043] 10 Internal combustion engine

[0044] 12 cylinder housings

[0045] 14a-f cylinders

[0046] 16a-f combustion chamber

[0047] 18a-f Outlet channel

[0048] 20 Exhaust system

[0049] 22 first conductor element

[0050] 24 second conductor element

[0051] 26 Valve element

[0052] 28 Entrance area

[0053] 30 Throttle valve

[0054] 32a first exhaust flood

[0055] 32b second exhaust flood

[0056] 34 Turbine

[0057] 36 Turbine wheel

[0058] 38 Exhaust aftertreatment system

[0059] 40a-c Exhaust aftertreatment element

[0060] 42 Bypass facility

[0061] 44 Bypass canal

[0062] 46 Exhaust pipe

[0063] 48 Bypass valve

Claims

Mercedes-Benz Group AG Patent claims 1. Internal combustion engine (10) for a motor vehicle, , comprising a cylinder housing (12) which has at least four cylinders (14a, 14b, 14c, 14d, 14e, 14f) that partially delimit a respective combustion chamber (16a, 16b, 16c, 16d, 16e, 16f), with a cylinder head formed separately from and connected to the cylinder housing (12), which has at least one exhaust port (18a, 18b, 18c, 18d, 18e, 18f) belonging to each cylinder (14a, 14b, 14c, 14d, 14e, 14f) and the respective exhaust port (18a, 18b, 18c, 18d, 18e, 18f) in the cylinder head, can be discharged via soft exhaust gas of the internal combustion engine from the respective cylinder (14a, 14b, 14c, 14d, 14e, 14f), characterized in that: - a first conduit element (22) is provided which is fluidically connected to the first outlet channels (18a, 18b, 18c), via which the first outlet channels (18a, 18b, 18c, 18d, 18e, 18f) are fluidically connected to each other; - a second conduit element (24) is provided, fluidically connected to the second outlet channels (18d, 18e, 18f), via which the second outlet channels (18d, 18e, 18f) are fluidically connected to each other; and - a valve element (26) is provided which is switchable between: o a separation state in which the line elements (22, 24) are fluidically separated from each other; o a connection state in which the line elements (22, 24) are fluidically connected to each other; and - the guide elements (22, 24) are provided in the cylinder head or in the cylinder housing (12).

2. Internal combustion engine (10) according to claim 1 , characterized in that the internal combustion engine (10) is designed as an in-line engine, wherein the internal combustion engine (10) has four cylinders (14b, 14c, 14d, 14e).

3. Internal combustion engine (10) according to claim 1, characterized in that the internal combustion engine (10) is designed as an in-line engine, wherein the internal combustion engine (10) has six cylinders (14a, 14b, 14c, 14d, 14e, 14f).

4. Internal combustion engine (10) according to claim 1, characterized in that the internal combustion engine (10) is designed as a V-engine, wherein the internal combustion engine has two cylinder banks with four cylinders each (14b, 14c, 14d, 14e).

5. Internal combustion engine (10) according to claim 1, characterized in that the internal combustion engine (10) is designed as a V-engine and has two cylinder banks with six cylinders each (14a, 14b, 14c, 14d, 14e, 14f).

6. Internal combustion engine (10) according to one of the preceding claims, characterized by an exhaust tract (20) which has a first exhaust flow (32a) through which exhaust gas from the first exhaust ports (18a, 18b, 18c) can flow, to which the first exhaust ports (18a, 18b, 18c) are combined, and a second exhaust flow (32b) which is at least partially separated from the first exhaust flow (32a) and through which exhaust gas from the second exhaust ports (18d, 18e, 18f) can flow, to which the second exhaust ports (18d, 18e, 18f) are combined.

7. Internal combustion engine (10) according to claim 6, characterized in that a turbine (34) is arranged in the exhaust tract (20), which drives a turbine wheel (36) exhibits which can be supplied with the exhaust gas from the first exhaust gas flow (32a) and with the exhaust gas from the second exhaust gas flow (32b) and can therefore be driven by means of the exhaust gas from the first exhaust gas flow (32a) and by means of the exhaust gas from the second exhaust gas flow (32b).

8. Internal combustion engine (10) according to claim 6 or 7, characterized in that the first exhaust ports (18a, 18b, 18c) and the second exhaust ports (18d, 18e, 18f) are each combined according to a firing order of the corresponding cylinders (14a, 14b, 14c, 14d, 14e, 14f), so that exhaust gases discharged from the respective cylinder (14a, 14b, 14c, 14d, 14e, 14f) have the same firing interval in the respective exhaust gas stream.

9. Motor vehicle, with an internal combustion engine (10) according to one of the preceding claims.

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