RU151787U1 - INTERNAL COMBUSTION ENGINE - Google Patents

Abstract

1. An internal combustion engine (13) with spark ignition, supercharging and at least two cylinders (1, 2, 3, 4), each of which has at least one outlet with an attached outlet line (7a, 7b) for tapping exhaust gases through the exhaust system (8), and at least one intake port with an attached intake line (5a, 5b) for supplying charge air through the intake system (6), with at least two cylinders (1, 2, 3 , 4) form at least two groups in each case with at least one other cylinder, where at least one cylinder (1, 4) of the first group continues to work even with partial engine shutdown (13), and at least one cylinder (2, 3) the second group is switchable depending on the load; at the same time, at least one turbocharger (12) is provided, operating on exhaust gases, which contains a turbine (12a) located in the exhaust system (8) and a compressor (12b) located in the intake system (6), characterized in that that the exhaust lines (7a, 7b) of the cylinders (1, 2, 3, 4) of each group of cylinders are combined in each case into a common exhaust line (7A, 7B), forming an exhaust manifold, while both common exhaust lines (7A, 7B) connected to a double-flow turbine (12a) having at least one impeller (11) located on a rotating shaft (11a) in the turbine housing (10), so that each common outlet line (7a, 7b) is connected to one of two inlets of the turbine (12a), and to each inlet there is a flow channel (14A, 14B) of the turbine (12a), and a first locking element (9) is provided, configured to

Description

The technical field to which the utility model relates.

The utility model relates to an internal combustion engine with spark ignition and supercharging.

State of the art

An internal combustion engine is used as a drive for automobile vehicles. In the framework of the present description, the term "internal combustion engine" combines diesel, gasoline, and hybrid engines using the hybrid ignition method, and hybrid drives, which, in addition to the internal combustion engine, include an electrical installation that takes power from the engine or gives it away work as an included auxiliary drive.

When designing an internal combustion engine, the principal goal is to reduce fuel consumption, while the main task is to increase the overall efficiency.

The problem of providing low fuel consumption and, thus, high efficiency is especially acute when using gasoline engines with an Otto cycle, i.e. spark ignition engines. This problem is due to the principle of operation of such an engine. As a rule, load control is carried out using a throttle valve located in the intake system. By moving the throttle valve, you can adjust the intake air pressure downstream of the throttle valve. The lower the degree of opening of the throttle valve, i.e. the more it blocks the flow in the intake system, the greater the loss in pressure of the intake air when passing through the throttle valve, and the lower the pressure of the intake air downstream of the throttle valve and upstream from the inlet to at least two cylinders, i.e. combustion chambers. Thus, with a constant volume of the combustion chamber, the mass air flow, i.e. amount of mixture. This also explains why quantitative control turns out to be unprofitable precisely at a partial load: light loads require strong throttling and pressure reduction in the intake system, as a result of which, when the load is reduced and the throttling increases, the losses when changing the working mixture increase.

To reduce such losses, various strategies have been developed to reduce the throttle rate of the gasoline engine with the Otto cycle.

One way to reduce the throttle rate of a gasoline engine can be, for example, using a direct injection gasoline engine. Direct fuel injection is a suitable means for implementing stepwise loading of the combustion chamber. Direct injection of fuel into the combustion chambers allows within certain limits to carry out high-quality regulation of the mixture in a gasoline engine. The formation of the mixture is carried out by direct injection of fuel into the air in the cylinders, and not by external mixture formation, in which the fuel in the intake system is fed into the intake air.

Another possibility of optimizing the combustion process in a gasoline engine is to use at least a partially adjustable valve mechanism. Unlike traditional valve mechanisms, in which the valve stroke and valve timing are constant, these parameters affecting the combustion process and fuel consumption can be varied to one degree or another using valve mechanisms. In cases where the closing time of the intake valve and the stroke of the intake valve can vary, it is only due to this that it is possible to control without throttling and, thus, without load loss. The mixture or charge air entering the combustion chamber during the inlet is not controlled by the throttle valve, but by the stroke of the inlet valve and its opening time. However, variable valve actuators are very expensive and therefore rarely used in mass production.

Another way to reduce the throttle rate of a gasoline engine is to turn off the cylinder, i.e. shutdown of individual cylinders in certain load ranges. The efficiency of a gasoline engine in partial load mode can be improved (i.e. increased) by such a partial shutdown, since shutting down one cylinder of a multi-cylinder internal combustion engine with constant engine power increases the load on the remaining working cylinders. Therefore, the throttle valve may or must open to supply the right amount of air to these cylinders, resulting in a reduction in the throttle rate of the engine. The cylinders that are in constant operation operate during partial shutdown in the high-load mode, in which the specific fuel consumption is lower. The load range shifts toward higher values.

Moreover, due to the large volumes of the supplied air or air mixture, the cylinders operating in the partial shutdown mode have improved mixture formation.

Other advantages in terms of efficiency are that a disabled cylinder due to lack of combustion does not create heat loss by heat transfer from the gaseous products of combustion to the walls of the combustion chamber.

According to the proposed solution, the internal combustion engine has spark ignition and is suitable for partial shutdown, i.e. is an internal combustion engine with at least one switch-off cylinder.

As the closest analogue of the utility model, for example, the design of an internal combustion engine described in the publication of patent application DE 102007018775 (A1) of 10.23.2008 can be selected.

Known from the prior art, multi-cylinder internal combustion engines with partial shutdown and methods for their operation have a pronounced improvement potential, which will be briefly explained below.

If, during a partial shutdown, the fuel supply to the cylinder to be switched off is interrupted or forced ignition is deactivated, then the disconnected cylinders continue to participate in a charge change if the valve mechanism related to these cylinders is not or cannot be deactivated. The pump losses created in this case by disabled cylinders reduce the efficiency of partial shutdown in terms of fuel consumption and efficiency and worsen these indicators, as a result of which the preference for partial shutdown is at least partially lost, i.e. as a result of this, partial shutdown actually gives significantly less benefits.

In practice, there is no need to eliminate the negative effects described above by installing switchable valve mechanisms, since switchable valve mechanisms, for example, adjustable, are very expensive and not suitable for mass production.

In addition, switchable valve mechanisms in a turbocharged internal combustion engine would lead to additional problems, since the turbocharger turbine is designed for a certain amount of exhaust gas and, along with this, for a certain number of cylinders. When the valve mechanism of a disabled cylinder is deactivated, the total mass flow rate of the engine cylinders is reduced due to the lack of mass flow rate in the disabled cylinders. The flow of exhaust gases flowing through the turbine is reduced, and with it the pressure drop across the turbine is reduced. This leads to the fact that the degree of boost is also reduced, i.e. boost pressure decreases, while other working cylinders are supplied or can be supplied only a small amount of fresh or boost air. A weak flow of charge air can also cause surging during compressor operation.

The effects described above limit the applicability of partial disconnection, in particular, limit the range of loads at which partial disconnection can be used. The reduced volume of charge air supplied during partial shutdown to the working cylinders also reduces the efficiency or quality of combustion and negatively affects fuel consumption and harmful emissions.

Partial shutdown boost pressure supplied to the working cylinders and thus the charge air quantity can, for example, be increased by reducing the turbine cross-section and at the same time removing exhaust gases, as a result of which the load range, which plays an important role from the point of view, can also be expanded partial shutdown view. The disadvantage of this principle is that during operation of all cylinders the boost will be insufficient.

Partial shutdown boost pressure supplied to the working cylinders, and thus the amount of charge air, can also be increased by using a turbine with a variable geometry, which allows the effective cross-section of the turbine to be adapted to the current exhaust stream. However, this increases the back pressure in the exhaust system upstream of the turbine, which also leads to higher pump losses in the working cylinders.

Utility Model Disclosure

The technical result of the utility model is to provide advantages in terms of partial shutdown and boost performance, which consists in increasing torque at low revs and at low powers.

This effect is achieved using an internal combustion engine with spark ignition, pressurization and at least two cylinders (1, 2, 3, 4), each of which has at least one exhaust outlet with an attached exhaust line (7a, 7b) for exhaust exhaust gases through the exhaust system (8), and at least one inlet with an inlet line (5a, 5b) for supplying charge air through the inlet system (6), with at least two cylinders (1, 2, 3 4) form at least two groups in each a ray with at least one other cylinder, where at least one cylinder (1, 4) of the first group continues to operate even when the engine is partially switched off (13), and at least one cylinder (2, 3) of the second group is switchable depending from load. At the same time, at least one exhaust gas turbocharger (12) is provided, which comprises a turbine (12a) located in the exhaust system (8) and a compressor (12b) located in the intake system (6). The design is characterized in that the exhaust lines (7a, 7b) of the cylinders (1, 2, 3, 4) of each group of cylinders are combined in each case into a common exhaust line (7A, 7 B), forming an exhaust manifold, with both common exhaust lines (7A, 7B) are connected to a dual-flow turbine (12a) having at least one impeller (11) located on a rotating shaft (Pa) in the turbine housing (10), so that each common outlet line (7a, 7b ) is connected to one of the two inlet openings of the turbine (12a), and a flow channel passes to each inlet al (14A, 14B) turbines (12a). Also provided is a first locking element (9), configured to block the second flow channel (14B) in the first working position, relating to the second group of cylinders, and to separate it from at least one impeller (11), and to open it in the second working position a second flow channel (14 V) and connect it to at least one impeller (11).

Thus, the engine is equipped with a dual-flow turbine, as a result of which boost, i.e. the torque characteristic increases significantly, in particular with partial shutdown.

The second flow channel related to the switchable cylinders, when partially disabled, is blocked by a locking element. This prevents the ingress of exhaust gases from continuing to work cylinders in the second flow channel. Thus, the dynamic wave processes occurring in the exhaust system can be used to optimize the dynamics of the created boost.

In this regard, it should be borne in mind that the removal of gaseous products of combustion from the cylinder during a charge change is mainly based on two different mechanisms. When the exhaust valve opens at the beginning of the charge change, the gaseous products of combustion, due to the high pressure at the end of the cylinder opposite to the combustion site and the associated high pressure difference between the combustion chamber and the exhaust line, are sent at a high speed along the exhaust line to the exhaust system . Depending on the pressure, high pressure peaks arise in this process, also called discharge pre-release pulses, which propagate along the exhaust line at the speed of sound, while pressure decreases to a greater or lesser extent as a result of friction. Then the pressure in the cylinder and the exhaust line are equalized, as a result of which the gaseous products of combustion are pumped out not under the influence of pressure, but under the influence of the reciprocating motion of the piston.

Prepressure pulses can be used for pulse boosting, which is why it is preferable to maintain pressure pulses in the exhaust system and take measures to ensure that the pressure pulses of different cylinders do not quench and reinforce each other.

Moreover, in accordance with the proposed solution, internal combustion engines in which the second flow channel of the turbine with the cylinders turned off are blocked by a shut-off element, due to which pressure pulses continuing the operation of the cylinders can propagate into the second flow channel and dissipate or decay, while exhaust Gases located in the second flow channel between at least one cylinder to be switched off and the impeller will perform a quenching function.

In particular, during partial shutdown, at low power and low speed, at which the frequency of pressure fluctuations in the exhaust system is reduced, the proposed design of the internal combustion engine will be particularly preferred, for example, from the point of view of optimization, i.e. increase in torque at low speeds.

In addition, in the proposed engine design, exhaust gas from at least one disabled cylinder through the exhaust exhaust system is partially interrupted during partial shutdown without the need for expensive switchable valve mechanisms for switchable cylinders. In the first operating position, the first locking element blocks the second flow and closes the exhaust line of the cylinder, switched under the influence of the load. At least one switchable cylinder continues to participate in the charge change when the corresponding valve mechanism continues to operate and is not deactivated. However, at least one switchable cylinder does not communicate movement to exhaust gases located between its outlet openings and the first shut-off element, or through a turbine.

The proposed design of an internal combustion engine with spark ignition and boost contains improvements in terms of optimizing partial shutdown and boost. Thus, the first technical result is achieved.

The proposed design of an internal combustion engine has at least two cylinders or at least two groups with at least one cylinder in each. An internal combustion engine with three cylinders arranged in three groups of one cylinder each, or an engine with six cylinders arranged in three groups of two cylinders in each, also corresponds to the proposed solution. Three groups of cylinders during partial shutdown can be switched on or off sequentially, so double switching is possible, which optimizes the process of partial shutdown. The groups of cylinders may also include a different number of cylinders, for example, in a three-cylinder engine, one group includes one cylinder and one group consists of two cylinders.

The proposed design of the internal combustion engine is characterized by the best efficiency in the partial load mode, i.e. at low loads, while low load is understood as a load of less than 50%, preferably less than 30% of the maximum load at the current speed.

Other features of the proposed design of an internal combustion engine with spark ignition and supercharging are discussed below.

Preferred are embodiments of an internal combustion engine with spark ignition and pressurization, in which the first locking element is located at the end of the second flow channel from the impeller side. Thus, it is possible to reduce the volume of exhaust gases between the first locking element and the impeller, which prevents the transfer of exhaust gases generated in the working cylinders from the first flow channel to the second. As a result, the pulse boost process will be optimized.

Preferred are embodiments of a spark ignition and pressurized internal combustion engine in which both flow channels or both common exhaust lines or exhaust manifolds of cylinder groups can be connected to each other, i.e. have at least one connection.

In this regard, embodiments of an internal combustion engine with a spark ignition and pressurization of an internal combustion engine are preferable, in which two flow channels are separated from each other in the turbine housing by means of a baffle, wherein the baffle ends from the impeller side at a distance from at least one impeller, and thus provides a connection of both stream channels at its end from the side of the impeller.

The pulse boost described above also has disadvantages. For example, due to pressure pulses in the exhaust system, the change of charge is generally worsened. Cylinders can affect each other when changing charge. Pressure waves from one cylinder pass not only through the exhaust line of the given cylinder, but also along the exhaust lines of other cylinders, and sometimes to their outlet openings, as a result of which exhaust gases that have already been diverted can again enter these cylinders.

It should also be borne in mind that the turbine can work most efficiently at constant exhaust pressure. Accordingly, in order to achieve maximum turbine performance, it will be preferable to provide as stable a pressure as possible upstream of the turbine, i.e. impeller, to create the so-called retaining boost.

Due to the corresponding or maximum volume of exhaust gases upstream of the turbine, pressure pulsations in the exhaust lines can be smoothed. From this point of view, the separation of flows to the impeller, with the separation of the volume of the exhaust system upstream of the impeller into several smaller volumes, would be extremely undesirable. Thus, for the boost boost it will be preferable to connect both turbine flows, combining both exhaust manifolds of the cylinder groups.

Accordingly, the implementation option under consideration assumes a connection between both stream channels. The partition located in the housing divides the flows, as far as possible, to the impeller itself.

In order to switch from impulse boost during partial shutdown to retaining boost during operation of all cylinders, it is necessary to open or close the junction of the flows.

Since the proposed design of the internal combustion engine already has a first locking element, which is translated to partially disconnect from the second working position to the first to block the second flow channel corresponding to at least one disabled cylinder, it would be highly preferable to use this locking element also for opening and closing connections between streaming channels.

Thus, embodiments of the internal combustion engine with spark ignition and supercharging are preferred, in which the first shut-off element is located at the end of the second flow channel from the impeller side and blocks the connection in the first working position and opens it in the second position.

Preferred are embodiments of an internal combustion engine with spark ignition and supercharging, in which a second shut-off element is located in the inlet line of at least one load-actuated cylinder, opening the inlet line for supplying charge air with the cylinder turned on and closing it with the cylinder turned off.

In accordance with this embodiment, charging air is not supplied to the shut off cylinders during a partial shutdown. To do this, the intake lines of the disconnected cylinders are closed by means of locking elements.

Preferred are embodiments of an internal combustion engine with spark ignition and pressurization, in which the first locking element and / or second locking element have a two-stage switching.

The first shut-off element during a partial shutdown should only overlap the second stream channel and open it after the partial shutdown is complete, for which it is sufficient to use a shut-off element with two-stage switching. The same applies to the second locking element located in the inlet line of the switchable cylinder, which closes the inlet line of the disconnected cylinder and opens it after the partial shutdown is completed.

Preferred are embodiments of a spark ignition type internal combustion engine in which the first shut-off element and / or the second shut-off element are in the form of a valve, a rotary valve or a butterfly valve.

The locking elements may have electrical, hydraulic, pneumatic, mechanical or magnetic control, preferably with a motor controller.

Preferred are embodiments of an internal combustion engine with spark ignition and pressurization, in which the first locking element is a linearly movable element, i.e. damper.

Preferred are embodiments of an internal combustion engine with spark ignition and pressurization in which at least one exhaust gas treatment system is provided in the exhaust gas exhaust system, for example, an oxidizing catalyst, a three-component catalyst, a storage catalyst, a selective catalyst and / or particulate filter.

In an internal combustion engine with spark ignition and supercharging with four cylinders arranged in one row, embodiments in which two extreme and two inner cylinders in each case form one group will be preferred.

In order to prevent pressure pulses from partially combining with pulses of pre-discharge during pulsed inflation, it is necessary to group the cylinders accordingly or to connect the exhaust lines so as to avoid the mutual influence of the cylinders in the group. In this regard, in the cylinder head with four cylinders arranged in a row, it will be preferable to group every two cylinders having an ignition interval corresponding to 360 ° of crankshaft rotation. If, for example, the ignition in the cylinders is carried out in the sequence 1-2 - 4-3 or 1-3 - 4-2, then it will be preferable to combine the outer cylinders in the first group, and the inner cylinders in the second group.

Preferred are embodiments of an internal combustion engine with spark ignition and supercharging, in which each cylinder is equipped with a direct fuel injection system.

Preferred are the embodiments in which each cylinder is equipped with a nozzle for direct injection.

The fuel supply for partial shutdown in a direct-injection internal combustion engine is deactivated faster and more reliable than in an internal-combustion engine with injection into the intake manifold, in which residual fuel in the suction pipe can lead to undesired fires in the shut off cylinder.

Despite this, spark-ignition type internal combustion engine embodiments may be preferred in which injection into the intake manifold is used to supply fuel.

It should be noted that various internal combustion engines are characterized by different options for their operation.

Variants of the operating method will be preferred in which at least one switchable cylinder of the second group is switched depending on the load T of the internal combustion engine so that this cylinder will turn off when it is not possible to reach the set load T _down , and turn on when the set load T _{up is} exceeded.

The set lower and upper limit load values T _down and T _up can be the same or different. When the internal combustion engine is running, the cylinders of the first group are in continuous operation. Switching i.e. switching on or off is carried out in the second group of cylinders.

Variants of the operating method will be preferred in which, when switched off, the fuel supply to at least one switchable cylinder is deactivated. As a result, advantages can be achieved in terms of fuel consumption and emissions of harmful substances, which corresponds to the goal of a partial shutdown, namely, reducing fuel consumption and increasing efficiency.

Variants of the operating method will be preferred, in which each cylinder for spark ignition is equipped with an ignition device, while the ignition device of at least one switchable cylinder is deactivated upon shutdown.

The above options for the operation method relate to its use in an internal combustion engine with spark ignition, for example, a gasoline engine with direct injection, the cylinders of which are equipped with an ignition device to provide spark ignition.

Brief Description of the Drawings

Further, the utility model is considered in more detail using the example of a supercharged internal combustion engine in accordance with FIG. 1-3.

In FIG. 1 schematically shows a first embodiment of a supercharged internal combustion engine,

In FIG. 2 schematically shows a half section along the axis of rotation of the impeller of a principle device of a two-flow turbine of the first embodiment of a supercharged engine with a first locking element in a second operating position,

In FIG. 3 schematically shows a half section along the axis of rotation of the impeller of the turbine of FIG. 2, with the first locking element in the first operating position.

Utility Model Implementation

In FIG. 1 schematically shows a first embodiment of a supercharged internal combustion engine 13. We are talking about a four-cylinder in-line engine 13, in which four cylinders 1, 2, 3, 4 are located along the longitudinal axis of the cylinder head, i.e. in a row.

Each cylinder 1, 2, 3, 4 has one inlet line 5a, 5b for supplying charge air through the inlet system 6 and an exhaust line 7a, 7b for exhaust exhaust through the exhaust system 8.

To provide boost, the engine 13 is equipped with an exhaust gas turbocharger 12, with the turbine 12a located in the exhaust system 8 and the compressor 12b located in the common intake line 6a of the intake system 6. Fresh air supplied to the engine 13 is compressed in the compressor 12b for which the enthalpy of the exhaust gas flow in the turbine 12a is used. The turbine 12a is a dual-flow turbine 12a in the form of a twin turbine 12A.

Four cylinders 1, 2, 3, 4 form two groups of two cylinders, while the two outer cylinders 1, 4 form the first group, in which the cylinders 1, 4 continue to work even when the engine 13 is partially turned off, and the two inner cylinders 2, 3 form a second group in which cylinders 2, 3 can be switched off depending on the load during partial shutdown.

The exhaust lines 7a, 7b of the cylinders 1, 2, 3, 4 of each group of cylinders are combined in each case into common exhaust lines 7A, 7B, forming an exhaust manifold. Both common outlet lines 7A, 7B are connected to a dual-flow turbine 12a, with each common outlet line 7A, 7B being poured into one flow channel 14A, 14B of the turbine 12a (see also Figs. 2 and 3).

In the first operating position of the turbine 12a, the second flow channel 14B related to the second group of cylinders is blocked (i.e., separated from the impeller 11). In the second operating position of the turbine 12a, the second flow channel 14B is opened (i.e., connected to the impeller 11), and is simultaneously separated from the recirculation line 10a.

In FIG. 2 and 3 schematically in the form of a half section along the axis Pa of rotation of the impeller 11 shows the principal arrangement of a dual-flow turbine 12a of the first embodiment of a supercharged internal combustion engine, wherein in FIG. 2 shows a turbine 12a with a first locking element 9 in a second operating position, and in FIG. 3 shows a turbine 12a with a first shut-off element 9 in a first operating position.

Shown in FIG. 2 and 3, the turbine 12a is a twin turbine 12A, characterized in that both flow channels 14A, 14B are located next to each other and flow around the impeller 11 at the same radii in at least some areas. Both flow channels 14A, 14B of the twin turbine 12A, at least in the half sections shown, extend at the same radial distance from the shaft 11a of the turbine 12a in the housing 10.

The partition 10a of the turbine housing 10 separates the two flow channels 14A, 14B from each other, in particular to a place located a short distance upstream from the entrance to the impeller 11. The free end of the partition from the impeller 10a is separated by space from the impeller 11 and thus forms an IOb connection between both flow channels 14A, 14B.

The first locking element 9 is located at the end of the second flow channel 14B from the impeller side, blocks the indicated connection 10b in its first working position (see Fig. 3) and opens the connection 10b in its second working position (see Fig. 2).

The first locking element 9 is made in the form of a shutter 9a and is transferred from the first working position (see Fig. 3) to the second working position (see Fig. 2) and vice versa by linear movement (see double arrow).

List of Reference Items

one first cylinder, outer cylinder 2 second cylinder, inner cylinder, switchable cylinder 3 third cylinder, inner cylinder, switchable cylinder four fourth cylinder, outer cylinder 5a first cylinder inlet line 5b second cylinder inlet line 6 intake system, intake side 6a common inlet line 7a first cylinder exhaust line 7A general discharge line of the first group of cylinders 7b exhaust line of the cylinder of the second group, i.e. switchable cylinder 7B common outlet line of the second group of cylinders 8 exhaust system, exhaust side 9 first locking element, valve 9a damper 10 turbine housing 10a case wall 10b compound eleven Working wheel 11a shaft, rotor axis 12 turbocharger 12a turbine 12A twin turbine 12b compressor 13 ICE, four-cylinder engine 14A first stream channel 14B second streaming channel n engine speed T load T _down set lower load value T _{max, n} maximum load at current speed n T _up set upper load value

Claims (10)

1. An internal combustion engine (13) with spark ignition, pressurization and at least two cylinders (1, 2, 3, 4), each of which has at least one exhaust outlet with an attached exhaust line (7a, 7b) for exhaust exhaust gases through the exhaust system (8), and at least one inlet with an inlet line (5a, 5b) for supplying charge air through the inlet system (6), with at least two cylinders (1, 2, 3 4) form at least two groups in each case with at least one other a carbon cylinder, where at least one cylinder (1, 4) of the first group continues to operate even when the engine is partially switched off (13), and at least one cylinder (2, 3) of the second group is switchable depending on the load; wherein at least one exhaust gas turbocharger (12) is provided, which comprises a turbine (12a) located in the exhaust system (8) and a compressor (12b) located in the intake system (6), characterized in that the outlet lines (7a, 7b) of the cylinders (1, 2, 3, 4) of each group of cylinders are combined in each case into a common outlet line (7A, 7B), forming an exhaust manifold, while both common outlet lines (7A, 7B) connected to a dual-flow turbine (12a) having at least one impeller (11) located on a rotating shaft (11a) in the turbine housing (10), so that each common outlet line (7a, 7b) is connected to one of the two turbine inlets (12a), with a flow channel (14A, 14B passing to each inlet) ) of the turbine (12a), as well as a first locking element (9) is provided, configured to block in the first working position the second flow channel (14B) related to the second group of cylinders and to separate it from at least one impeller (11) , and in the second working position open the second streaming channel l (14B) and connecting it with at least one impeller (11). 2. The engine according to claim 1, in which the first locking element (9) is located at the end of the second flow channel (14B) from the side of the impeller. 3. The engine according to claim 1 or 2, in which both flow channels (14A, 14B) are separated from each other in the turbine housing (10) by a partition (10a), which is located on the impeller side at least one impeller (11) and thus at its end from the side of the impeller facilitates the connection (10b) between both flow channels (14A, 14B). 4. The engine according to claim 3, in which the first locking element (9) is located at the end of the second flow channel (14B) from the impeller side and is configured to block the connection (10b) in its first working position and open the connection (10b) in his second working position. 5. The engine (13) according to claim 1, wherein in the inlet line (5b) of at least one load-switched cylinder (2, 3) there is a second locking element configured to open the inlet line (5b) for supplying charge air with the cylinder on (2, 3) and block it with the cylinder off (2, 3). 6. The engine according to claim 5, in which the first locking element (9) and / or the second locking element has a two-stage switch. 7. The engine according to claim 1, in which the first locking element (9) is a linearly movable element (9a). 8. An engine according to claim 1, wherein at least one exhaust gas aftertreatment system is provided in the exhaust system (8). 9. The engine according to claim 1, in which the cylinders (1, 2, 3.4) have an in-line configuration, and the two outer cylinders (1, 4) and two inner cylinders (2, 3) form in each case one group. 10. The engine according to claim 1, in which each cylinder (1, 2, 3, 4) is equipped with a means for direct fuel injection.

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