FI128559B

FI128559B - Supercharged internal combustion engine in modular design and modular system for such internal combustion engines and supercharging device

Info

Publication number: FI128559B
Application number: FI20145332A
Authority: FI
Inventors: Matthias Söngen; Johannes Bertenbreiter; Florian Eppler
Original assignee: Man Diesel & Turbo Se
Priority date: 2013-04-12
Filing date: 2014-04-08
Publication date: 2020-08-14
Also published as: KR20140123445A; KR102080949B1; JP2014206168A; CN104100360B; DE102013006302A1; JP6388429B2; FI20145332L; CN104100360A; DE102013006302B4

Abstract

A modular system for supercharged internal combustion engines, with engines (11, 11”), comprising cylinders (12), wherein compressed charge air can be fed to the cylinders of the respective engine via a charge air line leading to the cylinders, and wherein exhaust gas can be discharged from the cylinders of the respective engine via the exhaust line leading away from the cylinders; and with supercharging devices (13, 13’, 13”), which comprise at least one exhaust gas turbocharger (15, 16), wherein the or each exhaust gas turbocharger (15, 16) of the respective supercharging device exhaust gas discharged from the cylinders of the respective engine can be expanded and energy extracted in the process can be utilised for compressing the charge air to be fed to the cylinders of the respective engine; wherein the supercharging devices (13, 13’, 13”) can be assembled from multiple modular system modules mainly in such a manner that for an engine (11) in inline design a charge air cooler housing (24, 24’), which defines an interface of the supercharging device to the engine on the charge air side, and an exhaust manifold on the engine side, which defines an interface of the supercharging device to the engine on the exhaust side are dependent on whether the supercharging device is connected to an engine on a clutch side (29) or a clutch opposite side (30) of said engine, whereas an air intake element (23), which defines an interface of the supercharging device to the environment on the charge air side, and an exhaust manifold (22) on the environment side, which defines an interface of the supercharging device to the environment on the exhaust side, are independent of whether the supercharging device is connected to the engine on the clutch side (29) or the clutch opposite side (30) of said engine; and in that for an engine (11”) in V-design the charge air cooler housings (24, 24’), the exhaust manifolds on the engine side and the air intake elements (23) of the engine in inline design are employed, however an exhaust manifold (22”) on the environment side which is adapted to the V-design and a water box (28”), which is adapted to the V-design are employed.

Description

Supercharged internal combustion engine in modular design and modular system for such internal combustion engines and supercharging device The invention relates to a supercharged internal combustion engine in modular design. The invention furthermore relates to a modular system for supercharged internal combustion engine and a modular system for super- charging devices.

Up to now, internal combustion engine are always internal combus- tion engines which have been designed individually for a defined purpose and defined requirements. If an internal combustion engine is to be newly devel- oped, all assemblies of said internal combustion engine are generally subject- ed to new development. This is also the case with supercharged internal com- bustion engines, in which in particular the assemblies of a supercharging de- vice are always individually designed, namely adapted to whether the super- charging device is to be connected to the actual engine of the internal combus- tion engine on a clutch side or a clutch opposite side, and adapted to whether the supercharging device is to be employed on an engine in inline design or an engine in V-design. Up to now, using and continued utilising existing compo- nents of an internal combustion engine during a new development it is not possible or only to a greatly limited extent. This is a disadvantage.

Starting out from this, the invention is based on the object of creat- ing a modular system for supercharged internal combustion engines, a modu- lar system for supercharging devices and a supercharged internal combustion engine in modular design.

This object is solved through a modular system for supercharged in- N ternal combustion engines according to Claim 1. N The modular system for a supercharged internal combustion engine S comprises engines having cylinders, wherein the cylinders of the respective 2 engine can be supplied with charge air via a charge air line leading to the cyl- = 30 inders, and wherein exhaust gas can be discharged from the cylinders of the a respective engine via an exhaust line leading away from the cylinders. Fur- 2 thermore, the modular system comprises supercharging devices, which com- < prise at least one exhaust gas turbocharger, wherein in the or each exhaust N gas turbocharger of the respective supercharging device exhaust gas which is discharged from cylinders of the respective engine can be expanded and en-

ergy extracted in the process can be utilised for compressing the charge air to be fed to the cylinders.

The supercharging devices can be assembled from multiple modu- lar system modules, namely in such a manner that for an engine in inline de- sign a charge air cooler housing, which defines an interface of the super- charging device to the engine on the charge air side, and an exhaust manifold on the engine side, which defines an interface of the supercharging device to the engine on the exhaust side, are dependent on whether the supercharging device is connected to the engine on a clutch side or a clutch opposite side of said engine, whereas an air intake element, which defines an interface of the supercharging device to the environment on the charge air side, and an ex- haust manifold on the environment side, which defines an interface of the su- percharging device to the environment on the exhaust side, are independent on whether the supercharging device is connected to the engine on the clutch side or the clutch opposite side of said engine; and that for an engine in V- design the charge air cooler housing, the exhaust manifolds on the engine side and the air intake elements for the engine in inline design are employed, how- ever an exhaust manifold on the environment side which is adapted to the V- design is employed.

This exhaust manifold on the environment side which is adapted to the V-design is independent of whether the supercharging device is connected to the engine in V-design is connected to the clutch side or the clutch opposite side of said engine.

The modular system according to the invention makes it possible to transfer calculation and test results, which were obtained during the develop- ment of an internal combustion engine, to other internal combustion engines. o For different internal combustion engines, uniform assembly concepts can thus S be provided and assembly variants reduced via the different configurations of > the internal combustion engines.

Furthermore, the stock-keeping of spare parts ? at customer and manufacturer can be simplified.

Training reguirements for cus- S 30 tomers and service personnel can be reduced.

E For an engine in inline design with a multi-stage supercharging de- N vice preferentially comprising a high-pressure turbocharger and a low-pressure > turbocharger the or each turbocharger, the or each charge air cooler, a water = box and if appropriate an air duct from the charge air cooler housing to the N 35 high-pressure turbocharger are independent of whether the supercharging de- vice is connected to the engine on the clutch side or the clutch opposite side ofsaid engine. For an engine in inline design, an exhaust manifold which extends between the high-pressure turbocharger and the low-pressure turbocharger is dependent on whether the supercharging device is connected to the engine on the clutch side or the clutch opposite side of said engine.

For an engine in V-design, the or each turbocharger, the or each charge air cooler and if appropriate the air duct from the charge air cooler housing to the high-pressure turbocharger of the engine in inline design are employed.

For an engine in V-design, a water box which is adapted to the V- design is employed which is independent of whether the supercharging device is attached to the engine in V-design on the clutch side of the engine in V- design or the clutch opposite side of the engine in V-design. It is thereby possible to increase the number of the equivalent parts and reduce to a minimum the number of the assemblies to be adapted to the concrete embodiment of the internal combustion engine both for engines in inline design as well as for engines in V-design for the different connection possibilities of the supercharging device to the engine, namely for the connec- tion possibility to the clutch side and the connection possibility to the clutch opposite side of the engine. A modular system for supercharging devices according to the inven- tion is defined in Claim 2. An internal combustion engine in modular design according to the invention is defined in Claim 8. Preferred further developments of the invention are obtained from the subclaims and the following description. Exemplary embodiments of the invention are explained in more detail with the help of the drawing without be- o ing restricted to this. Here it shows: S Fig. 1 a first internal combustion engine in modular design; > Fig. 2 the internal combustion engine of Fig. 1 in a second view; ? Fig. 3 a second internal combustion engine in modular design; S 30 Fig. 4 the internal combustion engine of Fig. 3 in a second view; E Fig. 5 a third internal combustion engine in modular design, and N Fig. 6 a fourth internal combustion engine in modular design. 3 The present invention relates to a supercharged internal combustion = engine in modular design, in which independently of the concrete embodiment N 35 of the internal combustion engine, a multiplicity of core components of thesame can be utilised unchanged or with minimal adaptations in the sense of a morphological modular system.

The invention furthermore relates to a modular system for super- charged internal combustion engines and a modular system for supercharging devices of internal combustion engines.

Fig. 1 to 6 show different embodiment variants of internal com- bustion engines according to the invention, which are formed utilising the mod- ular systems according to the invention, namely the modular system for super- charged internal combustion engines according to the invention and the modu- — lar system for supercharging devices according to the invention.

Thus, Fig. 1 and 2 show a first exemplary embodiment of an internal combustion engine 10, which comprises an engine 11 with multiple cylinders 12 and a supercharging device 13.

In the cylinders 12 of the engine 11, fuel is combusted, wherein for this purpose the cylinders 12 Of the engine 11 can be supplied with charge air compressed in the supercharging device 13 via a charge air line leading to the cylinders 12 which is not visible in Fig. 1 and 2, and wherein exhaust gas, which is generated during the combustion of fuel, can be discharged from the cylinders 12 of the engine 11 via an exhaust line 14 leading away from the cyl- inders 12 in the direction of the supercharging device 13. In Fig. 1 and 2, the engine 11 is an engine in inline design, in which all cylinders 12 are thus ar- ranged in line one behind the other.

The supercharging device 13 of the internal combustion engine 10 of Fig. 1 and 2 in the shown exemplary embodiment comprises multiple ex- haust gas turbochargers, namely a low-pressure turbocharger 15 and a high- o pressure turbocharger 16. The low-pressure turbocharger 15 comprises a low- S pressure compressor 17 and a low-pressure turbine 18. The high-pressure > turbocharger 16 comprises a high-pressure compressor 19 and a high- 7 pressure turbine 20. © 30 In both the exhaust gas turbochargers 15, 16, exhaust gas, which is E discharged from the cylinders 12 of the engine 11 via the exhaust line 14 can N be expanded in order to utilise energy extracted in the process for compress- 3 ing the charge air to be fed to the cylinders 12 of the engine 11. = Exhaust gas, which is discharged from the cylinders 12 of the en- N 35 gine 11 in the direction of the supercharging device 13 of the internal combus- tion engine of Fig. 1 and 2 initially reaches the region of the high-pressure tur-

bine 20 of the high-pressure turbocharger 16, wherein the exhaust gas in the high-pressure turbine 20 of the high-pressure turbocharger 16 is partially ex- panded and subsequently reaches the region of the low-pressure turbine 18 of the low-pressure turbocharger 15 in order to be further expanded in the region 5 of the low-pressure turbine 18 of the low-pressure turbocharger 15. Transfer- ring the exhaust gas from the exhaust line 14 in the direction of the high- pressure turbine 20 of the high-pressure turbocharger 16 is effected via an ex- haust manifold on the engine side which is not shown in Fig. 1 and 2, which is connected between the exhaust line 14 and the high-pressure turbine 20 of the high-pressure turbocharger 16. Between the high-pressure turbine 20 of the high-pressure turbocharger 16 and the low-pressure turbine 18 of the low- pressure turbocharger 15 a further exhaust manifold 21 extends in order to conduct the exhaust gas from the high-pressure turbine 20 into the region of the low-pressure turbine 18. Exhaust gas, which leaves the low-pressure tur- bine 18 of the low-pressure turbocharger 15 reaches the environment of the supercharging device 13 via an exhaust manifold 22 on the environment side, wherein this is to be understood also as a stack or an exhaust line leading to an exhaust gas retreatment system.

The energy which is extracted during the expansion of the exhaust gas in the exhaust gas turbochargers 15, 16 is utilised for gradually compress- ing charge air, wherein according to Fig. 1 and 2 air is sucked in from the envi- ronment via an air intake element 23, which preferentially comprises a silencer, which air is initially compressed in the region of the low-pressure compressor 17 of the low-pressure turbocharger 15. Starting out from the low-pressure compressor 17 of the low- o pressure turbocharger 15, compressed charge air is fed to a first charge air S cooler 25 which is received in a charge air cooler housing 24, in order to sub- > seguently reach the region of the high-pressure compressor 19 of the high- 7 pressure turbocharger 16. Charge air leaving the high-pressure compressor 19 © 30 of the high-pressure turbocharger 16 is fed to a further charge air cooler 27 E received by the charge air cooler housing 24 via an air duct 33, wherein the N charge air leaving said charge air cooler 27 is subseguently fed to the charge 3 air line which is not shown in Fig. 1 and 2 via the charge air cooler housing 24 = in order to be fed to the cylinders 12 of the internal combustion engine 10 in N 35 this way. A water box 28 interacts with the charge air cooler housing 24 or with the charge air coolers 25, 27 received in the same, in which cooling mediumrequired for cooling the charge air is kept ready. In the exemplary embodiment of Fig. 1 and 2, all assemblies of the supercharging device 13 are installed on the so-called clutch side 29 of the engine 11. The internal combustion engine shown in Fig. 1 and 2 is formed or assembled from a modular system, wherein the modular system comprises engines and supercharging devices, from which the engine 11 in inline design shown in Fig. 1 and 2 and the assemblies of the supercharging device 13 shown in Fig. 1 and 2 are selected or taken for connecting the same to the clutch side 29 of the engine 11.

Here, the supercharging device 13 is assembled from multiple mod- ular system modules of the modular system, namely in such a manner that for an engine in inline design, the charge air cooler housing 24, which defines an interface of the supercharging device 13 to the engine 11 on the charge air side, and the exhaust manifold which is not shown in Fig. 1 and 2 on the en- gine side, which defines an interface of the supercharging device 13 to the en- gine 11 on the exhaust side, are dependent on whether the supercharging de- vice 13 is connected to the clutch side or clutch opposite of the engine 11.

By contrast, the air intake element 23, which defines an interface of the supercharging device 13 to the environment on the charge air side, and the exhaust manifold 23 on the environment side, which defines an interface of the supercharging 13 to the environment on the exhaust side, independent of whether the supercharging device 13 is connected to the clutch side or to the clutch opposite side of the engine 11.

Furthermore, in the case of an engine in inline design with multi- stage supercharging device 13 the high-pressure turbocharger 16, the low- o pressure turbocharger 15, the charge air coolers 25 and 27, the water boxes S 28 and the air duct 26 from the charge air cooler housing 24 to the high- > pressure turbocharger 16 are independent of whether the supercharging de- ? vice 13 is connected to the clutch side or to the clutch opposite side of the en- S 30 gine. By contrast, for an engine in inline design, an air duct which is not visible E in Fig. 1 and 2 from the low-pressure turbocharger 15 to the charge air cooler N housing 24 and the exhaust manifold 25 extending between the high-pressure 3 turbocharger 16 and the low-pressure turbocharger 15 are independent of = whether the supercharging device 13 is connected to the clutch side or the N 35 clutch opposite side of the engine.

The above relationships for the modular system modules of the en- gine in inline design, i.e. for the modular system modules of the supercharging device 13, which are independent of whether the supercharging device 13 is connected to the clutch side or to the clutch opposite side of the engine, and for the modular system modules which are dependent on whether the super- charging device is connected to the clutch side or clutch opposite side of the engine, are also evident from Fig. 3 and 4, which show an internal combustion engine 10’ with an engine 11 in inline design, in which the supercharging de- vice 13’ in contrast with the exemplary embodiment of Fig. 1 and 2 is not con- nected to the clutch side of the engine 11, but rather to the clutch opposite side 30 of the engine 11.

In Fig. 3 and 4, same reference numbers are used for same assem- blies as in Fig. 1 and 2, wherein for modular system modules of the super- charging device 13 of the engine 10’ of Fig. 3 and 4, which with the engine in inline design are dependent on whether the supercharging device is connected to the clutch side or to the clutch opposite side, a reference number provided with an apostrophe is used. Hence it follows from a comparison of the internal combustion engine 10 of Fig. 1 and 2 with the internal combustion engine 10° of Fig. 3 and 4 that for the supercharging devices 13, 13’ eight modular system modules of the supercharging devices 13, 13’ are identical and four modular system modules of the supercharging devices 13, 13 are dependent on whether the supercharging device is connected to the clutch side or the clutch opposite side of the engine 11.

As already explained above, for an engine in inline design, the charge air cooler housing 24, 24’ which defines the interface of the super- o charging device to the engine on the charge air side and the exhaust manifold S on the engine side which is not shown, which defines an interface of the su- > percharging device to the engine on the exhaust side, are independent of 7 whether the supercharging device is connected to the clutch side or the clutch © 30 opposite side of the engine. E Furthermore, for the engine in inline design, the exhaust manifold N 21, 21 extending between the high-pressure turbocharger 16 and the low- 3 pressure turbocharger 15 is dependent on whether the supercharging device = 13, 13’ is connected to the clutch side or clutch opposite of the engine. N 35 By contrast, for an engine in inline design the air intake element 23, which defines an interface of the supercharging device to the environment onthe charge air side, and the exhaust manifold 22 on the environment side, which defines the interface 23 of the supercharging device to the environment on the exhaust side, are independent on whether the supercharging device is connected to the clutch side or clutch opposite of the engine. Furthermore, for mention in inline design, the high-pressure turbo- charger 16, the low-pressure turbocharger 15, the charge air coolers 25 and 27, the water box 28 and the air duct 26 from the charge air cooler housing 24, 24’ to the high-pressure turbocharger 16 are independent of whether the su- percharging device is connected to the clutch side or to the opposite side of the engine. The modular system according to the invention for the super- charged internal combustion engines or the modular system for the super- charging devices according to the invention of such internal combustion en- gines furthermore allows the use of a multiplicity of equivalent parts or identical modular system modules for an engine in V-design which are employed in an engine in inline design.

Thus, Fig. 5 shows an internal combustion engine 10” with an en- gine 11” in V-design, the cylinders 12 of which are grouped in two cylinder banks, which stand at a V-angle with respect to one another. For the engine 11” in V-design, a high-pressure turbocharger 16 and a low-pressure turbo- charger 15 each are employed for each cylinder bank, wherein for the engine 11” in V-design these two turbochargers 15, 16 are identical to the turbo- chargers 15, 16 which are employed in an engine in inline design. Further- more, on an engine 11” in V-design, in particular the charge air cooler hous- ings 24, 24’ with the charge air coolers 25, 27, the exhaust manifolds on the engine side and the exhaust manifolds 21, 21°, the air intake elements 23 and o the air ducts from the charge air cooler housings 24, 24’ to the turbochargers O of the engine in inline design are identically employed. > However, for an engine 11” in V-design, an exhaust manifold 22” on ? the environment side which is adapted to the V-design is kept ready, in which S 30 the exhaust gas can be conducted from both low-pressure turbochargers 15. E On an engine 11” in V-design, this exhaust manifold 22” on the environment N side is independent of whether the supercharging device 13” is connected to 3 the clutch side or to the clutch opposite side of the engine 11” in V-design. = Furthermore, for an engine 11” in V-design, a water box 28” which is N 35 adapted to the V-design is employed, which according to Fig. 5 extends below both the charge air cooler housings 24, 24 which can also be used in an en-

gine in inline design, wherein this water box 28”, which is adapted to the en- gine 11” in V-design, is independent of whether the supercharging device 13” is connected to the clutch side or to the clutch opposite side of the engine 11”. With the modular system according to the invention, a multiplicity of modular system modules are thus employed for an engine 11 in inline design, which for an engine in inline design are independent of whether the super- charging device 13, 13' to be connected to the engine in inline design is to be connected on the clutch side 29 or the clutch opposite side 30 of the engine

11. In the shown exemplary embodiment, at least eight modular system mod- ules can be kept in stock for an engine in inline design independently of whether the supercharging device is to be mounted to the clutch side or clutch opposite side. A lower number of modular system modules, namely in the pre- ferred embodiment variant, merely four modular system modules are depend- ent for an engine 11 in inline design as to whether the supercharging device is connected to the clutch side 29 or clutch opposite side 30 of the engine. For an engine 11” in V-design, merely two additional modular system modules have to be kept ready which are also adapted to the V-design, wherein these two modules 22” and 28” described above are independent of whether the super- charging device 13” is to be connected to the clutch side or clutch opposite side. Fig. 6 shows a further development of the invention for the internal combustion engine 10’ of Fig. 3 and 4, in which an SCR-catalytic converter 31 is connected to the supercharging device 13 as a further modular system module of the modular system, namely in such a manner that exhaust gas which leaves the high-pressure turbine 16 is initially conducted via the SCR- o catalytic converter 31 before the exhaust gas reaches the region of the low- S pressure turbocharger 15. > This SCR-catalytic converter 31 is independent of whether an en- 7 gine 11 in inline design or an engine 11” in V-design is present, and independ- © 30 ent of whether the supercharging device is to be connected to the clutch side E 29 or clutch opposite side 30 of the respective engine. N Accordingly, with the present invention, modular systems for super- 3 charged internal combustion engines and supercharging devices are pro- = posed, which make it possible to keep a multiplicity of identical modular system N 35 modules in stock for engines in inline design and for engines in V-design and for the different connection possibilities of the supercharging device on theclutch side and on the clutch opposite side, as a result of which it is possible to reduce assembly variants, keep training requirements for customers low and furthermore utilise existing calculation and test results during the new devel- opment of engines.

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Claims

1. A modular system for supercharged internal combustion engines, with engines (11, 11”), comprising cylinders (12), wherein com- pressed charge air can be fed to the cylinders (12) of the respective engine via acharge air line leading to the cylinders, and wherein exhaust gas can be dis- charged from the cylinders (12) of the respective engine via an exhaust line leading away from the cylinders; with supercharging devices (13, 13', 13"), which comprise at least one exhaust gas turbocharger (15, 16), wherein the or each exhaust gas tur- bocharger (15, 16) of the respective supercharging device exhaust gas dis- charged from cylinders of the respective engine can be expanded and energy extracted in the process can be utilised for compressing the charge air to be fed to the cylinders of the respective engine; wherein the supercharging devices (13, 13, 13%) can be used in both of an engine (11) in inline design and engine (11”) in V-design, and can be assembled from multiple modular system modules, namely in such a man- ner that for an engine (11) in inline design a charge air cooler housing (24, 24'), which defines an interface of the supercharging device to the engine on the charge air side, and an exhaust manifold on the engine side, which defines an interface of the supercharging device to the engine on the exhaust side, are dependent on whether the supercharging device is connected to the engine on a clutch side (29) or a clutch opposite side (30) of said engine, whereas an air intake element (23), which defines an interface of the supercharging device to the environment on the charge air side and an exhaust manifold (22) on the o environment side, which defines an interface of the supercharging device to S the environment on the exhaust side, are independent of whether the super- O charging device is connected to the engine on the clutch side (29) or the clutch 0 opposite side (30) of said engine; Ir 30 for an engine (11”) in V-design the charge air cooler housing (24, E 24'), the exhaust manifolds on the engine side and the air intake elements (23) S of the engine in inline design are employed, and an exhaust manifold (22”) on O the environment side which is adapted to the V-design is employed. N

2. A modular system for supercharging devices, wherein the super- charging devices can be used in both of an engine (11) in inline design andengine (117) in V-design, and can be assembled from multiple modular system modules namely in such a manner that for an engine (11) in inline design a charge air cooler housing (24, 24'), which defines an interface of the supercharging device to the engine on the charge air side, and an exhaust manifold on the engine side, which defines an interface of the supercharging device to the engine on the exhaust side, are independent of whether the supercharging device is connected to an engine on a clutch side (29) or a clutch opposite side (30) of said engine, whereas an air intake element (23), which defines an interface of the supercharging device tothe environment to the charge air side, and an exhaust manifold (22) on the environment side, which defines an interface or the supercharging device to the environment on the exhaust side, are independent of whether the super- charging device is connected to the engine on the clutch side (29) or the clutch opposite side (30) of said engine; for an engine (11) in V-design the charge air cooler housings (24, 24') the exhaust manifolds on the engine side and the air intake elements (23) of the engine in inline design are employed, and an exhaust manifold (22”) on the environment side is which adapted to the V-design and a water box (28”) which is adapted to the V-design are employed.

3. The modular system according to Claim 1 or 2, characterized in that for an engine (11”) in V-design the position of the exhaust manifold (22) on the environment side is independent of whether the supercharging device is connected to the engine on a clutch side or a clutch opposite side of said en- gine.

4. The modular system according to any one of Claims 1 to 3, char- N acterized in that for an engine (11) in inline design with a supercharging device N comprising in particular a high-pressure turbocharger (16) and a low-pressure S turbocharger (15) the or each turbocharger (15, 16), the or each charge air 2 cooler (25, 27), a water box (28) and if appropriate an air duct (26) from the = 30 charge air cooler housing (24, 24’) to the high-pressure turbocharger (16) are a furthermore independent of whether the supercharging device (13, 13’) is con- 2 nected to the engine on the clutch side (29) or the clutch opposite side (30) of < the respective engine (11, 11°). N

5. The modular system according to Claim 4, characterized in that foranengine (11, 11’) in inline design an exhaust manifold (21, 21’) extendingbetween the high-pressure turbocharger (16) and the low-pressure turbo- charger (15) and if appropriate an air duct from the low-pressure turbocharger (15) to the charge air cooler housing (24, 24’) are independent of whether the supercharging device (13, 13’) is connected to the engine on the clutch side (29) or the clutch opposite side (30) of the respective engine (11, 11°).

6. The modular system according to Claim 4 or 5, characterized in that for an engine (117) in V-design, the or each turbocharger (15, 16), the or each charge air cooler (25, 27) and if appropriate the air duct (26) from the charge air cooler housing (24, 24’) to the high-pressure turbocharger (16) for the engine in inline design are employed.

7. The modular system according to Claim 6, characterized in that for an engine (11°) in V-design a water box (28”) which is adapted to the V- design, is independent of whether the supercharging device (13”) is connected to the engine on a clutch side or a clutch opposite side of said engine.

8. An internal combustion engine in modular design, with an engine (11, 117), which comprises cylinders (12), wherein compressed charge air can be fed to the cylinders via a charge air line leading to said cylinders, and wherein exhaust gas can be discharged from the cylinders via an exhaust line leading away from said cylinders, and with a supercharging device (13, 13’, 137), which comprises at least one exhaust gas turbocharger, wherein in the or each exhaust gas turbocharger exhaust gas which is discharged from cylinders can be expanded and energy which is extracted in the process can be utilised for compressing the charge air to be fed to the cylinders, characterized in that the supercharging device (13, 13’,13”) can be used in both of an engine (11) in o 25 inline design and engine (11°) in V-design, and is assembled from multiple S modular system modules, namely in such a manner that for an engine (11) in > inline design a charge air cooler housing (24, 24’), which defines an interface ? of the supercharging device to the engine on the charge air side, and an ex- S haust manifold on the engine side, which defines an interface of the super- E 30 charging device to the engine on the exhaust side, are dependent on whether N the supercharging device is connected to the engine on a clutch side (29) ora 3 clutch opposite side (30) of said engine, whereas an air intake element (23) = which defines an interface of the supercharging device to the environment on N the charge air side, and an exhaust manifold (22) on the environment side, which defines an interface of the supercharging device to the environment onthe exhaust side, are independent of whether the supercharging device is con- nected to the engine on the clutch side (29) or the clutch opposite side (30) of said engine, and in that for an engine (117) in V-design the charge air cooler housings (24, 24’), the exhaust manifolds on the engine side and the air intake elements (23) of the engine in inline design are employed, and an exhaust manifold (22”) on the environment side which is adapted to the V-design is employed.

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