DE102014207268A1 - Method for operating an internal combustion engine and internal combustion engine - Google Patents

Abstract

A method for operating an internal combustion engine (7) with at least one cylinder (9) is proposed with the following steps: detecting an exhaust gas parameter for at least one cylinder (9) of the internal combustion engine (7), and activating a cylinder-specific fuel supply device (11) for the cylinder (9) of the internal combustion engine (7) in dependence on the exhaust gas parameters detected for this cylinder (9).

Description

The invention relates to a method for operating an internal combustion engine according to claim 1 and to an internal combustion engine according to claim 6.

When operating internal combustion engines there is typically the requirement to comply with legal emissions, and to optimize the operation of the internal combustion engine in terms of performance and efficiency. It shows that the emissions, in particular the nitrogen oxide emissions in Otto engine combustion processes sensitive to a ratio of combustion air to fuel, which is also referred to as lambda value depends. Particularly in the case of gas engines, in particular lean-burn engines, only a very small, stable range of the lambda value exists, in that the internal combustion engine can be operated on the one hand without knocking and, on the other hand, without misfiring. In internal combustion engines that are operated with mixture compression, a relatively simple control of the combustion process and thus the emissions, the actual target value, is possible. In this context, mixture compression refers to a gas metering in front of the compressor. Due to the very good homogenization of the mixture, all cylinders are operated with the same fuel-air ratio. Thus, it is possible to equate the cylinder over a central measurement of, for example, nitrogen oxide emissions or alternatively the engine power, and other measurement data. However, these internal combustion engines have the problem that the volume between gas injection and cylinders is filled with an explosive mixture, which is not permissible for safety reasons, depending on the specific application of the internal combustion engine. If, in contrast, the fuel is metered into the cylinder individually, for example via a cylinder-individual intake manifold injection or direct injection, the control of the emissions is much more difficult, in particular because of scattering of the fuel metering valves and scattering in the air quantity between individual cylinders of the internal combustion engine.

It is known to regulate the combustion by means of single-cylinder pressure sensors with calculation of the combustion or heating process. In this case, by adjusting the fuel metering to the individual cylinders, a cylinder equalization can be achieved. However, the associated heating and / or pressure curve analysis is complicated, in particular with regard to a computing capacity of the control device and / or a spatial location of the sensor provided for this purpose, as well as error-prone due to the measurement technique, which is exposed to high pressures and temperatures. This methodology also chooses the detour to represent the emissions by means of a correlation over the heating process. However, other influencing factors, such as air humidity, charge air temperature and gas composition, have an influence on this correlation and must accordingly be stored in correction maps.

The invention is therefore based on the object to provide a method for operating an internal combustion engine, which allows a less vulnerable and feasible with less effort control of the combustion. Furthermore, the invention has for its object to provide an internal combustion engine, which is stable and less expensive to control.

The object is achieved by providing a method having the features of claim 1. In the context of the method, at least one exhaust gas parameter is detected for at least one cylinder of the internal combustion engine, and a fuel supply device assigned separately to the cylinder is activated as a function of the exhaust gas parameter detected for the cylinder. In this case, the exhaust gas parameter is preferably regulated by controlling the fuel supply device assigned to the cylinder separately, in particular within a permissible range or below an admissible limit value. On the basis of the exhaust gas parameter, a simple and stable control of the combustion of the internal combustion engine is possible, wherein in particular no complex heating or pressure curve analysis is required. It is possible to determine the performance of the internal combustion engine by means of a characteristic map, in particular with recourse to a charge air pressure, on the basis of the exhaust gas parameter. Thus, it is also possible to maximize the performance and efficiency of the internal combustion engine. On the basis of the exhaust gas parameter, an overall emission control of the internal combustion engine can also be carried out. It also shows that the value to be regulated can be measured directly in the context of the procedure.

The method is preferably carried out for a gas engine, in particular for a lean-burn gas engine, preferably with cylinder-individual gas admixing. Here, the advantages of the method unfold in a special way, since a lean-burn gas engine can only be operated in a very narrow range of lambda values between knocking on the one hand and exposure of the ignition on the other hand. In particular, by controlling the nitrogen oxide emissions within a permissible range, it is possible to keep the lambda value of the internal combustion engine within the permissible range based on the exhaust gas parameter.

An embodiment of the method is preferred, which is characterized in that a residual oxygen content in the exhaust gas parameter Exhaust gas is detected. It is therefore possible that the lambda value for the cylinder is measured directly and used to control the cylinder-specific fuel supply device. As a result, a simple and direct control of the internal combustion engine to the permissible lambda value range is possible. In this method, a correction is preferably additionally carried out with regard to the charge air temperature, the water content of the charge air, and / or the fuel gas composition, since these parameters have an influence on the combustion and thus the emission level. In particular, the allowable range of lambda values may shift depending on these parameters, thereby necessitating a corresponding correction.

Alternatively or additionally, an emission or concentration of a substance or substance mixture in the exhaust gas, in particular a nitrogen oxide emission or nitrogen oxide concentration, is preferably detected as the exhaust gas parameter. It is also possible for a hydrocarbon or carbon monoxide concentration to be detected, in which case, in turn, a correction with regard to further parameters, in particular based on correction characteristics, is necessary. However, the nitrogen oxide emissions are particularly preferably detected - in particular cylinder-specific - as exhaust gas parameters, with no correction being necessary. This is particularly advantageous in internal combustion engines, which are designed as gas engine, in particular as a lean-burn gas engine. It has been shown that the combustion process in lean gas engines correlates directly with the nitrogen oxide emissions. Therefore, the nitrogen oxide emissions are preferably controlled in the context of the method, whereby at the same time implicitly a suitable control of the combustion process and in particular of the lambda value takes place. A shift in the permissible lambda range as a function of parameters such as the charge air temperature, the water content of the charge air, and / or the fuel gas composition is likewise taken into account implicitly. In that regard, the internal combustion engine is operated in the permissible lambda range if the nitrogen oxide emissions are within a permissible range. The regulation on nitrogen oxide emissions is particularly sensitive and thus accurate. Depending on the detected nitrogen oxide emission, the cylinders can be equalized by suitable control of the cylinder-specific fuel supply device, whereby preferably set for the entire engine, the same emissions as for the individual cylinder. A separate regulation of the combustion process and in particular of the lambda value can be dispensed with with this method, since these are implicitly regulated by the emission regulation.

It is also preferred an embodiment of the method, which is characterized in that the internal combustion engine having a plurality of cylinders, wherein for each cylinder separately an exhaust gas parameter, preferably the nitrogen oxide emissions, is detected, and wherein cylinder-specific fuel supply means are controlled in dependence on the detected exhaust gas parameters , Thus, each cylinder is assigned a cylinder-specific, separately controllable fuel supply device, which is controlled as a function of the exhaust gas parameter detected separately for the cylinder. Thus, each cylinder can be controlled individually with respect to its combustion process and here in particular with respect to its nitrogen oxide emissions. This makes it possible to compensate for variations in the cylinders individually associated valves as well as variations in the distribution of the amount of combustion air to the cylinder. Ultimately, such an internal combustion engine, which has a plurality of cylinders with cylinder-specific fuel supply, even stable operable, which without appropriate feedback and in particular without information from the combustion chamber on the concentration of an exhaust gas parameter, preferably the nitrogen oxide emissions, or at most in compliance with extreme safety margins and thus increased fuel consumption is possible.

Particularly preferred is an embodiment of the method, which is characterized in that the cylinders are adjusted in relation to their exhaust gas parameters by controlling the cylinder-individual fuel supply means. Particularly preferably, the cylinders are equal to each other. It can therefore be carried out in the context of the process in a simple and reliable way, a cylinder equalization. Here, the ultimate goal to be achieved is to equate the cylinders with respect to their individual nitrogen oxide emissions, which preferably also equality of the cylinder-individual power output and the efficiency takes place. In addition, by means of the method it is possible to control the total emissions of the internal combustion engine by controlling the cylinders in a suitable manner for this purpose. By optimizing and equalizing the different combustion processes in the individual cylinders, it is possible in particular to reduce the total emissions of the internal combustion engine. Since it is not necessary due to the cylinder equalization, to set large safety margins and thus operate individual cylinders far from an optimal combustion history, all cylinders can be operated in a favorable in terms of their emissions, performance and efficiency range. In particular, in the case of deviations of the cylinder internal flows and / or temperatures of individual cylinders due to component scattering - for example of channels in the cylinder head - which have an effect on the combustion process and thus on the emissions, these can be effectively compensated via a cylinder-specific lambda value which is not possible with a mixture compression mentioned above.

In particular, an embodiment of the method is preferred, which is characterized in that the cylinders are controlled by controlling the cylinder-individual fuel supply means to a predetermined target nitrogen oxide emission. This proves to be particularly favorable in an internal combustion engine which is designed as a gas engine, in particular as a lean-burn gas engine. In this case, equalization of the combustion processes and, in particular, equality of the nitrogen oxide emissions of the individual cylinders also takes place with the control of the desired nitrogen oxide emission at the same time. In this case, the desired nitrogen oxide emission is preferably predetermined such that the power and the efficiency of the cylinders are maximized. The internal combustion engine can then be operated within the legal requirements for the nitrogen oxide emissions with maximum efficiency.

The object is also achieved by providing an internal combustion engine having the features of claim 6. This has at least one cylinder and a cylinder separately assigned to the fuel supply device. The internal combustion engine is characterized by an exhaust gas sensor device, which is set up for detecting a measurement signal separately assigned to the cylinder. In this case, a control device is provided, which is set up for controlling the fuel supply device as a function of the measurement signal. The control device is particularly preferably designed for carrying out a method according to one of the previously described embodiments. This realizes in connection with the internal combustion engine, the advantages that have already been explained in connection with the method. In any case, on the basis of the measurement signal detected by the exhaust gas sensor device, the internal combustion engine is simple and stable with regard to its combustion and in particular with regard to its emissions, preferably with regard to its nitrogen oxide emissions.

The exhaust gas sensor device preferably has a lambda sensor. By means of this, a residual oxygen content in the exhaust gas can be detected so that the internal combustion engine can be controlled directly to a permissible range of lambda values and thus can be operated stably without knocking and without misfiring. However, this typically requires a correction, in particular with regard to the above-mentioned parameters.

However, an embodiment of the internal combustion engine in which the exhaust gas sensor device additionally or alternatively has a nitrogen oxide sensor is particularly preferred. It has been found, in particular in connection with engine designed as a gas engine, preferably as a lean-burn engine, that the nitrogen oxide emissions correlate directly with the combustion process in the internal combustion engine. Therefore, these can be used in a simple and at the same time very reliable way of controlling the combustion, in particular for controlling the nitrogen oxide emissions themselves. This also shows that a nitrogen oxide sensor has a much higher accuracy than a lambda sensor provided for measuring the residual oxygen content. In particular, the accuracy of a lambda sensor for controlling combustion in a gas engine is often insufficient. In contrast, the possibility of controlling the combustion based on the measurement signal of a nitrogen oxide sensor is an equally reliable, accurate and simple possibility, which can also be carried out for lean-gas engines with their very narrow bandwidth of permissible lambda values. In that regard, too, the internal combustion engine is operated in a permissible lambda range if the nitrogen oxide emissions are within a permissible range. Therefore, it typically does not require any further corrections when using a nitrogen oxide sensor.

The internal combustion engine preferably has a plurality of cylinders, wherein each of the cylinders is assigned a cylinder-specific fuel supply device. The exhaust gas sensor device is set up to separately allocate a measurement signal to each cylinder. The control unit in turn is set up for the separate control of the cylinder-specific fuel supply devices in dependence on the measurement signals for the individual cylinders. In this way, a cylinder-specific regulation of the combustion is possible, in particular, the cylinders can be equalized or equalized. Scattering of cylinder-specific valves and the air volumes between the cylinders can be compensated. It is possible to operate all cylinders stably at maximum power and maximum efficiency, while the emissions of the internal combustion engine can be minimized or kept within a legally permissible range at the same time. Knocking and misfiring are avoided.

An exemplary embodiment of the internal combustion engine is preferred, which is characterized in that the exhaust gas sensor device has an exhaust gas sensor fixedly assigned to the respective cylinder downstream of each cylinder. The control unit is preferably operatively connected to the individual exhaust gas sensors in order to detect their measurement signals individually for each cylinder and to be able to assign them to the individual cylinders. This is a simple way highly accurate cylinder-specific combustion control possible.

Alternatively, it is preferred that a plurality of cylinders are connected to a common exhaust pipe, wherein an exhaust gas sensor is arranged in the exhaust pipe, and wherein the exhaust gas sensor device is adapted for time-separated detection of measurement signals and for assigning a measurement signal to a cylinder connected to the exhaust pipe in dependence from a measurement time of the measurement signal. In this case, it is preferably made possible via skilful piping of the exhaust pipe to combine cylinders with suitable - in particular the largest possible - ignition distance to detect the cylinders separately assignable measurement signals using a number of exhaust gas sensors, which is less than the number of cylinders. Individual groups of cylinders, which have suitable ignition distances from one another, are each connected to a common exhaust pipe, whereby measuring signals which can be unambiguously assigned to specific cylinders can be detected at certain points in time with the exhaust gas sensor arranged in the exhaust pipe. It is possible that as a time parameter not directly a time, but rather a crankshaft angle of the internal combustion engine is detected. In this embodiment of the internal combustion engine, it is thus possible, using a reduced number of exhaust gas sensors, however, to clearly detect an exhaust gas parameter individually for each cylinder and thus to be able to implement a cylinder-specific control.

It is also preferred an embodiment of the internal combustion engine, which is characterized in that the fuel supply device is designed as a device for direct injection of fuel into a cylinder. In this way, the fuel is directly introduced into a combustion chamber, so that an explosive gas volume upstream of the cylinder is completely eliminated.

It is particularly preferred an embodiment of the internal combustion engine, which is characterized in that the fuel supply device is designed as Saugrohreindüsung. In this case, in such a cylinder-individual Saugrohreindüsung a volume of explosive mixture upstream of the cylinder is still very small, so that such an internal combustion engine is very safe to operate. On the other hand valves for gaseous fuels for cylinder-individual Saugrohreindüsung mechanically significantly less burdened than intended for direct injection valves, so they are designed according to simpler and cheaper. The use of liquid fuels is not excluded.

Finally, an embodiment of the internal combustion engine is preferred, which is characterized in that the internal combustion engine is designed as a gas engine. Particularly preferably, the internal combustion engine is designed as a lean-burn gas engine. In doing so, the advantages of the invention are realized in a special way, namely a stable and precise control of the combustion, in particular also an accurate and stable compliance with a permissible range of lambda values. Particularly preferred is an embodiment of the internal combustion engine in which this is designed as a gas engine, in particular as a lean-burn gas engine, wherein at the same time the exhaust gas sensor device is set up for cylinder-specific detection of a nitrogen oxide emission. The internal combustion engine can be regulated with particularly high accuracy.

The internal combustion engine is preferably designed as a reciprocating engine. In a preferred embodiment, the internal combustion engine is used to drive in particular heavy land or water vehicles, such as mine vehicles, trains, the internal combustion engine is used in a locomotive or a railcar, or ships. It is also possible to use the internal combustion engine to drive a defense vehicle, for example a tank. An exemplary embodiment of the internal combustion engine is preferably also stationary, for example, used for stationary power supply in emergency operation, continuous load operation or peak load operation, the internal combustion engine in this case preferably drives a generator. A stationary application of the internal combustion engine for driving auxiliary equipment, such as fire pumps on oil rigs, is possible. Furthermore, an application of the internal combustion engine in the field of promoting fossil raw materials and in particular fuels, for example oil and / or gas, possible. It is also possible to use the internal combustion engine in the industrial sector or in the field of construction, for example in a construction or construction machine, for example in a crane or an excavator. The internal combustion engine is preferably designed as a diesel engine, as a gasoline engine, as a gas engine for operation with natural gas, biogas, special gas or another suitable gas. In particular, when the internal combustion engine is designed as a gas engine, it is suitable for use in a cogeneration plant for stationary power generation.

The description of the method on the one hand and the internal combustion engine on the other hand are to be understood as complementary to one another. In particular, features of the internal combustion engine that have been explicitly or implicitly described in connection with the method, preferably individually or combined features of a preferred Embodiment of the internal combustion engine. Method steps which have been described explicitly or implicitly in connection with the internal combustion engine are preferably individually or combined with one another Steps of a preferred embodiment of the method. The internal combustion engine is preferably characterized by at least one feature that is caused by at least one method step of the method. The method is preferably characterized by at least one method step, which is caused by at least one feature of the internal combustion engine.

The invention will be explained in more detail below with reference to the drawing. Showing:

1 a schematic representation of a relationship between a nitrogen oxide emission and a combustion history;

2 a schematic representation of a permissible range of lambda values for the operation of an internal combustion engine, and

3 a schematic representation of an embodiment of an internal combustion engine.

1 shows a diagrammatic representation of a dependency of a combustion process at a fixed ignition of the nitrogen oxide emissions in an internal combustion engine, which is designed as a lean-burn gas engine. In 1 are three different Brennverläufe plotted with the same ignition timing against a crankshaft angle φ. A first, here shown in broken lines Brennverlauf 1 shows a comparatively fast and intensive combustion and leads to comparatively high nitrogen oxide emissions. By way of example, the lambda value at 1.74 here is comparatively rich, for example 4 g / kWh of nitrogen oxides being emitted.

A second, dash-dotted firing process 3 has a slower and less intense combustion than the first firing process 1 , This also results in reduced nitrogen oxide emissions. For example, the second combustion process takes place 3 at a lambda value of 1.77, therefore with a leaner mixture than the first combustion course 1 wherein, for example, 2 g / kWh of nitrogen oxides are emitted.

A third burning process 5 is shown here as a solid line. It runs slowest and at least intensively from all illustrated firing processes. In this case, it takes place at a lambda value of 1.8, for example, with a particularly lean mixture, with particularly low nitrogen oxide emissions occurring, for example, at 1 g / kWh.

Based on the firing processes 1 . 3 . 5 In particular, it is clearly evident how sensitive the combustion process in a lean-burn engine depends on the lambda value. It can be deduced from the nitrogen oxide emissions readily on the burning process, which can be used in any case as a very sensitive indicator of the burning process. The nitrogen oxide emissions are in particular a more sensitive indicator of the combustion process than the lambda value itself. Therefore, it is particularly favorable for the operation of the internal combustion engine when the nitrogen oxide emissions are regulated.

2 shows a schematic representation of an allowable for a lean-burn gas range B for the lambda value λ. Based on the firing processes 1 . 3 . 5 according to 1 It has already become clear that an internal combustion engine designed as a lean-burn engine is extremely sensitive to a change in the lambda value. It shows that a permissible lambda value range B exists, permissible lambda values being greater than a lower limit value λ ₁ and less than an upper limit value λ ₂ . Below the lower limit λ ₁ , knocking occurs due to the rich mixture, while misfiring occurs above the upper limit λ ₂ due to too lean a mixture. The permissible range B is very narrow in the case of a lean-burn gas engine. For example, it is possible for the region B to have only a bandwidth of 0.1 or less at the rated power of an internal combustion engine operated as a lean-burn gas engine. Therefore, a very accurate control of the combustion for the internal combustion engine is necessary if it is to be operated safely and with optimum performance and efficiency. The permissible value range B can vary depending on further parameters, for example the charge air temperature, the water content of the charge air, and / or the fuel gas composition. A regulation of the nitrogen oxide emissions in a permissible range implicitly always leads to an operation of the internal combustion engine in the allowable lambda range, without the need for further corrections, due to the close correlation between the nitrogen oxide emissions and the combustion process.

3 shows a schematic representation of an embodiment of an internal combustion engine 7 , which is preferably designed as a gas engine, in particular as a lean-burn gas engine. It has a plurality of cylinders, of which the sake of clarity here only one with the reference numeral 9 is marked. Each of the cylinders 9 is separately a fuel supply device 11 assigned here as intake manifold injection 13 is trained. The internal combustion engine 1 also has an exhaust gas sensor device 15 which is adapted to detect each cylinder 9 separately assigned measuring signal.

In the embodiment shown here is downstream of each cylinder 9 a the respective cylinder 9 permanently assigned exhaust gas sensor 17 arranged, which is set up to detect an exhaust gas parameter. The exhaust gas sensor 17 is here preferably designed as a nitrogen oxide sensor, thus arranged to detect a nitrogen oxide emission of its associated cylinder 9 ,

It is a control unit 19 provided, which is adapted for the separate control of the fuel supply means 11 depending on the measuring signals of the exhaust gas sensors 17 for each one of the cylinders 9 , This is the control unit 19 with the individual fuel supply devices 11 and with the exhaust gas sensor device 15 , specifically with the individual exhaust gas sensors 17 operatively connected, for the sake of clarity, schematically only for one of the fuel supply devices 11 as well as for an exhaust gas sensor 17 is shown.

The control unit 19 captures cylinder-specific nitrogen oxide emissions for each of the cylinders 9 and preferably controls by suitable control of the fuel supply devices 11 the cylinder-specific nitrogen oxide emissions to a nitrogen oxide target value. This makes it possible, the combustion processes in the individual cylinders and thus the cylinders 9 equate to the cylinder-specific gas injection. Also a regulation of the total emissions of the internal combustion engine 7 is possible. This is operable at maximum power and maximum efficiency, especially within legal requirements. The performance of the internal combustion engine 7 can be determined via a map in particular using the charge air pressure.

The cylinders 9 is - as schematically represented by an arrow P - along a charge air line 21 Charge air supplied, being from the charge air line 21 here suction pipes 23 Branches, of which the sake of clarity, also only one with the reference numeral 23 is marked. The fuel supply devices 11 open into the suction pipes 23 and are insofar as cylinder-individual Saugrohreindüsungen formed. This reduces, on the one hand, an ignitable mixture volume upstream of the cylinders 9 compared to an internal combustion engine with mixture compression, on the other hand, less expensive and cheaper fuel supply 11 can be used as in a direct injection into the cylinder 9 , However, it is alternatively possible that the internal combustion engine 7 Fuel supply facilities 11 which are designed as direct injections, in particular as direct injection valves or injectors.

Along individual exhaust pipes 25 in which the exhaust gas sensors 17 are arranged, the exhaust gas from the cylinders 9 led away, with the exhaust pipes 25 in a common exhaust pipe 27 open, through which the exhaust - as shown by an arrow P '- is discharged.

Using the scheme described here it is possible to control the nitrogen oxide emissions of the cylinders 9 equal footing. At the same time, their combustion processes as well as their lambda values are regulated within a permissible range. It is possible by means of the regulation described here, scattering of the fuel supply devices 11 as well as variations in the charge air quantities between the cylinders 9 compensate, and combustion in the internal combustion engine 7 stable to regulate. As a result, even a lean-burn gas engine with its very narrow, permissible lambda range B is stable and safe to operate, with maximum power at maximum efficiency - in particular within legal emission specifications - can be achieved.

Claims (10)

Method for operating an internal combustion engine ( 7 ) with at least one cylinder ( 9 ), comprising the following steps: detecting at least one exhaust gas parameter for at least one cylinder ( 9 ) of the internal combustion engine ( 7 ), and - controlling a cylinder-specific fuel supply device ( 11 ) for the cylinder ( 9 ) of the internal combustion engine ( 7 ) as a function of that for this cylinder ( 9 ) detected exhaust gas parameters. A method according to claim 1, characterized in that a residual oxygen content in the exhaust gas and / or a nitrogen oxide emission is detected as the exhaust parameter (s). Method according to one of the preceding claims, characterized in that the internal combustion engine ( 7 ) a plurality of cylinders ( 9 ), wherein for each cylinder ( 9 ) separately detects an exhaust gas parameter and a cylinder-specific fuel supply device ( 11 ) is controlled in dependence on the detected exhaust gas parameter. Method according to one of the preceding claims, characterized in that the cylinders ( 9 ) with respect to their exhaust parameters by controlling the cylinder-individual fuel supply devices ( 11 ) be aligned with each other. Method according to one of the preceding claims, characterized in that the cylinders ( 9 ) by driving the cylinder-individual fuel supply devices ( 11 ) are controlled to a predetermined target nitrogen oxide emission. Internal combustion engine ( 7 ) with at least one cylinder ( 9 ) and a separately assigned to the cylinder fuel supply device ( 11 ), characterized by an exhaust gas sensor device ( 15 ), which is adapted to detect a cylinder ( 9 ) separately associated measurement signal, wherein a control device ( 19 ) is provided, which is adapted to control the fuel supply device ( 11 ) in response to the measurement signal. Internal combustion engine ( 7 ) according to claim 6, characterized in that the internal combustion engine ( 7 ) a plurality of cylinders ( 9 ), each cylinder ( 9 ) a fuel supply device ( 11 ), wherein the exhaust gas sensor device ( 15 ) is adapted to each cylinder ( 9 ) separately assign a measuring signal, wherein the control unit ( 19 ) is set up for the separate control of the fuel supply devices ( 11 ) in dependence on the associated measuring signals. Internal combustion engine ( 7 ) according to one of claims 6 and 7, characterized in that the exhaust gas sensor device ( 15 ) downstream of each cylinder ( 9 ) a the respective cylinder ( 9 ) permanently assigned exhaust gas sensor ( 17 ), or that a plurality of cylinders ( 9 ) with a common exhaust pipe ( 27 ) are connected, wherein in the exhaust pipe ( 27 ) an exhaust gas sensor ( 17 ), and wherein the exhaust gas sensor device ( 15 ) is set up for the time-separated acquisition of measurement signals and for the assignment of a measurement signal to one with the exhaust pipe ( 27 ) connected cylinders ( 9 ) in response to a measurement time of the measurement signal. Internal combustion engine ( 7 ) according to one of claims 6 to 8, characterized in that the fuel supply device ( 11 ) as intake manifold injection ( 13 ) is trained. Internal combustion engine ( 7 ) according to one of claims 6 to 9, characterized in that the internal combustion engine ( 7 ) is designed as a gas engine.

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