Internal combustion engine including a booster

Abstract

An internal combustion engine includes working cylinders and a fresh gas line for supplying fresh gas to the working cylinders. The fresh gas line has a charge air section. A mechanically driven compressor is disposed in the charge air section of the fresh gas line. An air control/shut-off flap is disposed in the charge air section such that, in dependence on a position of the air control/shut-off flap, a gas mass flow in the charge air section flows completely or partially via the mechanically driven compressor or flows past the mechanically driven compressor. A method for operating an internal combustion engine is also provided.

Claims

1. An internal combustion engine comprising: working cylinders; a fresh gas line for supplying fresh gas to said working cylinders, said fresh gas line having a charge air section; a mechanically driven compressor disposed in said charge air section of said fresh gas line; an air control/shut-off flap disposed in said charge air section such that, in dependence on a position of said air control/shut-off flap, a gas mass flow in said charge air section flows completely or partially via said mechanically driven compressor or flows past said mechanically driven compressor; a bypass duct having an inlet and an outlet, said mechanically driven compressor being integrated in said bypass duct; said charge air section of said fresh gas line including a charge air section portion, said bypass duct circumventing said charge air section portion; said air control/shut-off flap being movable onto a first position closing said charge air section portion upstream of said outlet of said bypass duct and downstream of said inlet of the bypass duct; and said air control/shut-off flap being movable into a second position closing said charge air section portion downstream of said outlet of said bypass duct or upstream of said inlet of said bypass duct.

2. The internal combustion engine according to claim 1, including: a charging device having a compressor; and said compressor of said charging device being disposed in said fresh gas line upstream of said mechanically driven compressor.

3. The internal combustion engine according to claim 2, wherein said charging device is an exhaust gas turbocharger.

4. The internal combustion engine according to claim 1, wherein: said bypass duct integrates said mechanically driven compressor; said charge air section portion is parallel to said mechanically driven compressor between said inlet and said outlet of said bypass duct; and said air control/shut-off flap is disposed and configured such that said air control/shut-off flap selectively opens or closes said charge air section portion parallel to said bypass duct.

5. The internal combustion engine according to claim 1, wherein: said bypass duct integrates said mechanically driven compressor; and said air control/shut-off flap is disposed and configured such that said air control/shut-off flap selectively opens or closes said outlet of said bypass duct.

6. The internal combustion engine according to claim 1, wherein: said bypass duct integrates said mechanically driven compressor; and said air control/shut-off flap is disposed and configured such that said air control/shut-off flap selectively opens or closes said inlet of said bypass duct.

7. The internal combustion engine according to claim 1, wherein said air control/shut-off flap is movable into a third position at least partially unblocking said charge air section portion.

8. The internal combustion engine according to claim 1, including a high-pressure exhaust gas recirculating duct opening into said charge air section downstream of said air control/shut-off flap.

9. The internal combustion engine according to claim 1, wherein: said mechanically driven compressor has a flow housing; said bypass duct has a bypass duct portion with a curved profile, said bypass duct portion forms an outlet for said flow housing and has a radially outer wall section bounding a flow in said bypass duct; and said air control/shut-off flap, in the first position thereof, is disposed as an extension of said radially outer wall section of said bypass duct portion.

10. The internal combustion engine according to claim 9, wherein said bypass duct portion opens into said charge air section portion obliquely with respect to a central longitudinal axis of said charge air section portion.

11. The internal combustion engine according to claim 1, wherein said air control/shut-off flap, in the first position and the second position, is disposed obliquely with respect to a central longitudinal axis of said charge air section portion.

12. The internal combustion engine according to claim 1, wherein: said bypass duct has a bypass duct portion with a curved profile, said bypass duct portion has a radially outer wall section bounding a flow in said bypass duct; and an angle between said air control/shut-off flap, in the first position, and a central longitudinal axis of said charge air section portion is up to 10 smaller than an angle between the central longitudinal axis of said charge air section portion and a central longitudinal axis of said bypass duct portion.

13. The internal combustion engine according to claim 1, wherein: said mechanically driven compressor has a flow housing; said bypass duct has a bypass duct portion opening into said charge air section portion; said bypass duct portion and said charge air section portion each have a respective housing; and said housing of said bypass duct portion is formed integrally with said housing of said charge air section portion and said flow housing of said mechanically driven compressor.

14. The internal combustion engine according to claim 1, wherein said air control/shut-off flap is actuable via an electromotive actuator.

15. A method for operating an internal combustion engine, which comprises: providing a fresh gas line for supplying fresh gas to working cylinders of the internal combustion engine, wherein a mechanically driven compressor is disposed in a charge air section of the fresh gas line such that the mechanically driven compressor is integrated in a bypass duct circumventing a charge air section portion of the charge air section; providing an air control/shut-off flap disposed in the charge air section such that a gas mass flow in the charge air section flows completely or partially via the mechanically driven compressor or past the mechanically driven compressor depending on a position of the air control/shut-off flap, wherein the air control/shut-off flap is movable into a first position closing the charge air section portion upstream of an outlet of the bypass duct and downstream of an inlet of the bypass duct, and wherein the air control/shut-off flap is movable into a second position closing the charge air section portion downstream of the outlet of the bypass duct or upstream of the inlet of the bypass duct; and controlling the air control/shut-off flap such that, when the mechanically driven compressor is switched on for an additional compression of the gas mass flow, the air control/shut-off flap is moved into the first position and such that, when a combustion engine of the internal combustion engine is switched off, the air control/shut-off flap is moved into the second position.

Description

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWING

(1) FIG. 1 is a schematic block diagram of a first preferred embodiment of an internal combustion engine according to the invention;

(2) FIG. 2 is a schematic block diagram of a second preferred embodiment of an internal combustion engine according to the invention;

(3) FIG. 3 is a schematic block diagram of an exemplary configuration of an air control/shut-off flap and a mechanically driven compressor in a charge air section for the first preferred embodiment according to FIG. 1, wherein the air control/shut-off flap as control flap for the mechanically driven compressor is in a two-stage operation with exhaust gas turbocharger and mechanically driven compressor operating position;

(4) FIG. 4 is a schematic block diagram of the configuration according to FIG. 3, wherein the air control/shut-off flap as control flap for the mechanically driven compressor is in an only exhaust gas turbocharger operation operating position;

(5) FIG. 5 is a schematic block diagram of the configuration according to FIG. 3, wherein the air control/shut-off flap is in its actual function in a throttling until completely switched off operating position;

(6) FIG. 6 is a schematic block diagram of an exemplary configuration of an air control/shut-off flap and a mechanically driven compressor in a charge air section for the second preferred embodiment according to FIG. 2, wherein the air control/shut-off flap as control flap for the mechanically driven compressor is in a two-stage operation with exhaust gas turbocharger and mechanically driven compressor operating position;

(7) FIG. 7 is a schematic block diagram of the configuration according to FIG. 6, wherein the air control/shut-off flap as control flap for the mechanically driven compressor is in an only exhaust gas turbocharger operation operating position;

(8) FIG. 8 is a schematic block diagram of the configuration according to FIG. 6, wherein the air control/shut-off flap is in the actual function thereof in a throttling until completely switched off operating position;

(9) FIG. 9 is a schematic block diagram of a third embodiment of an internal combustion engine according to the invention;

(10) FIG. 10 is a diagrammatic perspective view of an assembly integrating a charge air section portion, an electrically driven compressor and a charge air/shut-off flap in accordance with the invention; and

(11) FIGS. 11a to 11c are partially sectional perspective views illustrating a section through part of the assembly according to FIG. 10 with three different flap positions of the charge air/shut-off flap according to the invention.

DETAILED DESCRIPTION OF THE INVENTION

(12) Referring now to the figures of the drawings in detail and first, particularly, to FIG. 1 thereof, there is shown the first preferred embodiment of an internal combustion engine according to the invention which has an engine block 10 of a combustion engine with working cylinders 12, five working cylinders 12 here by way of example, wherein each working cylinder 12 is connected in a fluid-conducting manner to a fresh gas line 14 and an exhaust gas line 16. The internal combustion engine has as charging device an exhaust gas turbocharger with a turbine 18 disposed in the exhaust gas line 16 and a compressor 20 disposed in the fresh gas line. A portion of the fresh gas line 14 downstream of the compressor 20 is referred to as charge air section 22. An air control/shut-off flap 24 is disposed in the charge air section 22. The air control/shut-off flap includes an activatable flap which, depending on position, changes or completely doses a flow cross section of the charge air section 22 and serves for air control and for shutting off the internal combustion engine. In the fresh gas line 14, an air filter 21 is disposed upstream of the compressor 20. In the exhaust gas line 16, an exhaust gas aftertreatment device 23, which includes, for example, a catalytic converter and/or a particle filter, is disposed downstream of the turbine 18. A manifold of the fresh gas line 14 is illustrated schematically by reference number 25 and an exhaust manifold of the exhaust gas line 16 is illustrated schematically by 27. The manifold 25 can also be referred to as suction pipe. A charge air cooler can be integrated or accommodated in the manifold 25.

(13) According to the invention, a mechanically driven compressor 26, called booster below, is additionally disposed parallel to the air control/shut-off flap 24 in the charge air section 22. In this case, an inlet 34 of the booster 26 is connected in a fluid-conducting manner to the charge air section 22 upstream of the air control/shut-off flap 24 or, respectively, to the air control/shut-off flap 24, and an outlet 36 of the booster 26 is connected in a fluid-conducting manner to the charge air section 22 downstream of the air control/shut-off flap 24 or, respectively, to the manifold 25. The booster 26 serves for additionally compressing the fresh gas supplied to the working cylinders 12 and is driven, for example, by an electric motor. However, in the event of a high mass flow of the fresh gas in the fresh gas line 14 or, respectively, in the charge air section 22, the booster 26 would cause a high flow resistance, with the exhaust gas turbocharger simultaneously being able to provide an adequate charging pressure. In such operating phases of the internal combustion engine, the booster 26 is therefore switched off and the fresh gas conducted past the latter.

(14) The configuration according to the invention of the booster 26 parallel to the air control/shut-off flap 24 means that no additional bypass duct with a corresponding bypass valve for the booster 26 is necessary, but, instead, the air control/shut-off flap 24 can be used for a bypass function, in which the mass flow of the fresh gas is conducted past the booster 26 and the booster 26 is shut off.

(15) The additional use of the air control/shut-off flap 24 as a control flap or, respectively, bypass valve for the booster 26 is explained below with reference to FIGS. 3 to 5. In FIGS. 3 to 5, functionally identical components are denoted by the same reference numbers as in FIG. 1, and therefore reference is made for the explanation thereof to the above description of FIG. 1. FIGS. 3 to 5 show an excerpt of the internal combustion engine illustrated in FIG. 1 with the charge air section 22, air control/shut-off flap 24 and booster 26. A portion of the charge air section 22 coming from the compressor 20 of the exhaust gas turbocharger is denoted by reference number 28, and a portion of the charge air section 22 leading to the cylinders 12 of the internal combustion engine is denoted by reference number 30. Arrows indicate the flow direction of a fresh gas mass flow 38.

(16) In FIG. 3, the air control/shut-off flap 24, in the function thereof as control flap for the booster 26, is in a position for a two-stage operation with exhaust gas turbocharger and booster 26. In other words, the fresh gas mass flow 38 is conducted via the booster 26, and therefore the fresh gas is compressed both by the compressor 20 of the exhaust gas turbocharger and by the booster 26. This position of the air control/shut-off flap 24 is advantageous in those operating phases of the internal combustion engine in which a high charging pressure is desired in the charge air section 22 at a low exhaust gas mass flow or, respectively, a low fresh gas mass flow 38. That portion of the charge air section 22 which leads past the booster 26 is closed as fluidtightly as possible by the air control/shut-off flap 24.

(17) In FIG. 4, the air control/shut-off flap 24, in the function thereof as a control flap for the booster 26, is in a position for an exclusive operation with the exhaust gas turbocharger. The fresh gas mass flow 38 is conducted here completely past the booster 26, and the booster 26 is switched off. This position of the air control/shut-off flap 24 is advantageous in those operating phases of the internal combustion engine in which there is a high exhaust gas mass flow or, respectively, a high fresh gas mass flow. The exhaust gas turbocharger has sufficient power here in order to generate a desired charging pressure in the charge air section 22 through the use of the compressor 20. On the other hand, because of the high fresh gas mass flow 38, the booster 26 would be a large obstacle and would constitute an undesirable flow resistance with corresponding loss of charging pressure.

(18) In FIG. 5, the air control/shut-off flap 24, in the actual function thereof, is in a position for throttling or, respectively, completely switching off the internal combustion engine. The fluid-conducting path both via the charge air section 22 past the booster 26 and also via the booster 26 itself is essentially completely blocked by the air control/shut-off flap 24.

(19) In the second preferred embodiment of an internal combustion engine according to the invention that is illustrated in FIG. 2, functionally identical parts are denoted by the same reference numbers as in FIGS. 1 and 3 to 5, and therefore reference is made for the explanation thereof to the above description of FIGS. 1 and 3 to 5. In the second preferred embodiment according to FIG. 2, the booster 26 is disposed parallel to the air control/shut-off flap 24 in such a manner that the inlet 34 of the booster 26 is connected in a fluid-conducting manner to the charge air section 22 upstream of the air control/shut-off flap 24, and the outlet 36 of the booster 26 is connected in a fluid-conducting manner to the charge air section 22 downstream of the air control/shut-off flap 24 or, respectively, to the air control/shut-off flap 24.

(20) As is already the case in the above-described first preferred embodiment according to FIG. 1, the configuration according to the invention of the booster parallel to the air control/shut-off flap 24 means that no additional bypass duct with a corresponding bypass valve is necessary for the booster 26, but instead the air control/shut-off flap 24 can be used for the bypass function, in which the mass flow of the fresh gas is conducted past the booster 26 and the booster 26 is switched off.

(21) The additional use of the air control/shut-off flap 24 as a control flap or, respectively, a bypass valve for the booster 26 in the second preferred embodiment is explained below with reference to FIGS. 6 to 8. In FIGS. 6 to 8, functionally identical parts are denoted by the same reference numbers as in FIGS. 1 to 5, and therefore reference is made for the explanation thereof to the above description of FIGS. 1 to 5. FIGS. 6 to 8 show an excerpt of the internal combustion engine, which is illustrated in FIG. 2, with charge air section 22, air control/shut-off flap 24 and booster 26. That portion of the charge air section 22 which comes from the compressor 20 of the exhaust gas turbocharger is denoted by reference number 28, and that portion of the charge air section 22 which leads to the cylinders 12 of the internal combustion engine is denoted by reference number 30. Arrows indicate the flow direction of the fresh gas mass flow 38.

(22) In FIG. 6, the aft control/shut-off flap 24, in the function thereof as a control flap for the booster 26, is in a position for a two-stage operation with exhaust gas turbocharger and booster 26. In other words, the fresh gas mass flow 38 is conducted via the booster 26, and therefore the fresh gas is compressed both by the compressor 20 of the exhaust gas turbocharger and by the booster 26. This position of the air control/shut-off flap 24 is advantageous in those operating phases of the internal combustion engine in which a high charging pressure is desirable in the charge air section 22 at a low exhaust gas mass flow or, respectively, low fresh gas mass flow 38. That portion of the charge air section 22 which leads past the booster 26 is closed as fluidtightly as possible by the air control/shut-off flap 24.

(23) In FIG. 7, the air control/shut-off flap 24, in the function thereof as a control flap for the booster 26, is in a position for an exclusive operation with the exhaust gas turbocharger. The fresh gas mass flow 38 is completely conducted here past the booster 26 and the booster 26 is switched off. This position of the air control/shut-off flap 24 is advantageous in those operating phases of the internal combustion engine in which there is a high exhaust gas mass flow or, respectively, a high fresh gas mass flow. The exhaust gas turbocharger has adequate power here in order to generate a desirable charging pressure in the charge air section 22 through the use of the compressor 20. On the other hand, because of the high fresh gas mass flow 38, the booster 26 would be a large obstacle and would constitute an undesirable flow resistance with corresponding loss of charging pressure. The outlet 36 of the booster 26 is closed as fluidtightly as possible by the air control/shut-off flap 24.

(24) In FIG. 8, the air control/shut-off flap 24, in the actual function thereof, is in a position for throttling or, respectively, completely shutting off the internal combustion engine. The fluid-conducting path via the charge air section 22 is partially or, respectively, essentially completely blocked or closed as fluidtightly as possible downstream of the booster 26 through the use of the air control/shut-off flap 24.

(25) There is optionally additionally a closing mechanism which, in the event of a booster 26 which is switched off as per FIG. 4 or, respectively, FIG. 7, closes the outlet 36 of the booster 26 (in the case of the first embodiment according to FIG. 1 and FIGS. 3 to 5) or the inlet 34 of the booster 26 (in the case of the second embodiment according to FIG. 2 and FIGS. 6 to 8).

(26) In the case of an air control/shut-off flap 24 which is embodied as a flap which is pivotable about an axis, stops are provided for the states according to FIG. 3 or, respectively, according to FIGS. 6, 7 and 8 in order to produce as great an amount of fluidtightness as possible.

(27) The embodiment of an internal combustion engine according to the invention that is illustrated in FIG. 9 is supplied with a regulated amount of a mixture of exhaust gas and air via a fresh gas supply system. For this purpose, ambient air is sucked up via an air filter 21, the ambient air being mixed with an exhaust gas flow, which is returned by the engine block 10, from a low-pressure exhaust gas recirculating duct 48. The fresh gas passes via the compressor 20 of an exhaust gas turbocharger into a charge air section 22, in which an air control/shut-off flap 24, via which the fresh gas is supplied to the engine block 10 in a controlled manner via a charge air cooler 40, is disposed in a charge air section portion 32. The exhaust gas from the engine block 10 subsequently passes via an exhaust gas line 42 to a turbine 18 of the exhaust gas turbocharger, which turbine can be circumvented via a circumventing line 44, in which a waste gate valve 46 is disposed. Downstream of the turbine 18, the exhaust gas flows either via an exhaust gas aftertreatment device (not illustrated) into the environment or into the low-pressure exhaust gas recirculating duct 48, in which an exhaust gas cooler 50 and an exhaust gas recirculating valve 52 are disposed.

(28) From the charge air section 22, a bypass duct 54, in which an electrically driven compressor (booster) 26 is integrated, branches off upstream of the charge air section portion 32. The bypass duct 54 opens in the region of the air control/shut-off flap 24 into the charge air section portion 32. When the air control/shut-off flap 24 is open and the booster 26 switched off, the fresh gas flows correspondingly through the charge air section portion 32 since the flow resistance of the booster 26 is then higher than that of the charge air section portion 32. The fresh gas mass flow supplied to the engine block 10 can be controlled here by different opened positions of the air control/shut-off flap 24.

(29) In the event of a short-term greatly increased load demand on the internal combustion engine, the problem occurs that the exhaust gas turbocharger is only able to supply a corresponding charging pressure after a delay since, for this purpose, first of all a correspondingly increased exhaust gas mass flow has to flow through the turbine 18. In such operating states of the internal combustion engine, it is provided to operate the booster 26 and at the same time to move the air control/shut-off flap 24 into a (first) position in which the air control/shut-off flap doses the charge air section portion 32 upstream of the outlet of the bypass duct 54 such that essentially all of the fresh gas is also guided via the booster 26 and, in the process, is additionally compressed. As a result, the required charging pressure is supplied in the short term to the engine block 10.

(30) Furthermore, a high-pressure exhaust gas recirculating duct 56, in which an exhaust gas cooler 58 and an exhaust gas recirculating valve 60 for controlling the recirculated quantity of exhaust gas are disposed, branches off from the exhaust gas line upstream of the turbine 18. The high-pressure exhaust gas recirculating duct 56 opens at a short distance downstream of the charge air section portion 32 into the charge air section 22. In particular during operation of the internal combustion engine at low or medium loads, the pressure drop via the air control/shut-off flap 24 can be increased by changing the setting angle of the air control/shut-off flap 24 such that, as a consequence of a (negative) pressure which is then further reduced in the region of the mouth of the high-pressure exhaust gas recirculating duct 56, an increased exhaust gas flow can be returned to the engine block 10.

(31) FIG. 10 illustrates an assembly which integrates the charge air section portion 32, the booster 26 and the charge air/shut-off flap 24. A flow housing 62 of the booster 26, in which a compressor wheel (not visible) is disposed, is formed integrally, i.e. as one piece, with a housing 78 forming the charge air section portion 32. In the exemplary embodiment illustrated, a bypass duct portion 64 connects a compressor space, which accommodates the compressor wheel, of the flow housing 62 to the charge air section portion 32. The bypass duct portion here constitutes an outlet, which is disposed tangentially to the compressor space, of the bypass duct 54 which opens into the charge air section portion 32 in the region of the air control/shut-off flap,

(32) In addition, an actuator housing 66, in which an electric motor 68 is integrated and which is dosed by a cover 70 through the use of screws 72, is formed integrally with the housing 78 of the charge air section portion 32 and therefore also with the flow housing 62. The electric motor 68 can be supplied with current via a plug-in connector 124. The actuator housing 66 together with the electric motor 68, a gearing (not visible) between the electric motor 68 and the air control/shut-off flap 24 and the cover 70, forms an electric actuator 74 for a rotary drive for a flap shaft 76 which penetrates the housing 78 of the charge air section portion 32 centrally or radially and to which the air control/shut-off flap 24 is fastened for rotation therewith. The air control/shut-off flap 24 thus divides the charge air section portion 32 into a side 80 located downstream and a side 82 located upstream. The air control/shut-off flap 24 can be rotated into different positions in the charge air section portion 32 via the electric motor 68. The air control/shut-off flap 24 is divided into two halves 110, 112 by the flap shaft 76.

(33) A flange 84 of an inlet stub 86 of the booster 26 is located in a plane which is inclined only slightly with respect to the plane of a flange 88 of the housing 78 of the charge air section portion 32, and therefore accessibility is provided from one side, which can simplify installation of the assembly. Starting from the flange 84, the inlet stub 86 curves slightly, and therefore the fresh gas flows approximately axially into the compressor space of the booster 26.

(34) A flange 90 is formed on the flow housing 62, on the side opposite the inlet stub 86, likewise only slightly inclined with respect to a fastening surface of the cover 70 of the actuator 74, to which flange is fastened a housing part 92 of the flow housing 62, in which an electric motor (not visible) driving the compressor wheel is disposed, the electric motor driving a shaft (not visible) to which the compressor wheel is fastened for rotation therewith. The electric motor 68 of the actuator 74, the electric motor of the booster 26 and the associated housing parts 66, 92 can thus also be installed from the same direction.

(35) The flow housing 62 together with the housing part 92 for receiving the electric motor of the booster 26 forms a compressor housing 94 in which, in order to protect the electric motor 78 from overheating, there is also formed a coolant duct 96 which is supplied via a coolant inlet stub 98 with coolant which emerges again via a coolant outlet stub 100.

(36) Cooling of this type is also provided for the actuator housing 66, for which purpose the latter forms a coolant duct 102 which protects the electric actuator 74 against overheating. A coolant inlet stub 104 and a coolant outlet stub 106 is also formed here on the actuator housing 66. The coolant ducts 96, 102 can be integrated in a cooling circuit and, for this purpose, are connected in particular to a coolant line 108 of the charge air cooler 40 (cf. FIG. 9).

(37) FIGS. 11a to 11c illustrate different positions of the air control/shut-off flap 24 in the charge air section portion 32.

(38) In FIG. 11a, the air control/shut-off flap 24 is in a position which is open as wide as possible and which constitutes a third position according to the invention, There is then a fluid-conducting connection between that side 80 of the charge air section portion 32 which is positioned downstream and that side 82 thereof which is positioned upstream. Such a third position of the air control/shut-off flap 24 is activated through the use of the actuator 74 when the booster is not in operation. The flow resistance in the bypass duct 54 is significantly higher than in the charge air section portion 32 because of the compressor wheel, which is then at a standstill, of the booster 26, and therefore the fresh gas primarily passes via the charge air section portion 32 to the engine block 10. By pivoting the air control/shut-off flap 24, but without moving the latter into a closed position, which is illustrated in FIGS. 11b and 11c, the fresh gas mass flow passing to the engine block 10 can be regulated and at the same time a pressure gradient in the high-pressure exhaust gas recirculating duct 56, which opens into the charge air section 22 downstream of the air control/shut-off flap 24, can be increased such that a greater portion of exhaust gas can be returned to the engine block 10.

(39) FIG. 11b illustrates the air control/shut-off flap 24 in a first position closing the charge air section portion 32. In this first position, the charge air section portion 32 is essentially completely dosed, and therefore a direct fluid-conducting connection between that side 80 of the charge air section portion 32 which is located downstream and that side 82 thereof which is located upstream is interrupted, but is provided via the bypass duct 54. In this first position, the first half 110 of the air control/shut-off flap 24 bears against an inner wall 114 of the charge air section portion 32 upstream of an outlet 116 of the bypass duct portion 64. In addition, the first half 110 of the air control/shut-off flap 24 lies upstream with respect to the second half 112 of the air control/shut-off flap 24. The angle which the flap surface spanned by the air control/shut-off flap 24 in this first position encloses with respect to a central longitudinal axis 118 of the charge air section portion 32 is approximately 5 smaller than the angle which a central longitudinal axis 120 of the bypass duct portion 64 encloses with the central longitudinal axis 118 of the charge air section portion 32. The air control/shut-off flap 24 therefore runs in an inclined manner from the bypass duct portion 64 in the direction of the charge air section portion 32 and extends a radially outer wall portion 122 of the bypass duct portion 64.

(40) The first position of the air control/shut-off flap 24 is set when the booster 26 is operated because of a short-term greatly increased load demand on the internal combustion engine and a delayed charging pressure buildup of the exhaust gas turbocharger is intended to be compensated for by the booster 26. In this position of the air control/shut-off flap 24, the fresh gas mass flow supplied to the engine block 10 can be controlled via the rotational speed of the booster 26.

(41) If operation of the combustion engine of the internal combustion engine is set, the air control/shut-off flap 24 is moved into the second position, which is illustrated in FIG. 11c and closes the charge air section portion 32. In this position, the air control/shut-off flap 24 bears with the second half 112 of the air control/shut-off flap 24 against the inner wall 114 of the charge air section portion 32, but this time downstream of the bypass duct portion 64. Fresh gas cannot therefore flow as far as the engine block 10 either directly via the charge air section portion 32 or via the bypass duct 54. As a result, afterrunning of the combustion engine due to inadvertent ignition after shutdown can be reliably prevented,

(42) Through the use of the refinement according to the invention of an internal combustion engine, various functions of a plurality of throttle flaps provided in known combustion engines are therefore realized through the use of a single air control/shut-off flap 24. The latter serves as a control flap for controlling the fresh gas and controlling the pressure gradient in the high-pressure exhaust gas recirculating duct 56, as a switch-over means for the integration as required of a bypass duct 54, which integrates the booster 26, into the charge air section 22 and, as shut-off flap, prevents afterrunning of a combustion engine of the internal combustion engine. An internal combustion engine which has a reduced number of components can therefore be realized according to the invention, as a result of which the outlay on production and the outlay on installation are reduced.

LIST OF REFERENCE CHARACTERS

(43) 10 Engine block

(44) 12 Working cylinder

(45) 14 Fresh gas line

(46) 16 Exhaust gas line

(47) 18 Turbine

(48) 20 Compressor

(49) 21 Air filter

(50) 22 Charge air section

(51) 23 Exhaust gas aftertreatment device

(52) 24 Air control/shut-off flap

(53) 25 Manifold of the fresh air line 14

(54) 26 Mechanically driven compressor/booster

(55) 27 Exhaust gas manifold of the exhaust gas line 16

(56) 28 Portion of the charge air section 22 coming from the compressor 20 of the exhaust gas turbocharger

(57) 30 A portion of the charge air section 22 leading to the cylinders 12 of the internal combustion engine

(58) 32 Charge air section portion

(59) 34 Inlet of the booster 26

(60) 36 Outlet of the booster 26

(61) 38 Fresh gas mass flow

(62) 40 Charge air cooler

(63) 42 Exhaust gas line

(64) 44 Circumventing line

(65) 46 Waste gate valve

(66) 48 Low-pressure exhaust gas recirculating duct

(67) 50 Exhaust gas cooler

(68) 52 Exhaust gas recirculating valve

(69) 54 Bypass duct

(70) 56 High-pressure exhaust gas recirculating duct

(71) 58 Exhaust gas cooler

(72) 60 Exhaust gas recirculating valve

(73) 62 Flow housing of the booster

(74) 64 Bypass duct portion

(75) 66 Actuator housing

(76) 68 Electric motor

(77) 70 Cover

(78) 72 Screws

(79) 74 Actuator

(80) 76 Flap shaft

(81) 78 Housing of the charge air section portion

(82) 80 Side of the charge air section portion located downstream

(83) 82 Side of the charge air section portion located upstream

(84) 84 Flange

(85) 86 Inlet stub

(86) 88 Flange

(87) 90 Flange

(88) 92 Housing part of the flow housing

(89) 94 Compressor housing

(90) 96 Coolant duct

(91) 98 Coolant net stub

(92) 100 Coolant outlet stub

(93) 102 Coolant duct

(94) 104 Coolant inlet stub

(95) 106 Coolant outlet stub

(96) 108 Coolant line

(97) 110 First half of the air control/shut-off flap

(98) 112 Second half of the air control/shut-off flap

(99) 114 inner wall of the charge air section portion

(100) 116 Outlet of the bypass duct portion

(101) 118 Central longitudinal axis of the charge air section portion

(102) 120 Central longitudinal axis of the bypass duct portion

(103) 122 Wall portion

(104) 124 Plug-in connector