WO2014191074A1

WO2014191074A1 - Internal combustion engine and method for operating an internal combustion engine

Info

Publication number: WO2014191074A1
Application number: PCT/EP2014/001164
Authority: WO
Inventors: Olaf Schäfer; Alexander Kovacevic; Ralf MÜLLER; Marc Hehle
Original assignee: Mtu Friedrichshafen Gmbh
Priority date: 2013-05-29
Filing date: 2014-04-30
Publication date: 2014-12-04
Also published as: DE102013210116B3

Abstract

The invention relates to an internal combustion engine (1), in particular a reciprocating piston internal combustion engine, comprising at least one combustion chamber (3), a fuel reservoir (11) for a fuel (12), and a first fluid connection (13) between the fuel reservoir (11) and the combustion chamber (3). An evaporator (15) is arranged along the first fluid connection (13), and a reformer (17) is arranged downstream of the evaporator (15) such that a reformate generated by the reformer (17) can be fed to the combustion chamber (3). A junction (19) between the evaporator (15) and the reformer (17) opens into the first fluid connection (13), and the junction (19) is fluidically connected to the combustion chamber (3). 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 junction (19) such that a fuel composition (22) fed to the combustion chamber (3) through the first fluid connection (13) and/or the junction (19) can be influenced by the valve device (23).

Description

DESCRIPTION Internal combustion engine and method for operating an internal combustion engine

The invention relates to a Brerinkraftmaschine, 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.

US Pat. No. 7,263,967 B2 discloses 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 a chosen for the Brerinkraft engine concept depends on the fuel used, or conversely that 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 spark-ignition internal combustion engines with gasoline while, conversely, in the US Pat

Generally it is not possible to operate 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 amount

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

Internal combustion engine are dependent on both the fuel used and 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 lot compared to carbon dioxide more climate-friendly gas. In the case of the internal combustion engine known from US Pat. No. 7,263,967 B2, there is still the disadvantage that the composition of the reformate can hardly be varied, or at least not readily, with it. 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 independent of a currently available

Be available fuel supply with virtually any fuel. Furthermore, the

Internal combustion engine, in particular, regardless of the quality of the fuel used, without suffering damage or have a shortened life. The emissions of the internal combustion engine should preferably independent of the

be used fuel. Finally, in particular, a methane slip of

Internal combustion engine, when operated with gas, 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 means, the at least one in the first fluid connection downstream of the

Reformers and / or at least one arranged in the branch actuator comprises, so that one of the combustion chamber through the first fluid connection and / or the branch supplied fuel composition can be influenced by the valve device, 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, in the

Bremstoffreservoir stockpiled 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 fuel, the methane slip is the

Internal combustion engine reduced or even absent, because only a small amount of methane or even no methane enters the combustion chamber. The fuel is namely 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 the engine concept used on the other hand, because the

Fuel composition can always be adapted to the specific conditions present, whereby it is 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 the

Description of 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. This is It is preferably possible to vary the proportion of reformate in the fuel composition from at least 0% to a maximum value, which also depends on the specific design of the branch. The actuator is preferably close to the

Combustion chamber arranged.

In an alternative embodiment, it is possible that the valve means comprises only one actuator arranged in the branch. Thus, it is possible to vary the proportion of evaporated and at least partially cracked fuel, which is not yet reformed, from at least 0% to a maximum level, with the highest proportion

in particular also depends on the specific configuration of the first fluid connection. It is possible that the actuator in the area 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, is arranged. 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 merged upstream of the combustion chamber, wherein

preferably in the region of the merger, an actuator for the variation of

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 only a mixing member in the field of

Merging, wherein the mixing member thus quasi at the same time in the first

Fluid connection is arranged 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

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.

An internal combustion engine is also preferred which is characterized by a second fluid connection, wherein the second fluid connection extends between the fuel reservoir and the combustion chamber, and wherein a pyrolysis device is arranged along the second fluid connection. 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 breakage within large molecules is forced through a temperature of preferably at least 500 ° C. to at most 900 ° C., whereby smaller molecules are formed 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, is reacted.

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. Thus, the total combustion chamber supplied fuel composition is even more flexibly selectable, and in particular even more flexible to concrete conditions present, such as at least one operating parameter of the Bremstoffmaschine, the

offered fuel, the fuel quality and / or other conditions adaptable. 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 one

Embodiment possible, in which only in the first fluid connection, an actuator is provided. Likewise, an embodiment is possible in which only in the

Branch an actuator is provided. 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 herein and hereinafter for the various mixtures of substances that can be supplied to the combustion chamber individually or in combination with one another, ie, the reformate conveyed along the first fluid connection is referred to as a fuel type, likewise the fuel vaporized and at least partially cracked by the evaporator Further, the untreated fuel is referred to as a fuel type, and the term "fuel line" is generally used for the fluid paths along which 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 will be

Fluid connection referred to as a fuel line. Accordingly, the various compositions that can be added 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 is heated by exhaust gas of the internal combustion engine, wherein an exhaust branch is provided to the pyrolysis device, and wherein the pyrolysis device preferably a

Having 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 depends on an operating state of

Internal combustion engine is heated 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, establishes a third fluid connection between the fuel reservoir and the second fluid connection

Combustion chamber has. In this case, the combustion chamber via the third fluid connection

untreated fuel can be supplied from the fuel reservoir. Along the third

Fluid communication is therefore preferably not provided the fuel treating device, optionally with the exception of a filter device 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 on. 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. At another

Embodiment have exactly three fuel lines to an actuator, with any permutations are conceivable. Finally, in a further exemplary embodiment, all the fuel lines have actuators, in particular in one exemplary 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 even 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 that the injector as a multipoint injector for

Injection is formed in one of the combustion chamber associated intake. This is called a multi-point injection (Multi Point Injection), the

Fuel or the fuel composition is injected downstream of the common intake manifold into 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 for the injector to be used as a direct injector

Direct injection of fuel or a fuel composition is formed in 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 in particular dependent on at least one operating parameter of the internal combustion engine controllable. In this way, it is particularly preferably possible to control the fuel composition and at the same time 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 two-fuel injector (Dual Fuel Injector), wherein by means of such an injector two different types of fuel, for example in the context of

Pre-injection on the one hand and a main injection on the other hand or alternatively be injected, for example, in the context of a pilot injection or as part 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. So it is 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

Open fuel lines in 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 the injector has different types of fuel or

Fuel compositions can be fed. 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 different types of fuel from different

Mix fuel lines together. 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%.

The fuel composition leaving the evaporator, therefore, has 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 in particular longer-chained

Hydrocarbons converted into those with shorter chain length. The vaporized,

untreated fuel fractions include especially heavy volatiles

Fuel components. 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, here the combustion chamber is a first type of fuel with a through the evaporator, its operating mode and the fuel used

given chemistry, feedable.

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, in particular, suitable catalyst coatings, preferably noble metal-containing or noble metal-free materials, preferably titanium and / or tin.

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 reformers referred to herein, the fuel composition supplied to the reformer is preferably substantially reacted 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, the

Combustion chamber along the first fluid connection fed to the second fuel type provided by the reformer, which essentially comprises synthesis gas, thus a gas mixture of hydrogen and carbon monoxide. But just hydrogen is particularly fuel-happy and has a high flame velocity, which increases the efficiency of the reaction 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. The internal combustion engine operates in this case, in particular preferably after the diesel combustion process, ie 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 by the Otto combustion process, wherein a combustible mixture in the combustion chamber by a

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 according to 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 particular advantages in terms of 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 operate only in certain

Load ranges actually 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

Compression ignition and injection of an ignitable fuel composition is ignited (Premixed Charge Compression Ignition). This method allows a better control of the combustion, in particular 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 combustion chamber is the

Charge is supplied under high pressure, wherein the intake valve is 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 driven by a turbine acted upon by the exhaust gas flow. A compressor has a compressor which passes through the

Crankshaft of the internal combustion engine is driven.

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

Exhaust gas recirculation path of the charge air supplied amount of exhaust gas.

The internal combustion engine is preferably operable independently of the available fuel, and thus preferably with each possible fuel. So you can prefer - ever to fuel supply - with diesel, gasoline, biodiesel, ethanol, methanol, a higher alcohol, ether, especially dimethyl ether, natural gas, biogas, special gas, lean gas or any other fuel can be operated. They are fuels with different

Sulfur content can be used, especially fuels with high sulfur content, such as marine fuels such as heavy oil or marine residual fuel oil (Marine Residual Fuel Oil, MFO). This is possible because of the combustion chamber ultimately fed

Fuel composition highly flexible and independent of the original in the

Fuel reservoir existing fuel is controllable. The internal combustion engine preferably has only one fuel reservoir. However, it is possible that the engine has different fuel reservoirs for

Fuels includes, which have different states 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, for example, for driving land, water or

Aircraft are used. In particular, it is possible that the internal combustion engine for driving mining vehicles, such as dump trucks, heavy

Agricultural machinery, by trains, for example in a railcar or a locomotive, or used in ships. A drive of vehicles provided for defense, for example of tanks, by means of the internal combustion engine is possible. Depending on the specific application, the internal combustion engine with a generator for generating be coupled 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 drilling 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 for operating an internal combustion engine is a

Fuel is vaporized in an evaporator 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

Internal combustion engine is supplied to a fuel composition, wherein the content of the fuel composition is varied to vaporized and preferably at least partially cracked 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. 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, the advantages that have already been 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 salary of Fuel composition supplied to the combustor on 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 adjust the chemistry of the fuel composition even more flexible, because shares of three different types of fuel at the

Overall composition, which is supplied to the combustion chamber, could be varied.

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 fuel type is provided, whereby the chemistry of

Fuel composition is flexibly variable.

It is also preferred a method that is characterized in that the

Fuel composition of the combustion chamber supplied charge air is supplied. This is possible, for example, via one or more single-point injectors. In this case, in one embodiment of the method, the combustion chamber to be supplied

Premixed fuel composition and injected via a single-point injector in 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. Also here is one

Premixing 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 injected directly into the combustion chamber. It is possible that the fuel composition is 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 wherein different types of fuel are eingspritzt by 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 that in a pilot injection a first

Fuel composition is injected into the combustion chamber, wherein in a main injection, a second, different from the first fuel composition fuel composition is injected into the combustion chamber. Also several

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, 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 to influence. This is particularly interesting for the use of the method for operating a HCCI internal combustion engine. Furthermore, in the context of the method is a so-called

Reaction control of the combustion reaction in the combustion chamber possible by the

Fuel composition is suitably varied.

The internal combustion engine can be operated both with exhaust gas recirculation and without exhaust gas recirculation. Preferably, it is possible in the context of the method, an exhaust gas recirculation activate or deactivate, wherein particularly preferably the activated Abgasröckführung is 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 concrete

Fuel supply is 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, this is achieved by a suitable choice of the fuel composition

Methane slip of the internal combustion engine significantly reduced. Furthermore, it is possible to optimize a cold start behavior of the internal combustion engine by the chemistry of

Brommstoffzusarnmensetzung which is supplied to the combustion chamber, is adjusted so that results in a cold start in particular a higher flame speed and improved implementation of the fuel composition in the combustion chamber. This can

be provided in particular that at a cold start increased hydrogen in the

Combustion chamber is introduced.

By a suitable choice of the fuel composition, it is also possible to

Transient behavior of the internal combustion engine and in particular their behavior at

For example, to improve load transients by, for example, enriching the fuel composition with a load jump to higher load with more fuel-volatile fuel, for example 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. This will be the

Internal combustion engine regardless of the currently available fuel supply. Finally, a method is preferred which is characterized as being

Operating parameters, a load point of the internal combustion engine is used. 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 for the

Fuel composition depending on a current load point of the internal combustion engine and preferably also depending on load point changes, in particular load jumps, suitable to vary.

Alternatively or additionally, the fuel composition becomes dependent on a

Burning speed varies, or vice versa

Burning rate in the combustion chamber by appropriate adaptation of

Fuel composition regulated. 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 becomes dependent on a

Combustion chamber pressure varies, or conversely, 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 that

Combustion air ratio, which sets the actual air mass available for combustion in relation to the minimum 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 value, or conversely, the

Nitrogen raw emission characteristic value by appropriate adaptation of the Fuel composition regulated. 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 unit is preferred, which is adapted to

Implementation of a method according to one of the previously described exemplary embodiments. 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 previously described

Embodiments of the controller is performed when the computer program is executed on the controller.

In this connection, a fueling machine is preferred, which comprises a control device which is set up 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 invention

Process. 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, as

Reciprocating engine is formed. It comprises a combustion chamber 3, which is enclosed by a cylinder 5, in which a piston 7 is received repetitively. The piston 7 is operatively connected via a connecting rod 9 with a crankshaft, not shown in the figure.

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

The internal combustion engine 1 preferably has a plurality of combustion chambers 3

or cylinders 5, in particular four, six, eight, twelve, sixteen, twenty or more than twenty combustion chambers 3 and cylinder 5. The supply of the combustion chambers 3 with fuel is preferably identical for all combustion chambers 3 of the internal combustion engine 1, so it also for internal combustion engines 1, which have a plurality of combustion chambers 3, it suffices to describe them here below with reference to a selected combustion chamber 3. The internal combustion engine 1 comprises a fuel reservoir 11 for a fuel 12, which is preferably designed 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 supplementary fuel to be post-treated. Rather, a fuel composition to be supplied to the combustion chamber 3 is made entirely from the fuel 12, which is in the

Fuel reservoir 11 is stored.

However, it is possible in a preferred exemplary embodiment of the internal combustion engine 1 that it comprises different fuel reservoirs for fuels which differ with regard to their state of aggregation under normal conditions. For example, it is possible for the internal combustion engine 1 to have a first fuel reservoir 11 for liquid fuels and a second fuel reservoir, not shown, for fuels which are gaseous under normal conditions. Optionally, the engine 1 may also include an additional fuel reservoir for cryogenic fuels. It is ultimately not important how many Brenristoffreservoire 11 includes the internal combustion engine 1. Rather, it is important that the internal combustion engine 1 at a given time preferably takes only one fuel 12 from a fuel reservoir 11 and treats a fuel 12 via various treatment steps in order ultimately to supply a flexibly variable fuel composition 22 to the combustion chamber 3. So it is quite possible that the internal combustion engine 1 includes different fuel reservoirs 11 for different fuels that should not be mixed, such as gasoline and diesel. In this case, however, only one of the fuels from the internal combustion engine 1 is actually used at a given point in time and converted into a flexibly variable fuel composition 22 via various treatment steps. As a result, the internal combustion engine 1 differs from known ones

Internal combustion engine 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 fuel to be supplied untreated to the combustion chamber.

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, a branch 19 opens into an opening region 21. The branch 19 is likewise in fluid communication with the combustion chamber 3. About the

Branch 19 is between the evaporator 15 and the reformer 17, a fuel type removable, the fuel treated by the evaporator 15, in particular vaporized and at least partially cracked fuel comprises. The reformer 17 supplied by the evaporator 15 evaporated and at least partially cracked fuel is reformed in this, thus converted into a reformate, which preferably comprises substantially hydrogen and carbon monoxide.

The internal combustion engine 1 also has a valve device 23, which in the

illustrated embodiment, a arranged in the mouth region 21, designed as a valve 25 actuator 20 comprises, by which on the one hand the reformer 17 supplied proportion and on the other hand, the derived in the branch 19 portion of the treated fuel from the evaporator 15 is adjustable. The proportions are preferably continuously variable from at least 0% to at most 100% in each case by means of the valve 25. In the illustrated embodiment of the internal combustion engine 1, the first

Fluid connection 13 and the junction 19 in the range of mixing elements 27, 29, 31 formed actuators 20 merged, the fuel through the first fluid connection 13 on the one hand and through the branch 19 on the other subsidized fuel types by the mixing members 27, 29, 31 are miscible.

A second fluid connection 33 is provided, which extends between the fuel reservoir 11 and the combustion chamber 3. Arranged along the second fluid connection 33 is a pyrolysis device 35, by means of which the fuel 12 removed from the fuel reservoir 11 can be pyrolyzed. For this purpose, the pyrolysis device 35 can be heated. The illustrated

Embodiment of the internal combustion engine 1 comprises an electric heater 37, through which the pyrolysis device 35 can be heated. In addition, an exhaust fluid connection 39 between one of the combustion chamber 3 to one

Exhaust after-treatment device 41 leading exhaust pipe 43 and the pyrolysis device 35 is arranged. The exhaust-fluid connection 39 thus opens into the exhaust pipe 43 and leads to the pyrolysis device 35, so that it is - in particular dependent on an operating point of the internal combustion engine 1 - also heated by the exhaust gas thereof. For this purpose, a heat exchanger is preferably provided in the pyrolysis device 35, wherein particularly preferably the exhaust gas, after flowing through the pyrolysis device 35, is supplied to the exhaust gas aftertreatment device 41 by an exhaust gas line not shown in the figure.

Preferably, the internal combustion engine 1 comprises only one in the figure only schematically

indicated, 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 can be fed.

The combustion chamber 3 is supplied with charge air 46 via a charge air line 45. Along the charge air line 45, a compressor 47 is preferably 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 arranged in the exhaust gas flow of the internal combustion engine 1. In this case, the compressor 47 is part of a turbocharger. It is also possible that the

Compressor 47 is driven by the crankshaft of the internal combustion engine 1. In this case, the compressor 47 is part of a compressor. Of course, one is also Embodiment of the internal combustion engine 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, a first air branch 49 branches off to the evaporator 15. Charge air 46 can be fed to the evaporator 15 via the first air branch 49, wherein the oxygen encompassed by the charge air 46 is used in the evaporator 15 for the partial partial oxidation of the vaporized fuel by means of a catalyst 50 comprised by the evaporator 15.

Next branches from the charge air line 45 from a second air branch 51, which is connected to the

Reformer 17 leads. Charge air can be supplied to the reformer 17 along the second air branch 51, the oxygen included in the charge air being used in the reformer 17 to reform the fuel treated by the evaporator 15. For this purpose, the reformer 17 preferably works on the principle of catalytic partial oxidation. Alternatively, the reformer 17 is designed as an autothermal reformer. Further alternatively, it is possible that the reformer 17 operates on the principle of thermal catalytic reforming.

In any case, in the reformer 17, the fuel treated by the evaporator 15 is converted by means of the oxygen included in the charge air 46 into 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, which is designed as a single-point injector, wherein by means of the first injector 53 a

Fuel composition 22 can be injected into a combustion chamber 3 of the internal combustion engine 1 commonly associated intake manifold 54. In the illustrated

Embodiment, the first injector 53 is associated with a first supply line 55, in which the first fluid connection 13, the junction 19 and the second fluid connection 33 open.

Here, the mixing member 27 is provided here in the mouth region of the branch 19 and the first fluid connection 13 in the supply line 55. Another mixing element 57 is provided in the region of the mouth of the second fluid connection 33 in the feed line 55. With the help of

Mixing members 27, 57, the fuel composition 22, which is supplied via the first supply line 55 to the first injector 53 and then injected from this into the common intake manifold 54, influenced, preferably controllable. The illustrated embodiment of the internal combustion engine also includes a second injector 59, which serves as a multipoint injector for injecting fuel into one of

Combustion chamber 3 associated intake manifold 61 is formed. The second injector 59 has a second supply line 63, into which - as with the first supply line 55 - the first

Fluid connection 13, the junction 19 and the second fluid connection 33 open. Just as in the first supply line 55, the mixing element 29 is in the second supply line 63 in the

Mouth region of the first fluid connection 13 and the branch 19 and a further mixing member 65 in the region of the mouth of the second fluid connection 33 in the supply line 63 is provided. Correspondingly, as already described in connection with the first supply line 55, the fuel composition that can be supplied to the second injector 59 can be influenced, preferably controlled, by means of the mixing elements 29, 65.

If a third fluid connection 44 is provided, it preferably also flows into the first supply line 55 and / or the second supply line 63 in an analogous manner. For this, a mixing element is also preferably provided in the supply lines 55, 63.

The illustrated embodiment of the internal combustion engine 1 also has a third injector 67 which serves as a direct injector for the direct injection of fuel into the

Combustion chamber 3 is formed and arranged. This third injector 67 has a third supply line 69. In the third supply line 69 open the first fluid connection 13, the

Junction 19 and the second fluid connection 33. If a third fluid connection 44 is provided, this preferably also flows into the third supply line 69. In the third supply line 69, the mixing element 31 is arranged in the mouth region of the first fluid connection 13 and the branch 19. In the mouth region of the second fluid connection 33, a further mixing element 71 is arranged. If a third fluid connection 44 is provided, a mixing member is preferably also arranged in the mouth region in the third supply line 69. About the mixing members 31, 71 is a third injector 67 supplied

Fuel composition 22, which in turn is injected by this in the combustion chamber 3, influenced, preferably controllable.

The internal combustion engine 1 has a control unit 73, which with the valve device 23 - as indicated by a jagged arrow P - operatively connected, so that by the control device 73, the valve means 23 and thus in particular the actuators 20, namely the valve 25 and the mixing elements 27, 57th , 29, 65, 31, 71 are controllable. 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 supplied controllable. For this purpose, preferably also the injectors 53, 59, 67 are operatively connected to the control unit 73. Furthermore, the control device 73 preferably has an input for an operating parameter, of which the fuel composition 22 is controlled or varied depending on. As a result, preferably a load point, a combustion speed, a combustion chamber pressure, a lambda value, a value characterizing a nitrogen oxide raw emission and / or a process temperature can be detected by the control device 73 as operating parameters. It is also possible that by the control unit 73 additionally or alternatively a speed of the

Internal combustion engine 1 can be detected. Particularly preferred is also a temperature of

Internal combustion engine 1 detectable, so that the control unit 73, especially in a cold start of the internal combustion engine 1 recognize this and the fuel composition 22 can adjust accordingly, wherein the combustion chamber 3 in particular increasingly combustible materials are supplied. For example, in the case of a cold start, it is possible to supply the combustion chamber 3 with a high proportion of reformate, because in particular the hydrogen comprised by the reformate has outstanding cold-starting properties, namely in particular a high flame speed. If, however, the internal combustion engine 1 is warm and / or has no high load requirement, the proportion of reformate which is supplied to the combustion chamber 3 can be reduced.

It can be seen that the internal combustion engine 1 also includes an exhaust gas recirculation path 75, wherein the charge air 46 exhaust gas from the combustion chamber 3 can be fed. In the illustration according to the FIGURE, the exhaust gas recirculation path 75 is designed in such a way that an exhaust gas recirculation branch 77 branches off from the exhaust gas fluid connection 39, through which exhaust gas can be supplied to either the common intake pipe 54 or the intake manifold 61. Any other suitable implementation of an exhaust gas recirculation path 75 is possible.

It can also be seen that of the first fluid connection 13 is preferably a

Reformatleitung 79 branches off, which opens into the exhaust pipe 43. It includes the

Valve device 23 preferably designed as a second valve 81 actuator 20, through which the exhaust gas in the exhaust pipe 43 via the reformate line 79 supplied reformate can be metered. During operation of the internal combustion engine 1, the exhaust pipe 43 is preferably supplied via the reformate line 79 reformate to - in particular dependent on a

Operating state of the internal combustion engine 1 - the exhaust aftertreatment in the Exhaust after-treatment device 41 to improve. For example, it is possible that the reformate is reacted along the exhaust line of the internal combustion engine 1 in order to heat an element of the exhaust gas aftertreatment device 41, for example for the regeneration of a particulate filter.

The fuel reservoir 11 can be filled with any fuel 12, in particular with diesel, biodiesel, gasoline, ethanol, methanol, a higher alcohol, ether, in particular

Dimethyl ether, natural gas, biogas, special gas, lean gas and / or a fuel 12 with high sulfur content, preferably a marine fuel, more preferably be fed with heavy oil or marine residue oil. The internal combustion engine 1 is independent of

Fuel supply and fuel quality. This results from the flexible supply of the variable fuel composition 22 to the combustion chamber 3, a significantly reduced pollutant emissions, better efficiency and 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 can be improved. An HCCI / PCCI combustion process can be supported throughout the map range and not just at partial load. High compression rates are possible. If the internal combustion engine 1 is operated with a methane-containing fuel 12, in particular a gas, the methane slip is compared to a conventional one

Internal combustion engine significantly reduced because the fuel 12 is aftertreated by the evaporator 15, the reformer 17 and the pyrolysis device 35, wherein the methane content is reduced and a combustible fuel composition 22 is generated, so that still in the combustion chamber 3 reaching methane is at least almost completely implemented ,

Claims

1. 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) is supplied from the reformer (17) reformate fed,

characterized in that

in the first fluid connection (13) a branch (19) between the evaporator (15) and the reformer (17) opens, wherein

- The branch (19) with the combustion chamber (3) is in fluid communication, 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 ) through the first fluid connection (13) and / or the branch (19) supplied

Fuel composition (22) by means of the valve device (23) can be influenced.

2. 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 means (35) is arranged, wherein the valve means (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 branch (19) and / or the second fluid connection (33) supplied fuel composition (22) by means of the valve device (23) influenced, preferably is controllable.

3. Internal combustion engine (1) according to any 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) can be supplied, 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 branch (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.

4. Internal combustion engine (1) according to one of the preceding claims, characterized

in that the internal combustion engine (1) has 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 multi-point injector (59) for injection into one of the combustion chamber (3) associated with intake manifold (61) and / or as a direct injector (67) for direct injection into the combustion chamber (3) is formed.

5. Internal combustion engine (1) according to one of the preceding claims, characterized

characterized in that the at least one injector (53, 59, 67) has a feed line (55, 63, 69) into which the first fluid connection (13), the branch (19), the second

Fluid connection (33) and / or the third fluid connection (44) opens / open, wherein the valve means (23) preferably at least one in the supply line (55,63,69) arranged valve member or mixing member (27,29,31; , 71), so that different fuel compositions (22) can be fed to the injector (53, 59, 67).

6. Bremkraftmaschine (1) according to any one of the preceding claims, characterized

in that the evaporator (15) has a catalyst (50) for the partial partial oxidation of the fuel.

7. 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.

8. Internal combustion engine (1) according to one of the preceding claims, characterized

in that the internal combustion engine (1) is a self-igniting internal combustion engine (1), a spark ignition internal combustion engine (1), an internal combustion engine (1) igniting by an ignition jet, an HCCI and / or PCCI internal combustion engine (1), as an internal combustion engine (1) variable ignition method, or as operating after the Miller cycle internal combustion engine (1) is formed.

9. A method for operating an internal combustion engine (1), wherein

a fuel (12) is vaporized in an evaporator (15) and preferably cracked at least in part, wherein

the vaporized and preferably at least partially cracked fuel is at least partially reformed in a reformer (17), and wherein

a combustion chamber (3) of the internal combustion engine (1) is supplied to a fuel composition (22), wherein

the content of the fuel composition (22) on vaporized and preferably at least partially cracked fuel, on the one hand, and on reformed fuel, on the other hand, is varied depending on at least one operating parameter of the internal combustion engine (1).

10. The 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) is varied on vaporized and preferably at least partially cracked fuel, on reformed fuel, and / or on pyrolyzed fuel (12) depending on the at least one operating parameter.

11. The method according to any one of claims 9 and 10, characterized in that a content of the combustion chamber (3) supplied fuel composition (22) to untreated fuel (12) is varied depending on the at least one operating parameter.

12. The method according to any one of claims 9 to 11, characterized in that the

Fuel composition (22) of the combustion chamber (3) supplied charge air (46) is supplied.

13. The method according to any one of claims 9 to 12, characterized in that the

Fuel composition (22) is injected directly into the combustion chamber (3), wherein the fuel composition (22) is preferably injected as a pilot injection into the combustion chamber (3), wherein in the context of a main injection untreated fuel (12) is injected into the combustion chamber (3) ,

14. The method according to any 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, especially dimethyl ether, natural gas, biogas, special gas, lean gas, and a high sulfur fuel (12), preferably a marine fuel, more preferably heavy oil or marine residue oil.

15. The method according to any 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 raw nitrogen oxide emission indicative value, and / or a

Process temperature is used.