DE102013210116B3 - Internal combustion engine and method for operating an internal combustion engine - Google Patents

Abstract

The invention relates to an internal combustion engine (1), in particular a reciprocating piston internal combustion engine, with at least one combustion chamber (3), a fuel reservoir (11) for a fuel (12), and with a first fluid connection (13) between the fuel reservoir (11) and the Combustion chamber (3), an evaporator (15) being arranged along the first fluid connection (13) and a reformer (17) being arranged downstream of the evaporator (15), so that a reformate generated by the reformer (17) can be fed to the combustion chamber (3) . It is provided that a branch (19) between the evaporator (15) and the reformer (17) opens into the first fluid connection (13), the branch (19) being in fluid connection with the combustion chamber (3), and that the Internal combustion engine (1) has a valve device (23) which comprises at least one actuator (20) arranged in the first fluid connection (13) downstream of the reformer (17) and / or in the branch (19), so that one of the combustion chambers (3) fuel composition (22) supplied by the first fluid connection (13) and / or the branch (19) can be influenced by means of the valve device (23).

Description

The invention relates to an internal combustion engine, in particular a reciprocating internal combustion engine according to the preamble of claim 1, and a method for operating an internal combustion engine according to claim 9.

From the US patent US Pat. No. 7,263,967 B2 goes out an internal combustion engine with at least one combustion chamber and with a fuel reservoir. In this case, a first fluid connection between the fuel reservoir and the combustion chamber is provided, wherein along the first fluid connection, an evaporator and downstream of the evaporator, a reformer is arranged. The combustion chamber can be supplied with a reformate produced by the reformer. The internal combustion engine is operated essentially with untreated fuel. In certain operating states, however, it is possible to additionally supply reformate to the combustion chamber in order to positively influence its operating behavior. However, there is - as with other known internal combustion engines - the fundamental problem that an engine concept selected for the engine is dependent on the fuel used, or conversely an internal combustion engine having a specific engine concept, essentially only one or a few selected Fuel types can be operated. For example, it is generally not possible to run auto-ignition internal combustion engines with gasoline, while conversely it is generally not possible to run spark-ignition internal combustion engine with diesel. Another fundamental problem is that the quality of the offered fuel varies widely worldwide. Modern engines often require a certain minimum quality of fuel, which can not be guaranteed everywhere in a worldwide use. A correspondingly shortened life or damage to the internal combustion engine are the result. Another problem is that emissions of the internal combustion engine are dependent both on the fuel used and on the engine concept used. Especially in gas engines there is the problem of so-called methane slip, with unburned methane with the exhaust gas enters the atmosphere. Methane is a much more climate-relevant gas than carbon dioxide. At the time of the US Pat. No. 7,263,967 B2 known internal combustion engine still has the disadvantage that the composition of the reformate is hardly or at least not readily varied.

The invention has for its object to provide an internal combustion engine and a method for operating the same, in which the disadvantages mentioned do not occur. In particular, the internal combustion engine should be able to be operated independently of a currently available fuel supply with quasi arbitrary fuels. Furthermore, the internal combustion engine should work independently of the quality of the fuel used, in particular, without suffering damage or having a shortened service life. The emissions of the internal combustion engine should preferably be independent of the fuel used. Finally, in particular, a methane slip of the internal combustion engine, if it is operated with gas, to be reduced or even avoided as far as possible.

The object is achieved by providing an internal combustion engine having the features of claim 1. This is characterized in that in the first fluid connection, a branch between the evaporator and the reformer opens. The branch is in fluid communication with the combustion chamber. In addition, the internal combustion engine has a valve device, which comprises at least one in the first fluid connection downstream of the reformer and / or at least one arranged in the branch actuator, so that one of the combustion chamber through the first fluid connection and / or the branch supplied fuel composition influenced by the valve means, is preferably controllable. The combustion chamber is thus not only supplied to the reformate produced by the reformer, but also via the diversion of the vaporized in the evaporator and at the same time preferably at least partially cracked fuel, thus on the one hand on the first fluid connection and on the other hand via the branch different fuel compositions. By means of the valve device, it is possible to influence the fuel composition ultimately supplied to the combustion chamber, in particular to determine which portion thereof is supplied on the one hand from the first fluid connection and on the other hand via the branch. The chemistry of the fuel composition which is supplied to the combustion chamber can thus be influenced, preferably controlled.

As a result, the internal combustion engine is independent of the offered, stored in the fuel reservoir fuel, because of the evaporator on the one hand and the reformer on the other hand quasi from arbitrary fuels for the combustion in the combustion chamber favorable fuel composition can be prepared.

If a methane-containing gas is used as the fuel, the methane slip of the internal combustion engine is reduced or even absent, because only a small amount of methane or even no more methane gets into the combustion chamber. Of the Namely fuel is at least partially, possibly completely, processed via the evaporator on the one hand and the reformer on the other hand, whereby on the one hand, the methane content in the fuel is reduced. On the other hand arise in the treatment substances that are more fuel-efficient than methane, for example, in the hydrogen and carbon monoxide reforming, so that a reaction rate and in particular a flame speed is increased in the combustion chamber. From the still remaining in the combustion chamber methane content then a greater proportion is implemented, as would be the case with a pure combustion of methane. The two effects thus work together to reduce the methane slip.

The internal combustion engine is also independent of fluctuating fuel quality, because the fuel is treated via the evaporator on the one hand and the reformer on the other hand, so that the combustion chamber in particular can be supplied from the originally used fuel quality substantially independent fuel composition.

Thus, finally, the emissions are independent of the fuel used on the one hand and of the engine concept used on the other hand, because the fuel composition can always be adapted to the specific conditions present, it being possible to keep the emissions substantially constant.

It is understood that the invention is not limited to internal combustion engines which eliminate the disadvantages described herein or solve problems. These serve rather to describe advantageous embodiments and the illustration of advantages of embodiments of the invention.

In one embodiment, it is provided that the internal combustion engine comprises only one in the first fluid connection downstream of the reformer arranged actuator. Thus, it is preferably possible to vary the proportion of reformate in the fuel composition of at least 0% to a maximum value, which also depends on the specific configuration of the branch. The actuator is preferably arranged in the vicinity of the combustion chamber.

In an alternative embodiment, it is possible that the valve means comprises only one actuator arranged in the branch. This makes it possible to vary the proportion of the vaporized and at least partially cracked fuel that has not yet been reformed, from at least 0% to a maximum proportion, wherein the highest proportion depends in particular on the specific embodiment of the first fluid connection. It is possible that the actuator is arranged in the region of the mouth of the branch in the first fluid connection, thus the mouth side, or combustion chamber side, thus in the vicinity of the combustion chamber. It is possible that the actuator is designed as an injector.

An embodiment is also preferred in which the valve device comprises an actuator both in the first fluid connection and in the branch. Thus, it is possible to vary both the proportion of reformate having the fuel composition from at least 0% to at most 100%, as well as the proportion of evaporated and at least partially cracked fuel which has not passed the reformer of at least 0%. to vary at most 100%. The corresponding embodiment is therefore particularly flexible. Again, it is possible that the actuator, which is arranged in the branch, is arranged on the outlet side or combustion chamber side.

It is possible for at least one actuator to be designed as an injector, wherein a separate injector is preferably provided for each type of fuel, ie the fuel type conveyed along the branch, and the fuel type conveyed along the first fluid connection. Alternatively, it is also possible that the branch and the first fluid connection are brought together upstream of the combustion chamber, wherein preferably in the region of the merger, an actuator for varying the fuel composition is arranged. This may be a mixing element, by which the various types of fuel are miscible with each other. It is possible that the embodiment has only one mixing member in the region of the merge, wherein the mixing member is thus arranged quasi at the same time in the first fluid connection as well as in the branch.

A preferred embodiment of the internal combustion engine comprises a control unit, which is operatively connected to the valve device for controlling the fuel composition, which is supplied to the combustion chamber. Thus, the fuel composition can be influenced by means of the control unit mediated via the valve device. Preferably, the control unit has an input for detecting at least one operating parameter of the internal combustion engine. It is preferably designed and set up such that it can vary the fuel composition by means of the valve device as a function of the at least one operating parameter.

It is also preferred an internal combustion engine, which is characterized by a second fluid connection, wherein the second fluid connection extends between the fuel reservoir and the combustion chamber, and wherein along the second fluid connection, a pyrolysis device is arranged. In the pyrolysis device, the fuel delivered from the fuel reservoir is pyrolyzed, wherein the combustion chamber along the second fluid connection, a pyrolysate of the fuel is supplied. In this case, the term "pyrolysis" preferably refers to a thermochemical cleavage of the fuel, wherein a bond breaking is forced within a large molecule by a temperature of preferably at least 500 ° C to at most 900 ° C, whereby smaller molecules are formed. The pyrolysis is preferably carried out exclusively under the action of heat and without additionally supplied oxygen. As a result, the operation of the pyrolysis device differs significantly from the operation of the reformer, in which the vaporized and preferably at least partially cracked fuel under the action of oxygen, in particular to synthesis gas, ie a mixture of hydrogen and carbon monoxide, implemented.

Accordingly, a third type of fuel, namely pyrolyzed fuel, can be supplied along the second fluid connection by means of the pyrolysis device of the combustion chamber, additionally or alternatively to the vaporized and at least partially cracked and to the reformed fuel. In this way, the fuel composition supplied to the combustion chamber as a whole is even more flexibly selectable, and in particular even more flexibly adaptable to concrete conditions such as, for example, at least one operating parameter of the fuel machine, the offered fuel, the fuel quality and / or other conditions.

Preferably, the valve device has at least one actuator arranged in the second fluid connection, so that a fuel composition supplied to the combustion chamber by the first fluid connection, the branch and / or the second fluid connection can be influenced, preferably controlled, by means of the valve device. It is also an embodiment possible in which only in the first fluid connection, an actuator is provided. Likewise, an embodiment is possible in which an actuator is provided only in the branch. Furthermore, an embodiment is possible in which an actuator is provided only in the second fluid connection. An embodiment is also possible in which in each case one actuator is provided in two fuel lines, for example in the first fluid connection and in the branch, while in the third fuel line, here for example in the second fluid connection, no actuator is provided. Any permutations are possible. Finally, an embodiment is possible in which an actuator is provided in each of the fuel line. It is possible that at least one of the actuators is designed as an injector. In particular, it is possible that a separate injector is provided for each type of fuel. Alternatively, it is possible that an injector for at least two types of fuel is provided in common, wherein at least two fuel lines open into a supply line to the injector, and wherein preferably a mixing member is provided in order to mix the two types of fuel.

The term "fuel type" is used here and below for the various mixtures of substances which can be fed to the combustion chamber individually or in combination with one another. Thus, the reformate conveyed along the first fluid connection is referred to as a fuel type. Likewise, the vaporized by the evaporator and at least partially cracked fuel is referred to as fuel. Furthermore, the fuel pyrolyzed by means of the pyrolysis device is referred to as fuel type. Finally, the untreated fuel is referred to as fuel type. Furthermore, the term "fuel line" is generally used for the fluid paths along which fuel or a type of fuel is supplied to the combustion chamber. Thus, the first fluid connection is referred to as a fuel line. The branch is also referred to as fuel line. The second fluid connection is also referred to as fuel line. Finally, the third fluid connection is referred to as a fuel line. Accordingly, the various mixtures of substances that can be supplied to the combustion chamber are designated by the term "fuel type" in general, while the various fluid paths are designated by the term "fuel line" in general.

The pyrolysis device comprises in a preferred embodiment, an electric heater. Alternatively or additionally, it is possible that the pyrolysis device is heated by exhaust gas of the internal combustion engine, wherein an exhaust branch to the pyrolysis device is provided, and wherein the pyrolysis device preferably has a heat exchanger which is in fluid communication with the exhaust branch and so can be flowed through by the hot exhaust gas. Heat energy comprised by the exhaust gas stream can be taken from the exhaust gas flow by means of the heat exchanger and fed to the pyrolysis device. It is possible that the pyrolysis device is heated depending on an operating state of the internal combustion engine by means of the electric heater and / or via the exhaust branch.

An internal combustion engine is also preferred which, alternatively or in addition to the second fluid connection, has a third fluid connection between the fuel reservoir and the combustion chamber. In this case, the combustion chamber via the third fluid connection untreated fuel from the fuel reservoir can be fed. Thus, no fuel treatment device is preferably provided along the third fluid connection, optionally with the exception of a filter device in order to filter the fuel. The third fluid connection increases the flexibility of the internal combustion engine, in particular with regard to the supply of fuel and the quality of the fuel.

The valve device preferably has at least one actuator in the third fluid connection. One of the combustion chamber through the first fluid connection, the branch, the second fluid connection and / or the third fluid connection supplied fuel composition can be influenced by means of the valve device, preferably controllable.

In a preferred embodiment, only one of the fuel lines has an actuator. In another embodiment, exactly two fuel lines on an actuator, with any permutations are conceivable. In a further embodiment, exactly three fuel lines have an actuator, wherein any permutations are conceivable. Finally, in another embodiment, all of the fuel lines include actuators, in particular, in one embodiment, the first fluid connection, the branch, the second fluid connection, and the third fluid connection, with maximum flexibility with respect to the variable fuel composition. It is possible that at least one actuator is designed as an injector. It is possible that each type of fuel is assigned its own injector. Alternatively or additionally, it is possible that a common injector is assigned to all or selected fuel types, with correspondingly different fuel lines leading into a feed line of the injector in at least one opening region. In this case, preferably at least one mixing element is provided in the at least one opening region in order to be able to control the fuel composition flowing into the supply line.

Of course, it is possible that at least one injector or different injectors are provided, wherein in addition to the injectors at least one actuator, preferably a plurality of actuators are provided.

It is also preferred an internal combustion engine, which is characterized in that it has at least one injector. In one embodiment, it is possible that the injector is designed as a single-point injector for fuel injection in a common intake manifold. This is called a so-called single-point injection (Single Point Injection), in which case preferably a plurality of combustion chambers, a common intake manifold (manifold) is assigned, and wherein the injection takes place upstream of a branching into the individual combustion chambers in the common intake manifold.

Alternatively or additionally, it is possible for the injector to be designed as a multipoint injector for injection into an intake manifold assigned to the combustion chamber. This is referred to as a so-called multi-point injection, wherein the fuel or the fuel composition is injected downstream of the common intake manifold in one of the respective combustion chamber individually associated, leading to the combustion chamber intake manifold upstream of the combustion chamber.

Alternatively or additionally, it is possible that the injector is designed as a direct injector for the direct injection of fuel or a fuel composition into the combustion chamber. This is responsive to a so-called Direct Injection in which the fuel or fuel composition is injected directly into the combustion chamber through the injector.

Alternatively or additionally, it is also possible for the injector to be injected as a pre-chamber injector for injecting the fuel or the fuel composition into an antechamber which is provided for ignition assistance for combustion in a main combustion chamber. However, it is readily possible to dispense with an antechamber in the internal combustion engine proposed here.

An internal combustion engine which has at least two different injectors of the type discussed here is also preferred. Particularly preferred is an embodiment in which a single-point injector, a multi-point injector and a direct injector are provided. Thus, not only is it possible to vary the fuel composition supplied to the combustion chamber, but it is also possible to vary the location of the injection, or preferably to inject different fuel compositions at different locations. This means maximum flexibility with regard to the operation of the internal combustion engine.

The at least one injector is preferably operatively connected to the control unit of the internal combustion engine and is so far particularly controlled as a function of at least one operating parameter of the brake motor. In this way, it is particularly preferably possible, the Fuel composition and at the same time to control the type and location of their injection depending on at least one operating parameter of the internal combustion engine.

It is possible that a separate injector is provided for each type of fuel, wherein it is additionally or alternatively possible that for at least one type of fuel different injectors are provided for injecting the fuel at different locations. It is also possible that an injector different types of fuel or a mixture of different types of fuel is / can be fed. It is particularly possible that at least one injector is designed as a dual-fuel injector (Dual Fuel Injector), by means of such an injector two different types of fuel, for example in the context of a pilot injection on the one hand and a main injection on the other hand or even alternately, for example in the context of a pilot injection or can be injected in the context of a main injection.

An internal combustion engine is preferred, which is characterized in that the at least one injector has a feed line into which the first fluid connection, the branch, the second fluid connection and / or the third fluid connection opens / open. It is therefore possible that only one of the fuel lines opens into the supply line, so that the injector is permanently assigned. Alternatively, it is possible that at least two of the fuel lines open into the supply line. It is also possible that three fluid connections lead into the supply line, wherein any permutations are possible. Finally, it is possible that all four fuel lines open into the supply line.

Preferably, the valve device has at least one valve member arranged in the supply line, so that different types of fuel or fuel compositions can be fed to the injector. By means of the valve member, at least one fuel line is preferably releasable or lockable, wherein preferably discrete or continuous intermediate stages between a complete release or a complete blocking are possible. Alternatively or additionally, it is possible for the valve device to comprise at least one mixing element arranged in the feed line, as a result of which different types of fuel or fuel compositions can be supplied to the injector. By means of a mixing member, it is preferably possible to mix different types of fuel from different fuel lines with each other. In this case, preferably a mixing ratio can be predetermined by means of the mixing member.

It is also preferred an internal combustion engine, which is characterized in that the evaporator comprises a catalyst for the partial partial oxidation of the fuel. The function of the evaporator goes beyond a pure evaporation of the fuel. A preferred embodiment of the evaporator has in particular a preferably provided on an outer wall thereof fleece, which is impregnated with fuel. The outer wall and / or the fleece is / are heated, so that in particular volatile volatile fuel components evaporate. The catalyst in the evaporator is preferably provided by means of which the vaporized, readily volatile fuel components are catalytically reacted, in particular partially oxidized. In turn, this heat of reaction is released, by which the heavier-volatile fuel components are evaporated from the nonwoven. In addition, the fuel is preferably at least partially cracked by the released heat of reaction. In this case, the cracked portion of the fuel used initially can be from at least 0% to at most 100%.

Thus, the fuel composition exiting the evaporator has, in particular, components selected from a group consisting of: vaporized, untreated fuel fractions, partially oxidized fuel, and cracked fuel. In the case of partial oxidation, the reaction products are in particular oxidized and unoxidized hydrocarbons, for example formaldehyde, acetaldehyde or alcohols, and also carbon monoxide and hydrogen. When cracking especially longer-chain hydrocarbons are converted into those with shorter chain length. The vaporized, untreated fuel constituents include, in particular, heavy-volatile fuel constituents. Depending on the design and operation of the evaporator, it is also possible that the fuel composition leaving the evaporator also includes untreated, unvaporized fuel components.

The fuel composition leaving the evaporator may be supplied via the branch of the combustion chamber. Thus, the combustion chamber here is a first type of fuel with a predetermined by the evaporator, its operating mode and the fuel used chemistry fed.

An internal combustion engine is preferred, which is characterized in that the reformer is designed for catalytic partial oxidation. In this case, the fuel composition supplied by the evaporator is preferably essentially converted to synthesis gas, that is to say to a gas mixture of hydrogen and carbon monoxide. Suitable catalyst materials for the catalytic partial oxidation are particularly suitable Catalyst coatings, preferably noble metal-containing or non-noble metal materials, preferably titanium and / or tin possible.

Alternatively, it is possible that the reformer is designed for thermal partial oxidation. Further, it is alternatively or additionally possible that the reformer is designed as an autothermal reformer. Also in the types of reformer mentioned here, the fuel composition fed to the reformer is preferably substantially converted to synthesis gas.

The reformate, and thus the fuel composition formed by the reformer, leaves it along the first fluid connection in the direction of the combustion chamber. Thus, along the first fluid connection, the combustion chamber can be supplied with a second fuel type provided by the reformer, which essentially comprises synthesis gas, thus a gas mixture of hydrogen and carbon monoxide. In this case, just hydrogen is particularly combustible and has a high flame velocity, which increases the efficiency of implementation in the combustion chamber. In this case, the combustion chamber is advantageously supplied to a hydrogen-rich fuel composition, in particular when the internal combustion engine is still cold. The high flame speed in the hydrogen-containing mixture has a favorable effect on the reaction rate of the combustion even with a cold internal combustion engine. It is possible that the proportion of hydrogen, which is supplied to the combustion chamber, is reduced at operating-warming internal combustion engine.

Finally, an internal combustion engine is preferred, which is characterized in that it is designed as a self-igniting internal combustion engine. In this case, the internal combustion engine works particularly preferably according to the diesel combustion method, that is to say by compression ignition. The ignition time is controlled in particular by injecting a fuel composition into the combustion chamber, wherein the combustion chamber comprises precompressed charge air.

Alternatively, an internal combustion engine is preferred, which is designed as spark ignition internal combustion engine. The internal combustion engine operates in this case, in particular according to the Otto combustion process, wherein a combustible mixture in the combustion chamber by an ignition device, in particular a spark plug, which generates a spark is ignited. The ignition is determined by the spark ignition, in particular by the triggering of the spark.

Alternatively, it is possible for the internal combustion engine to operate on the principle of an internal combustion engine igniting by ignition. In this case, a combustible mixture is placed in the combustion chamber and compressed. The ignition is determined by injection of a igniting in the compression heat fuel composition, thus a so-called ignition.

Alternatively, an internal combustion engine which is designed as an HCCI internal combustion engine and / or as a PCCI internal combustion engine is preferred. An HCCI internal combustion engine operates on the principle of compression ignition of a homogeneous charge (Homogeneous Charge Compression Ignition). In a certain way, the principles of the gasoline engine and the diesel engine are combined. The combustion chamber is supplied with a homogeneous mixture, which is ignited by compression in the combustion chamber. This results in particular advantages in terms of the efficiency and emissions of the internal combustion engine. However, the ignition timing is difficult to control in the HCCI combustion process. Therefore, HCCI engines preferably only operate in certain load ranges in the HCCI combustion process, while they work in other load ranges - partly depending on the fuel used - according to other combustion processes, for example according to the diesel process or the Otto principle. The internal combustion engine can alternatively or additionally be operated as a PCCI internal combustion engine, in which case a partially premixed charge is ignited by compression ignition and injection of an ignitable fuel composition (premixed charge compression ignition). This method allows a better control of the combustion, in particular of the ignition timing, than the HCCI method, but in particular also has very good emission values.

It is also possible that the internal combustion engine is operated with a variable ignition method. In particular, depending on a load point of the internal combustion engine, that is, for example, at partial load or at full load, different combustion methods and / or ignition mechanisms can be used. Mixed firing processes are also possible.

Finally, it is also possible that the internal combustion engine is designed as operating after the Miller cycle internal combustion engine. In this case, the charge is supplied to the combustion chamber under high pressure with the intake valve kept open over a predetermined range of the compression stroke.

The internal combustion engine preferably has a turbocharger or a compressor. In this case, a turbocharger comprises a compressor, which is acted upon by a turbine acted upon by the exhaust gas flow is driven. A compressor has a compressor that is driven by the crankshaft of the internal combustion engine.

A preferred embodiment of the internal combustion engine comprises an exhaust gas recirculation path and preferably a control device for controlling an amount of exhaust gas supplied via the exhaust gas recirculation path of the charge air.

The internal combustion engine is preferably operable independently of the available fuel, and thus preferably with each possible fuel. It can therefore - depending on the supply of fuel - with diesel, gasoline, biodiesel, ethanol, methanol, a higher alcohol, ether, especially dimethyl ether, natural gas, biogas, special gas, lean gas or any other fuel operated. It can be used fuels with different sulfur content, especially fuels with high sulfur content, such as marine fuels such as heavy oil or marine residual oil (Marine Residual Fuel Oil, MFO). This is possible because the fuel composition ultimately supplied to the combustion chamber is highly flexible and can be controlled independently of the fuel originally present in the fuel reservoir.

The internal combustion engine preferably has only one fuel reservoir. However, it is possible for the engine to include different fuel reservoirs for fuels having different states of aggregation under normal conditions. However, there is no need for an additional tank for another fuel, as is the case for example in known internal combustion engines, in which a reformer a separately stored fuel is supplied, which is different from a fuel used mainly.

Particularly preferably, the internal combustion engine is free of an antechamber. The at least one combustion chamber of the internal combustion engine therefore preferably has no prechamber. It is readily possible to operate the internal combustion engine proposed here without prechamber.

Due to the flexible choice of the fuel composition, it is possible in particular for the internal combustion engine to drive an HCCI and / or PCCI combustion process not only in part-load operation, but rather in the entire map range. Alternatively or additionally, high compression rates are possible.

The internal combustion engine can be used for example for driving land, water or air vehicles. In particular, it is possible for the internal combustion engine to be used to drive mining vehicles, for example dump trucks, heavy agricultural machines, trains, for example in a railcar or a locomotive, or in ships. Also, a drive provided for defense vehicles, such as tanks, by means of the internal combustion engine is possible. Depending on the specific application, the internal combustion engine can be coupled to a generator for generating electrical energy. A stationary use of the internal combustion engine, for example for power supply, especially in continuous load operation, in peak load operation or in emergency power operation, is possible. In particular, it is possible to use the internal combustion engine in a combined heat and power plant. Furthermore, the use of the internal combustion engine for operating ancillaries in stationary areas, for example for driving fire pumps on oil rigs, possible. A variety of other applications for the internal combustion engine is conceivable.

The object is also achieved by providing a method with the steps of claim 9. In the method of operating an internal combustion engine, a fuel in an evaporator is vaporized and preferably at least partially cracked. It is possible that the cracked portion of the originally used fuel from at least 0% to at most 100%. The vaporized and preferably at least partially cracked fuel is at least partially reformed in a reformer. This means, on the one hand, that it is possible to vary the proportion of the fuel treated by the evaporator to the reformer, it being possible to supply to the reformer at least 0% to at most 100% of the fuel treated by the evaporator. On the other hand, this means that, if necessary, the supplied to the reformer, treated by the evaporator fuel is not completely reformed, but that it is possible that an unreformed part leaves the reformer quasi untreated. A combustion chamber of the internal combustion engine is supplied with a fuel composition, wherein the content of the fuel composition is varied on vaporized and preferably at least partially cracked fuel on the one hand, and on reformed fuel, depending on at least one operating parameter of the internal combustion engine. Thus, the combustion chamber can be supplied with a fuel composition whose components can be taken from the evaporator on the one hand and the reformer on the other hand variably. In this way, the chemistry of the fuel composition supplied to the combustor is flexibly adjustable depending on the at least one operating parameter. In connection with the method, there are the advantages that already explained in connection with the internal combustion engine.

A method is also preferred which is characterized in that the fuel is additionally pyrolyzed. Accordingly, a pyrolysis device for pyrolysis of the fuel is provided in addition to the evaporator and the reformer. The content of the fuel composition supplied to the combustion chamber of vaporized and preferably at least partially cracked fuel, reformed fuel, and / or pyrolyzed fuel is varied depending on the at least one operating parameter. Thus, it is possible to more flexibly adjust the chemistry of the fuel composition because proportions of three different types of fuel could be varied in the overall composition supplied to the combustor.

A method is also preferred which is characterized in that, additionally or alternatively, a content of the fuel composition supplied to the combustion chamber to untreated fuel is varied depending on the at least one operating parameter. Thus, another type of fuel is provided, whereby the chemistry of the fuel composition is flexibly variable.

A method is also preferred which is characterized in that the fuel composition is supplied to a charge air supplied to the combustion chamber. This is possible, for example, via one or more single-point injectors. In one embodiment of the method, the fuel composition to be supplied to the combustion chamber is premixed and injected via a single-point injector into a common intake manifold. In another embodiment of the method, it is possible for a plurality of single-point injectors to be provided wherein different mixtures of fuel types or different types of fuel are injected through different single-point injectors into the common intake manifold.

Accordingly, it is alternatively or additionally possible that the fuel composition is injected through a multipoint injector or through a plurality of multipoint injectors into an intake manifold associated with the combustion chamber. Again, a premix or a separate injection of different types of fuel - as described above - possible.

Alternatively or additionally, in one embodiment of the method, the fuel composition is injected directly into the combustion chamber. In this case, it is possible for the fuel composition to be injected directly into the combustion chamber through a direct injector or through a plurality of direct injectors, wherein the fuel composition may be at least partially premixed, or different fuel types may be injected through different direct injectors.

A method is preferred in which the fuel composition is injected as a pilot injection into the combustion chamber. As part of a main injection, untreated fuel is preferably injected into the combustion chamber.

Alternatively, it is possible for a first fuel composition to be injected into the combustion chamber as part of a pilot injection, with a second fuel composition different from the first fuel composition being injected into the combustion chamber as part of a main injection. Also, multiple injections, for example additionally or alternatively a post-injection, are possible, wherein each injection event can be assigned a separate fuel composition that may be different from at least one of the other fuel compositions.

In particular, it is preferably provided to supply synthesis gas from the reformer to the combustion chamber as direct injection during a pilot injection, the synthesis gas essentially comprising hydrogen and carbon monoxide. As part of a main injection of the combustion chamber is then preferably untreated fuel, in particular diesel or gasoline supplied by direct injection.

By existing in the context of the method of freedom in the fuel composition, it is possible in particular to influence the ignitability of the fuel composition in the combustion chamber in a suitable manner, in particular depending on the at least one operating parameter of the internal combustion engine. This is particularly interesting for the use of the method for operating an HCCI internal combustion engine. Furthermore, within the scope of the method, a so-called reaction control of the combustion reaction in the combustion chamber is possible by suitably varying the fuel composition.

The internal combustion engine can be operated both with exhaust gas recirculation and without exhaust gas recirculation. In the context of the method, it is preferably possible to activate or deactivate exhaust gas recirculation, the activated exhaust gas recirculation being particularly preferably controlled or regulated.

By a suitable choice of the fuel composition, a significant pollutant reduction in the exhaust gas of the internal combustion engine is possible, this being independent of the specific fuel supply, with which the internal combustion engine is operated. In addition, the internal combustion engine can be operated with better efficiency.

If the internal combustion engine is operated with a gas, in particular with natural gas, a special gas or lean gas, a methane slip of the internal combustion engine is significantly reduced by a suitable choice of the fuel composition. Furthermore, it is possible to optimize a cold start behavior of the internal combustion engine by adjusting the chemistry of the fuel composition, which is supplied to the combustion chamber, that results in a cold start in particular a higher flame speed and an improved implementation of the fuel composition in the combustion chamber. For this purpose, it can be provided, in particular, that during a cold start, more hydrogen is introduced into the combustion chamber.

By a suitable choice of the fuel composition, it is also possible to improve a transient behavior of the internal combustion engine and in particular their behavior in load jumps, for example, by the fuel composition is enriched in a load jump to higher load with brennfreudigerem fuel, such as hydrogen.

A method is preferred in which the fuel is selected from a group consisting of diesel, biodiesel, gasoline, ethanol, methanol, a higher alcohol, ethers, in particular dimethyl ether, natural gas, biogas, special gas, lean gas, and a High sulfur fuel, preferably a marine fuel, more preferably heavy oil or marine residual oil. It is possible to operate the internal combustion engine independently of the fuel used, or to select the fuel arbitrarily, in particular from the group mentioned here. Thus, the internal combustion engine is independent of the currently available fuel supply.

Finally, a method is preferred which is characterized in that a load point of the internal combustion engine is used as the operating parameter. As operating parameters, both a load or torque requirement and a rotational speed of the internal combustion engine preferably enter into the method. This makes it possible to suitably vary the fuel composition depending on a current load point of the internal combustion engine as well as preferably also dependent on load point changes, in particular load jumps.

Alternatively or additionally, the fuel composition is varied depending on a combustion rate, or conversely, the rate of combustion in the combustion chamber is regulated by appropriate adjustment of the fuel composition. This corresponds to a reaction control by suitable adaptation of the fuel composition for controlling the combustion reaction taking place in the combustion chamber, in particular the combustion speed.

Alternatively or additionally, the fuel composition is varied depending on a combustion chamber pressure, or vice versa, the combustion chamber pressure in the combustion chamber is regulated by suitable adaptation of the fuel composition. In this way, it is possible, in particular, to influence an effective mean pressure and, at the same time, an efficiency of the internal combustion engine by varying the fuel composition.

Alternatively or additionally, the fuel composition is varied as a function of a lambda value, or, conversely, the lambda value is regulated by suitable adaptation of the fuel composition. The lambda value is the combustion air ratio, which sets the actual air mass available for combustion in relation to the at least necessary stoichiometric air mass for complete combustion. In this way, it is possible in particular always to set a suitable lambda value by varying the fuel composition, preferably as a function of the load point.

Alternatively or additionally, the fuel composition is varied depending on a value characterizing a nitrogen oxide raw emission, or, conversely, the value characterizing the raw nitrogen oxide emission is regulated by suitable adaptation of the fuel composition. In this way, it is possible in particular to comply with legal limits by varying the fuel composition.

Alternatively or additionally, it is possible to vary or regulate the fuel composition as a function of a process temperature in the combustion chamber or as a function of a temperature of the combustion chamber. In particular, the process temperature can be used as a control parameter with regard to the use of different fuels to ensure a fuel composition of constant duration. Conversely, it is also possible to control the process temperature by suitable variation of the fuel composition.

The method is preferably carried out by a control unit of the internal combustion engine.

In this context, a control device is also preferred, which is set up for carrying out a method according to one of the exemplary embodiments described above. In this case, it is possible that the method is firmly implemented in the structure of the control device, which in particular responds to an implementation of the method in the hardware of the control device. Alternatively, it is possible that a computer program is loaded into the control unit, which contains instructions on the basis of which a method according to one of the embodiments described above is performed by the control unit when the computer program is executed on the control unit.

In this context, an internal combustion engine is preferred which comprises a control device which is adapted to carry out an embodiment of the method.

The description of the internal combustion engine on the one hand and the method on the other hand are to be understood as complementary to one another. All method steps that have been explained explicitly or implicitly in connection with the internal combustion engine are preferably individually or in combination with one another method steps of a preferred embodiment of the method. Conversely, all features of the internal combustion engine that have been explicitly or implicitly described in connection with the method, preferably individually or in combination with each other characteristics of a preferred embodiment of the internal combustion engine.

The invention will be explained in more detail below with reference to the drawing. The single figure shows a schematic representation of an embodiment of an internal combustion engine.

The figure shows an embodiment of an internal combustion engine 1 , which is designed as a reciprocating engine. It includes a combustion chamber 3 that of a cylinder 5 is enclosed, in which a piston 7 is recorded repetitively. The piston 7 is over a connecting rod 9 operatively connected to a crankshaft not shown in the figure.

Preferably, the internal combustion engine 1 designed as a four-stroke engine.

Preferably, the internal combustion engine 1 a plurality of combustion chambers 3 or cylinders 5 in particular four, six, eight, twelve, sixteen, twenty, or more than twenty combustion chambers 3 or cylinder 5 ,

The supply of the combustion chambers 3 with fuel is preferable for all combustion chambers 3 the internal combustion engine 1 designed identically, so it also for internal combustion engines 1 containing a plurality of combustion chambers 3 have, suffice, these here below with reference to a selected combustion chamber 3 to describe.

The internal combustion engine 1 includes a fuel reservoir 11 for a fuel 12 , which is preferably formed as a fuel tank. In particular, the internal combustion engine preferably comprises exactly one fuel reservoir 11 and in particular no additional tank for a post-treated additional fuel. Rather, one of the combustion chamber 3 to be supplied fuel composition completely from the fuel 12 made in the fuel reservoir 11 is stored.

However, it is in a preferred embodiment of the internal combustion engine 1 possible that this includes different fuel reserves for fuels that differ in their aggregate state under normal conditions. For example, it is possible that the internal combustion engine 1 a first fuel reservoir 11 for liquid fuels and a second, not shown, fuel reservoir for gaseous fuels under normal conditions. Optionally, the internal combustion engine 1 also have an additional fuel reservoir for cryogenic fuels.

Ultimately, it is not essential how many fuel reserves 11 the internal combustion engine 1 includes. Rather, it is important that the internal combustion engine 1 at a given time, preferably only from a fuel reservoir 11 just the one fuel 12 takes this and a fuel 12 treated through various treatment steps, ultimately to a flexibly variable fuel composition 22 the combustion chamber 3 supply. So it is quite possible that the internal combustion engine 1 different fuel reserves 11 for different fuels that should not be mixed, such as gasoline and diesel. However, at a given time, only one of the fuels from the internal combustion engine is preferred 1 actually used and via various treatment steps in a flexibly variable fuel composition 22 transformed. This distinguishes the internal combustion engine 1 of known internal combustion engines having an additional tank for a fuel to be treated, which is supplied for example to an evaporator and / or a reformer, and a main tank for a combustion chamber to be supplied untreated fuel.

A first fluid connection 13 extends from the fuel reservoir 11 to the combustion chamber 3 , wherein along the first fluid connection 13 an evaporator 15 and downstream of the evaporator 15 a reformer 17 are arranged.

In the first fluid connection 13 leads to a turnoff 19 into a mouth area 21 , The turnoff 19 also stands with the combustion chamber 3 in fluid communication. About the junction 19 is between the evaporator 15 and the reformer 17 a fuel type removable through the evaporator 15 treated fuel, in particular vaporized and at least partially cracked fuel. The reformer 17 fed through the evaporator 15 vaporized and at least partially cracked fuel is reformed therein, thus converted into a reformate, which preferably comprises substantially hydrogen and carbon monoxide.

The internal combustion engine 1 also has a valve device 23 on, in the illustrated embodiment, a in the mouth area 21 arranged, as a valve 25 trained actuator 20 includes, on the one hand, the reformer 17 supplied share and on the other hand in the branch 19 derived portion of the evaporator 15 treated fuel is adjustable. The proportions are preferably continuous from at least 0% to at most 100% in each case by means of the valve 25 variable.

In the illustrated embodiment of the internal combustion engine 1 become the first fluid connection 13 and the turnoff 19 in the range of as mixing elements 27 . 29 . 31 trained actuators 20 merged, passing through the first fluid connection 13 on the one hand and through the branch 19 on the other hand promoted fuel types through the mixing elements 27 . 29 . 31 are miscible with each other.

It is a second fluid connection 33 provided, extending between the fuel reservoir 11 and the combustion chamber 3 extends. Along the second fluid connection 33 is a pyrolysis facility 35 arranged by means of which the fuel reservoir 11 taken fuel 12 is pyrolyzable. For this purpose, the pyrolysis device 35 heated. The illustrated embodiment of the internal combustion engine 1 includes an electric heater 37 through which the pyrolysis device 35 is heated. In addition, an exhaust fluid connection 39 between one of the combustion chamber 3 to an exhaust aftertreatment device 41 leading exhaust pipe 43 and the pyrolysis device 35 arranged. The exhaust fluid connection 39 flows into the exhaust pipe 43 and leads to the pyrolysis facility 35 so that these - in particular dependent on an operating point of the internal combustion engine 1 - Is also heated by the exhaust gas. For this purpose, preferably, a heat exchanger in the pyrolysis device 35 provided, wherein particularly preferably the exhaust gas after flowing through the pyrolysis device 35 by an exhaust gas line, not shown in the figure, of the exhaust gas aftertreatment device 41 is supplied.

The internal combustion engine preferably comprises 1 another in the figure only schematically indicated, third fluid connection 44 between the fuel reservoir 11 and the combustion chamber 3 , where the combustion chamber 3 via the third fluid connection 44 untreated fuel 12 from the fuel reservoir 11 can be fed.

The combustion chamber 3 is via a charge air line 45 with charge air 46 provided. Along the charge air line 45 is preferably a compressor 47 arranged so that the combustion chamber 3 compressed charge air 46 can be fed. It is possible that the compressor 47 is driven by a turbine, which is in the exhaust stream of the internal combustion engine 1 is arranged. In this case, the compressor is 47 Part of a turbocharger. It is also possible that the compressor 47 through the crankshaft of the internal combustion engine 1 is driven. In this case, the compressor is 47 Part of a compressor. Of course, an embodiment of the internal combustion engine is also 1 possible, in which along the charge air line 45 two or more compressors are arranged so that a two- or multi-stage charge is realized.

From the charge air line 45 branches off a first air branch 49 to the evaporator 15 from. About the first air branch 49 is the evaporator 15 charge air 46 can be fed, whereby the of the charge air 46 included oxygen in the evaporator 15 for partial partial oxidation of the vaporized fuel by means of one of the evaporator 15 included catalyst 50 is used. Due to the heat of reaction released in this case, the fuel is preferably at least partially cracked.

Further branches of the charge air line 45 a second air branch 51 from that to the reformer 17 leads. Along the second air branch 51 is the reformer 17 Charge air can be supplied, wherein the oxygen contained in the charge air in the reformer 17 This is used by the evaporator 15 treated fuel to reform. For this the reformer works 17 preferably according to the principle of catalytic partial oxidation. Alternatively, the reformer 17 trained as an autothermal reformer. Next alternatively, it is possible for the reformer 17 works on the principle of thermal catalytic reforming. Anyway, in the reformer 17 that of the evaporator 15 treated fuel with the help of the charge air 46 encompassed oxygen in a preferably hydrogen-rich reformate, which preferably consists essentially of hydrogen and carbon monoxide.

The illustrated embodiment of the internal combustion engine has a first injector 53 on, which is designed as a single-point injector, using the first injector 53 a fuel composition 22 in a the combustion chambers 3 the internal combustion engine 1 jointly assigned intake manifold 54 is injectable. In the illustrated embodiment, the first injector 53 a first supply line 55 assigned, in which the first fluid connection 13 , the diversion 19 and the second fluid connection 33 lead. Here is the mixing element 27 here in the mouth area of the diversion 19 and the first fluid connection 13 in the supply line 55 intended. Another mixing element 57 is in the region of the mouth of the second fluid connection 33 in the supply line 55 intended. Using the mixing elements 27 . 57 is the fuel composition 22 that over the first supply line 55 the first injector 53 fed and then from this in the common intake manifold 54 is injected, influenced, preferably controllable.

The illustrated embodiment of the internal combustion engine also includes a second injector 59 used as a multipoint injector to inject fuel into one of the combustion chambers 3 associated intake manifold 61 is trained. The second injector 59 has a second supply line 63 in, in which - just as with the first supply line 55 - the first fluid connection 13 , the diversion 19 and the second fluid connection 33 lead. Just like in the first supply line 55 are also in the second supply line 63 the mixing member 29 in the mouth region of the first fluid connection 13 and the turnoff 19 as well as another mixing element 65 in the region of the mouth of the second fluid connection 33 in the supply line 63 intended. Accordingly, as already in connection with the first supply line 55 also described the second injector 59 Feedable fuel composition using the mixing elements 29 . 65 influenced, preferably controllable.

Is a third fluid connection 44 provided, this preferably opens in an analogous manner in the first supply line 55 and / or in the second supply line 63 , For these is preferably also a mixing element in the supply lines 55 . 63 intended.

The illustrated embodiment of the internal combustion engine 1 also has a third injector 67 acting as a direct injector for direct injection of fuel into the combustion chamber 3 is designed and arranged. This third injector 67 has a third supply line 69 on. In the third supply line 69 open the first fluid connection 13 , the diversion 19 and the second fluid connection 33 , Is a third fluid connection 44 provided, this preferably also flows into the third supply line 69 , In the third supply line 69 is the mixing element 31 in the mouth region of the first fluid connection 13 and the turnoff 19 arranged. In the mouth region of the second fluid connection 33 is another mixing element 71 arranged. Is a third fluid connection 44 is provided in the mouth area in the third supply line 69 preferably also arranged a mixing member. About the mixing links 31 . 71 is a third injector 67 supplied fuel composition 22 from this turn into the combustion chamber 3 is injected, influenced, preferably controllable.

The internal combustion engine 1 has a controller 73 on, which with the valve device 23 - As indicated by a jagged arrow P - operatively connected, so through the control unit 73 the valve device 23 and thus in particular the actuators 20 namely, the valve 25 as well as the mixing elements 27 . 57 . 29 . 65 . 31 . 71 are controllable. In this way is through the control unit 73 the combustion chamber 3 supplied fuel composition 22 and additionally also the location where the fuel composition 22 is fed, controllable. These are preferably also the injectors 53 . 59 . 67 with the control unit 73 operatively connected. Furthermore, the control unit 73 Preferably, an input for an operating parameter, depending on the fuel composition 22 is controlled or varied. This is / are as operating parameters by the controller 73 preferably a load point, a combustion speed, a combustion chamber pressure, a lambda value, a value indicative of a nitrogen oxide raw emission value and / or a process temperature can be detected. It is also possible that through the control unit 73 additionally or alternatively, a speed of the internal combustion engine 1 is detectable. Particularly preferred is also a temperature of the internal combustion engine 1 detectable, so that the control unit 73 especially during a cold start of the internal combustion engine 1 recognize this and the fuel composition 22 can adjust accordingly, the combustion chamber 3 In particular, more combustible substances are supplied. For example, it is possible for a cold start, the combustion chamber 3 to supply a high proportion of reformate, because in particular the hydrogen encompassed by the reformate excellent cold-start, namely in particular a high flame speed has. Is the internal combustion engine 1 while warm and / or has no high load requirement, the proportion of reformate can be reduced, which is the combustion chamber 3 is supplied.

It turns out that the internal combustion engine 1 also an exhaust gas recirculation line 75 includes, wherein the charge air 46 Exhaust from the combustion chamber 3 can be fed. The exhaust gas recirculation line 75 is executed in the illustration according to the figure such that of the exhaust gas fluid connection 39 an exhaust gas recirculation branch 77 branches off, through either the common intake manifold 54 or the intake manifold 61 Exhaust gas is supplied. Any other suitable implementation of an exhaust gas recirculation line 75 is possible.

It also shows that from the first fluid connection 13 preferably a reformate line 79 branches off into the exhaust pipe 43 empties. In this case, the valve device comprises 23 preferably as a second valve 81 trained actuator 20 through which the exhaust gas in the exhaust pipe 43 about the Reformatleitung 79 supplied reformate can be metered. In operation of the internal combustion engine 1 becomes the exhaust pipe 43 preferably via the reformate line 79 Reformat supplied to - in particular depending on an operating condition of the internal combustion engine 1 - The exhaust aftertreatment in the exhaust aftertreatment device 41 to improve. For example, it is possible that the reformate along the exhaust line of the internal combustion engine 1 is reacted to an element of the exhaust aftertreatment device 41 to heat up, for example, for the regeneration of a particulate filter.

The fuel reservoir 11 can with any fuel 12 , in particular with diesel, biodiesel, gasoline, ethanol, methanol, a higher alcohol, ethers, in particular dimethyl ether, natural gas, biogas, special gas, lean gas and / or a fuel 12 high sulfur content, preferably a marine fuel, more preferably heavy oil or marine residual oil. The internal combustion engine 1 is independent of the fuel supply and the fuel quality operable. This results from the flexible supply of the variable fuel composition 22 to the combustion chamber 3 a significantly reduced pollutant emissions, a better efficiency and an optimized cold start behavior for the internal combustion engine 1 , In addition, it is possible to influence the ignitability and perform a so-called reaction control. The cold start behavior of the internal combustion engine 1 is improvable. An HCCI / PCCI combustion process can be supported throughout the map range and not just at partial load. High compression rates are possible. Will the internal combustion engine 1 with a methane-containing fuel 12 , in particular a gas operated, the methane slip is significantly reduced compared to a conventional internal combustion engine, because the fuel 12 through the evaporator 15 , the reformer 17 and the pyrolysis facility 35 after treatment, the methane content is reduced and a more fuel-volatile fuel composition 22 is generated, so still in the combustion chamber 3 reaching methane is at least almost completely implemented.

Claims (15)

Internal combustion engine ( 1 ), in particular reciprocating internal combustion engine, with - at least one combustion chamber ( 3 ), - a fuel reservoir ( 11 ) for a fuel ( 12 ), and with - a first fluid connection ( 13 ) between the fuel reservoir ( 11 ) and the combustion chamber ( 3 ), wherein - along the first fluid connection ( 13 ) an evaporator ( 15 ) and downstream of the evaporator ( 15 ) a reformer ( 17 ) is arranged so that the combustion chamber ( 3 ) one from the reformer ( 17 ) fed reformer, characterized in that - in the first fluid connection ( 13 ) a branch ( 19 ) between the evaporator ( 15 ) and the reformer ( 17 ), where - the branch ( 19 ) with the combustion chamber ( 3 ) is in fluid communication, and that - the internal combustion engine ( 1 ) a valve device ( 23 ) having at least one in the first fluid connection ( 13 ) downstream of the reformer ( 17 ) and / or in the branch ( 19 ) arranged actuator ( 20 ), so that one of the combustion chamber ( 3 ) through the first fluid connection ( 13 ) and / or the branch ( 19 ) supplied fuel composition ( 22 ) by means of the valve device ( 23 ) is influenced. Internal combustion engine ( 1 ) according to claim 1, characterized by a second fluid connection ( 33 ) between the fuel reservoir ( 11 ) and the combustion chamber ( 3 ), wherein along the second fluid connection ( 3 ) a pyrolysis device ( 35 ), wherein the valve device ( 23 ) preferably at least one in the second fluid connection ( 33 ) arranged actuator ( 20 ), wherein one of the combustion chamber ( 3 ) through the first Fluid connection ( 13 ), the diversion ( 19 ) and / or the second fluid connection ( 33 ) supplied fuel composition ( 22 ) by means of the valve device ( 23 ) influenced, preferably is controllable. Internal combustion engine ( 1 ) according to one of the preceding claims, characterized by a third fluid connection ( 44 ) between the fuel reservoir ( 11 ) and the combustion chamber ( 3 ), wherein the combustion chamber ( 3 ) via the third fluid connection ( 44 ) untreated fuel ( 12 ) from the fuel reservoir ( 11 ), and wherein the valve device ( 23 ) preferably at least one actuator ( 20 ) in the third fluid connection ( 44 ), wherein one of the combustion chamber ( 3 ) through the first fluid connection ( 13 ), the diversion ( 19 ), the second fluid connection ( 33 ) and / or the third fluid connection ( 44 ) supplied fuel composition ( 22 ) by means of the valve device ( 23 ) influenced, preferably is controllable. Internal combustion engine ( 1 ) according to one of the preceding claims, characterized in that the internal combustion engine ( 1 ) at least one injector ( 53 . 59 . 67 ), which is used as a single-point injector ( 53 ) for fuel injection in a common intake manifold ( 54 ), as a multipoint injector ( 59 ) for injection into one of the combustion chambers ( 3 ) associated intake manifold ( 61 ) and / or as a direct injector ( 67 ) for direct injection into the combustion chamber ( 3 ) is trained. Internal combustion engine ( 1 ) according to one of the preceding claims, characterized in that the at least one injector ( 53 . 59 . 67 ) a supply line ( 55 . 63 . 69 ) into which the first fluid connection ( 13 ), the diversion ( 19 ), the second fluid connection ( 33 ) and / or the third fluid connection ( 44 ) opens, the valve device ( 23 ) preferably at least one in the supply line ( 55 . 63 . 69 ) arranged valve member or mixing member ( 27 . 29 . 31 ; 57 . 65 . 71 ), so that the injector ( 53 . 59 . 67 ) various fuel compositions ( 22 ) can be supplied. Internal combustion engine ( 1 ) According to one of the preceding claims, characterized in that the evaporator ( 15 ) a catalyst ( 50 ) for partial partial oxidation of the fuel. Internal combustion engine ( 1 ) according to one of the preceding claims, characterized in that the reformer ( 17 ) is designed for catalytic partial oxidation, for thermal partial oxidation, or as an autothermal reformer. Internal combustion engine ( 1 ) according to one of the preceding claims, characterized in that the internal combustion engine ( 1 ) as a self-igniting internal combustion engine ( 1 ), as a spark ignition internal combustion engine ( 1 ), as ignition by firing internal combustion engine ( 1 ), as HCCI and / or PCCI internal combustion engine ( 1 ), as an internal combustion engine ( 1 ) with variable ignition method, or as after the Miller cycle internal combustion engine ( 1 ) is trained. Method for operating an internal combustion engine ( 1 ), where - a fuel ( 12 ) in an evaporator ( 15 ) is vaporized, wherein - the vaporized fuel at least partially in a reformer ( 17 ), and wherein - a combustion chamber ( 3 ) of the internal combustion engine ( 1 ) a fuel composition ( 22 ), wherein - the content of the fuel composition ( 22 ) on vaporized fuel on the one hand, and on reformed fuel on the other hand, depending on at least one operating parameter of the internal combustion engine ( 1 ) is varied. Method according to claim 9, characterized in that the fuel ( 12 ) is additionally pyrolyzed, wherein the content of the combustion chamber ( 3 ) supplied fuel composition ( 22 ) vaporized fuel, reformed fuel, and / or pyrolyzed fuel ( 12 ) is varied depending on the at least one operating parameter. Method according to one of claims 9 and 10, characterized in that a content of the combustion chamber ( 3 ) supplied fuel composition ( 22 ) on untreated fuel ( 12 ) is varied depending on the at least one operating parameter. Method according to one of claims 9 to 11, characterized in that the fuel composition ( 22 ) one of the combustion chamber ( 3 ) supplied charge air ( 46 ) is supplied. Method according to one of claims 9 to 12, characterized in that the fuel composition ( 22 ) directly into the combustion chamber ( 3 ), the fuel composition ( 22 ) preferably as a pilot injection into the combustion chamber ( 3 ), wherein as part of a main injection untreated fuel ( 12 ) in the combustion chamber ( 3 ) is injected. Method according to one of claims 9 to 13, characterized in that the fuel ( 12 ) is selected from a group consisting of: diesel, biodiesel, gasoline, ethanol, methanol, a higher alcohol, ethers, in particular dimethyl ether, natural gas, biogas, special gas, lean gas, and a fuel ( 12 ) with a high sulfur content, preferably a marine fuel, more preferably heavy oil or Mariner residual oil. Method according to one of claims 9 to 14, characterized in that as operating parameters, a load point, a combustion rate, a combustion chamber pressure, a lambda value, a nitrogen oxide raw emission indicative value, and / or a process temperature is used.

Images