DE102021105780A1 - Method for operating a drive device and drive device - Google Patents

Abstract

The invention relates to a method for operating a drive device (10) comprising at least one combustion chamber (21), in which at least one oxidizing agent and at least one fuel are introduced into the combustion chamber (21), whereupon at least one additional first substance different from the fuel is introduced into the combustion chamber (21), the first substance introduced into the combustion chamber (21) reacting by atomic decomposition and/or a chemical reaction to form at least one second substance which is different from the first substance and which, under standard conditions, occupies a larger volume than the first substance, whereby an increase in pressure in the combustion chamber (21) and a resulting self-ignition of the mixture (35) are brought about.

Description

The invention relates to a method for operating a drive device according to the preamble of patent claim 1. The invention also relates to a drive device according to the preamble of patent claim 10.

Of the EP 2 876 275 A1 a reciprocating piston internal combustion engine can be seen as known, with at least one air inlet valve arranged on a cylinder head and at least one air outlet valve arranged on the cylinder head. It is provided that an electromagnetic valve for introducing air into a combustion chamber and/or for discharging air from the combustion chamber is arranged on the cylinder head.

The object of the present invention is to create a method for operating a drive device, in particular for a motor vehicle, and such a drive device, in particular for a motor vehicle, so that particularly fuel-efficient operation of the drive device can be implemented.

This object is achieved according to the invention by a method having the features of patent claim 1 and by a drive device having the features of patent claim 10 . Advantageous configurations of the invention are the subject matter of the dependent claims.

A first aspect of the invention relates to a method for operating a drive device preferably designed as an internal combustion engine, in particular a vehicle, for example a motor vehicle, and very particularly a motor vehicle preferably designed as a passenger car. This means that the motor vehicle includes the drive device in its fully manufactured state and can be driven at least partially by means of the drive device, in particular in or by its fired operation. Other applications are of course easily possible. The motor vehicle can be designed as a hybrid vehicle, for example, and can be driven at least partially by at least one electric machine. An indirect and/or partially energetic drive of the motor vehicle can be provided by means of the drive device, it being possible for the drive device to be designed as a range extender, for example.

Alternatively, the drive device can be provided to drive a rail-bound vehicle, referred to in particular as a rail vehicle, a watercraft, in particular a ship, or an aircraft, in particular an airplane, or a spacecraft, in particular a rocket, or the drive device can be provided as a stationary power generator . The drive device can be designed as a liquid rocket engine. Alternatively, the drive device or the internal combustion engine can be designed as a jet engine, in particular as a turboprop, or as a gas turbine, in particular a stationary one.

The drive device has at least one combustion chamber. The drive device can include at least one piston, which at least partially delimits the combustion chamber. In fired operation, combustion processes, referred to in particular as combustion, take place in the combustion chamber, in which a mixture comprising at least one oxidizing agent and at least one fuel is burned. In the internal combustion engine, the oxidizing agent is air, referred to in particular as fresh air, so that a fuel-air mixture is burned in the combustion chamber during the combustion processes. In the liquid rocket engine in particular, the oxidizing agent can be oxygen, in particular pure oxygen. The drive device has, for example, a housing element by which the combustion chamber is partially delimited. The drive device can be designed as any internal combustion engine and thus, for example, as a Wankel engine or reciprocating engine or reciprocating engine. In particular, if the internal combustion engine is designed as a reciprocating engine, for example, i.e. as a possible but not mandatory embodiment, the internal combustion engine has at least one cylinder, which is formed or delimited, for example, by the housing element, in particular by a cylinder housing, of the internal combustion engine. The piston is arranged in the cylinder so that it can move, in particular in a translatory manner. The cylinder and the piston each partially delimit the combustion chamber of the internal combustion engine.

In the case of the drive device designed as an internal combustion engine, at least or preferably exactly one valve arrangement can be assigned to the combustion chamber, which is explained in more detail below. In the method, the valve arrangement assigned to the combustion chamber is opened within a respective working cycle of the internal combustion engine. The working cycle is to be understood in particular as follows: The internal combustion engine has an output shaft, via which the internal combustion engine generates torques, in particular for driving Ben of the motor vehicle can provide. The piston can, for example, be coupled to the output shaft, in particular in an articulated manner, so that the output shaft can be driven by the piston and can therefore be rotated, in particular relative to the housing element. In particular when the internal combustion engine is designed as a reciprocating engine, for example, the output shaft can be designed as a crankshaft, the respective rotational position of which the output shaft comes within the respective working cycle or is assumed by the output shaft is also referred to as the crank angle or crank angle degrees. The output shaft, which is designed as a crankshaft, for example, can be connected to the piston in an articulated manner, for example via a connecting rod. As a result, particularly translational movements of the piston, particularly in the cylinder, can be converted into a rotary movement of the output shaft or crankshaft, which is mounted on the housing element such that it can rotate about an axis of rotation relative to the aforementioned housing element. The respective work cycle, particularly when the internal combustion engine is designed as a four-stroke engine, includes exactly two complete revolutions of the output shaft or crankshaft, and therefore exactly 720 degrees of crank angle. However, the method can also be used for other engines such as two-stroke engines.

In the method, the oxidizing agent and the fuel are introduced into the combustion chamber of the drive device. Within the respective work cycle, the oxidizing agent, in particular fresh air, can be introduced into the combustion chamber via the open valve arrangement. The valve arrangement comprises, for example, at least or exactly one inlet valve, in particular at least or exactly two inlet valves, the feature that the valve arrangement is or is open being understood to mean that the inlet valve or the or all inlet valves of the valve arrangement is or are open or will or that at least one, several or all of the intake ports assigned to the combustion chamber is, are, will or will be open, with the oxidizing agent or the fresh air being able to be introduced or flowing into the combustion chamber via the respective intake port when it is open, in particular inside of the respective work cycle.

After the oxidizing agent, in particular the fresh air, has been introduced into the combustion chamber, in particular via the open valve arrangement, the valve arrangement can be closed within the respective working cycle. This is to be understood in particular as meaning that the inlet valve or the or all inlet valves of the valve arrangement can be closed, so that the inlet valve or the or all inlet valves can then be closed. In particular after the closing that takes place within the respective working cycle and thus with the valve arrangement closed, i.e. with the intake valve or intake valves closed, a mixture comprising the oxidizing agent or the fresh air can be compressed in the combustion chamber by means of the piston within the respective working cycle, in particular in such a way that in particular when the drive device is designed, for example, as a reciprocating piston engine, the piston moves towards its top dead center within the respective working cycle and, for example, covers at least part of a distance or path that extends from a bottom dead center of the piston up to its top dead center, in particular continuously or without interruption.

The aforementioned mixture also includes, for example, the fuel, in particular liquid fuel, which is introduced into the combustion chamber within the respective working cycle, in particular injected directly. For example, at least or precisely one valve device is assigned to the combustion chamber, which valve device comprises, for example, at least or precisely one exhaust valve or at least or precisely two exhaust valves. An exhaust gas can flow out of the combustion chamber via the valve device, in particular when the valve device is open within the respective working cycle, the exhaust gas resulting from the fact that the mixture is ignited within the respective working cycle and is subsequently at least partially burned. The feature that the valve device is or is opened is to be understood in particular as meaning that the outlet valve or the or all outlet valves is, will, is or are open. The feature that the valve arrangement is or is closed is to be understood in particular as meaning that the respective outlet valve or the or all outlet valves is, will, is or are closed. The aforementioned compression of the mixture, which takes place within the respective working cycle and is brought about by means of the piston, can take place in particular while the valve arrangement and the valve device can be closed, in particular simultaneously.

In the method, at least one additional first substance, different from the fuel, is introduced into the combustion chamber, in particular directly. Preferably, the first substance is inner half of the respective working cycle via the open valve arrangement and/or in particular while the valve arrangement and preferably also the valve device is closed, introduced into the combustion chamber by means of at least one valve element provided in addition to the valve arrangement and preferably also in addition to the valve device.

The first substance can be a mixture of substances. The first substance can be introduced into the combustion chamber in liquid, solid or gaseous form. The first substance can therefore be present as a liquid, as a gas or as a solid, in particular when it is introduced into the combustion chamber. The first substance is preferably a fluid. The fluid is preferably blown into the combustion chamber, in particular directly, within the respective working cycle by means of the valve element. The injection of the fluid into the combustion chamber is also referred to as additional injection, which takes place within the respective work cycle.

In order to be able to implement a particularly efficient and thus fuel-efficient operation, in particular fired operation, of the drive device, it is provided according to the invention that within the respective working cycle the first substance introduced into the combustion chamber is converted by atomic decomposition and/or at least one chemical reaction to at least one of second substance, which is different from the first substance, reacts or decomposes, which takes up a higher volume than the first substance under standard conditions and under conditions within the combustion chamber, in particular before ignition, causing an increase in pressure in the combustion chamber, i.e. an increase in compression or of the pressure is effected and preferably a resultant self-ignition of the mixture is effected, in particular at or after its maximum geometric compression effected by the piston. A first substance or several first substances can be present, which can be referred to as starting material or starting materials. A second substance or several second substances can be present, which can be referred to as a product, in particular a reaction product, or products, in particular a reaction product. The total volume of the reaction product or the reaction products increases compared to the starting material or the starting materials. The second substance can in particular be referred to as a secondary substance. The second substance can be a mixture of substances. The second substance can be in liquid, solid or gaseous form in the combustion chamber.

This is to be understood in particular as follows: In particular if the drive device is designed as an internal combustion engine, in particular as a reciprocating piston machine, the fact that the piston can be moved or is moved, for example in its top dead center, in particular while the valve device and preferably also the valve arrangement are closed, initially without considering the atomic decay and/or the chemical reaction of the first substance, the mixture can be maximally geometrically compressed by means of the piston, with, for example, the maximum geometric compression of the mixture occurring when the piston is at its top dead center and in particular the valve arrangement as well as preferably the valve device is also closed or when a volume of the combustion chamber is minimal within the respective working cycle and in particular the valve arrangement and preferably also the valve device are closed . Beyond this maximum geometric compression of the mixture that can be effected or caused by the piston, the atomic decomposition and/or the chemical reaction of the first substance, which take place in particular while the valve arrangement and preferably also the valve device are closed, results in an additional or The mixture is recompacted because, as a result of the atomic decomposition and/or the chemical reaction, the first substance, in particular several reactants, is at least partially converted into the second substance, in particular several reaction products, which, under standard conditions, occupies a larger volume than the first substance. Thus, due to the atomic decay and/or the chemical reaction, a volume expansion of the second substance occurs in relation to the first substance, as a result of which the atomic decay and/or the chemical reaction can in particular be referred to as a volume expansion mechanism. This results in the pressure increase in the combustion chamber, although it should not be ruled out that the reaction products of this volume expansion mechanism then also take part in the combustion process and/or can cause an additional exothermic after-reaction or chain reaction. In comparison to conventional drive devices, in particular internal combustion engines, in which the mixture is compressed only by the maximum geometric compression of the piston and additional or post-compression due to atomic decay and/or due to the chemical reaction of the first substance introduced into the combustion chamber, the energetic efficiency of the drive device, in particular the internal combustion engine, also referred to as an internal combustion engine, can be increased.

The pressure increase can thus be understood in particular to mean that the pressure in the combustion chamber as a result of the chemical reaction and/or atomic decomposition is higher than in a conventional drive device in which the introduction of the first substance or the chemical reaction and/or atomic decomposition does not take place.

Atomic decay can be understood in particular to mean that an atomic type or an atomic nucleus of the first substance before atomic decay as a result of atomic decay is different from an atomic type or an atomic nucleus after atomic decay or that the atomic type or atomic nucleus of the first substance before atomic decay is different is of a type of atom or an atomic nucleus of the second substance, the second substance being formed from the first substance as a result of atomic decay. The atomic decay can be a radioactive decay, referred to in particular as nuclear decay, or a nuclear reaction, in particular nuclear fission. The chemical reaction can be, for example, a dissociation reaction referred to in particular as dissociation or decomposition, in particular thermal dissociation. The dissociation can in particular be a molecule breakdown, which means that a molecule breaks down, in particular thermally, into atoms or elements or into at least one other molecule that is different from the molecule. The first substance or several first substances are the reactant or reactants and the second substance or several second substances are the product or products of the chemical reaction.

The standard conditions can in particular be referred to as standard conditions or STP conditions, with the standard conditions having a temperature of 273.15 Kelvin and a pressure of 1 bar. In addition, the standard conditions can be understood in particular to mean that the first substance and the second substance are in an open container, which means that the substances, if they are present as gases, can each assume their molar standard volume of 22.4 liters per mole. The first substance can be present, for example, as a chemical compound, in particular as a molecule, as a pure substance, as an element, as an atom or as a mixture of substances. The second substance can be present, for example, as a chemical compound, as a pure substance, as an element, as a molecule, as an atom or as a mixture of substances. For example, the first substance can be a gas, which reacts to form two second substances, which are present as a gas, in which case the amount of substance of the first substance and thus of the starting material can be less than a sum of the amounts of substance of the second substances and thus of the starting materials, whereby the Volume of the first substance can be less than the volume of the second substances. For example, hydrogen peroxide as the first species can decompose into hydrogen and oxygen as the second species. One mole of hydrogen peroxide as the first substance can occupy a first volume of 22.4 liters under standard conditions and one mole of hydrogen and one mole of oxygen as the second substances together can occupy a volume of 44.8 liters, which results in the chemical reaction expanding the volume can.

In the combustion chamber, the second substance cannot take up a larger volume than the first substance, since the volume of the combustion chamber is limited by the piston or the combustion chamber walls. This results in the pressure increase, which means in particular that when the first substance is present there is a first pressure and when the second substance is present there is a second pressure that is greater than the first pressure in the combustion chamber, with the pressure increase as a result of the chemical reaction or the atomic decay takes place. For example, the second pressure can be at least 0.5 bar, preferably at least 1.0 bar or 5.0 bar higher than the first pressure.

The first substance is preferably inert, for example an inert gas or an inert liquid, and therefore does not take part in the combustion, which means in particular that the first substance, in particular while the combustion processes are taking place in the combustion chamber, does not react with oxygen in The air present in the combustion chamber reacts to form the second substance and is therefore oxidized. In other words, the chemical reaction is not an oxidation reaction specifically referred to as oxidation. This would have the advantage or the property that only the pressure (and the temperature) is changed by introducing, blowing in or injecting the first substance, but not the combustion air ratio lambda. The first substance preferably has a particularly low affinity, which means in particular that the first substance has a particularly low tendency to react with oxygen. Preferably, the first substance is not air and not water. The chemical reaction can be exothermic or endothermic. An energy contribution, in particular related to the combustion processes, can be negligible and thus virtually irrelevant, provided that the chemical reaction is not extremely endothermic and therefore particularly endothermic.

The chemical reaction or the atomic decomposition of the first substance is therefore a subsequent or in addition to the means of the piston achievable, maximum geometric compression of the mixture provided compression, whereby a particularly efficient operation of the drive device can be realized. Furthermore, it is provided according to the invention that the chemical reaction or the atomic decomposition of the first substance is carried out in such a way that the chemical reaction or the atomic decomposition within the respective working cycle causes ignition in the form of self-ignition of the mixture, this self-ignition preferably occurring at or after or before the maximum geometric compression of the mixture effected by the piston, that is to say begins, since it can be useful at a particularly low speed of a combustion process to begin self-ignition before top dead center (TDC). In other words, an ignition time or ignition angle at which the mixture ignites or is ignited by self-ignition can be at or after or before the point or time of the maximum geometric compression caused by the piston, i.e. in particular after the top dead center of the piston lie. The ignition time or ignition angle can thus be set or controlled or regulated directly by introducing the first substance, in particular by its beginning and/or speed, and/or by a beginning or start of atomic decomposition or the chemical reaction. A particularly efficient and therefore fuel-efficient operation can thus be implemented. It is advantageous that even low knock-resistant fuels or fuels with widely varying self-ignition temperatures can be made to self-ignite in a targeted manner at or after top dead center, which would be more difficult or impossible to achieve solely via kinematics or valve train. In the case of fuels with an easily predictable and possibly high self-ignition temperature, this method would lead to a reduction in the average cylinder temperature, because in the compression stroke the temperature towards top dead center (TDC) does not rise as quickly and/or as much as with kinematically controlled self-ignition. The latter probably does not bring any significant consumption advantage but a cost advantage, because the machine elements installed in the immediate vicinity do not have to be as resistant to high temperatures and the cooling or the design of the cooling system can probably be designed more easily or have smaller dimensions, which can consequently also save costs Beginning or start time at which the introduction of the first substance begins within the respective working cycle and/or at which the atomic decomposition or the chemical reaction starts, coordinated in such a way that the ignition or self-ignition of the mixture does not occur before top dead center, but afterwards happens.

The invention is based in particular on the following findings and considerations. The efficiency of an internal combustion engine is essentially determined by two process variables: a first of the process variables is the length of the expansion path, ie the previously mentioned path from top dead center to bottom dead center or vice versa. To put it more precisely, the first process variable is an effective expansion path and thus a path that the piston travels between the point of ignition and the opening of the exhaust valve. The point of ignition or the start of combustion can take place at least approximately in the region of top dead center. The exhaust valve opening can take place at least approximately in the area of bottom dead center. The second process variable is the so-called piston or combustion chamber mean pressure, i.e. actually the value of the integration over pdV - caused by pmax and pmin - and thus ultimately by p_mean. Usually, the piston mean pressure or its increase, which would be desirable from the point of view of increasing efficiency, is technically and conceptually limited by the physical properties of the fuel. If a gasoline or Otto fuel is used as the fuel, then the mean piston pressure is limited by the knock resistance of the Otto fuel. If a diesel fuel is used as the fuel, then the mean piston pressure is limited by the pressure or the temperature at which or at which self-ignition occurs. Both limits make it impossible to increase pmax or T_max, in particular with regard to efficiency, without significant design and/or software changes. Due to the atomic decay or the chemical reaction of the first substance, however, the compression of the mixture can be increased beyond the maximum geometric compression that can be effected or caused by the piston, advantageously at least up to the self-ignition limit, so that a particularly advantageous efficiency of the internal combustion engine can be achieved. As a result of the atomic decay or the chemical reaction, a pressure increase in the combustion chamber can be accelerated and a maximum pressure can be increased in particular, which means that the efficiency can be improved because the fuel, which is referred to in particular as the base fuel and which provides a major proportion of the energy released in the combustion chamber, is compressed more strongly than this would be possible solely through the kinematic boundary conditions of a rigid body mechanical volume reduction of the combustion chamber by means of the piston. Through the atomic decay or the chemical reaction, for example, the maximum geomet ric compression of the mixture, the maximum compression of the mixture can be shifted past the top dead center of the piston compared to conventional internal combustion engines, in which the chemical reaction or atomic decomposition does not take place. Thus, the first substance with such properties that lead to the atomic decomposition or the chemical reaction can trigger the self-ignition and additionally increase the compression of the reactive mixture or a reactive mixture portion in a particularly strong manner. The expansion path also influences the mean effective pressure of the piston. It can thus be said that the greater the difference between A) pmax and B) pmin, the higher the efficiency. This is achieved A) by increasing pmax, i.e. the compression, and/or B) by reducing pmin, i.e. by lengthening the expansion path.

• - Wahl und Anzahl der Kraftstoffe (Benzin, Diesel... ggf. in Kombination mit anderen Kraftstoffen z. B. Erdgas...)
• - Fremdzündung oder Selbstzündung (ggf. betriebspunktabhängig - Querwirkung zur Konzeption des Motorstarts)
• - Techn. Konzept zur Bereitstellung eines notwendigen Einspritzdrucks beziehungsweise Einpressdruckes des ersten Stoffs (Verdichterrad vs. Hubkolbenpumpe... ; Energiequelle für die Verdichtung: Abgasdruck und/oder Kurbelwelle und/oder elektrisches Bordnetz...)
• - Gemisch des ersten Stoffs für die Nachverdichtung (flüssig/gasförmig, inert ja/nein, Mischungsverhältnis, Quelle: mitgeführtes Fluid, mehrere Einbringelemente vs. kombiniert)

A few variables are conceivable:

• - Choice and number of fuels (petrol, diesel... possibly in combination with other fuels, e.g. natural gas...)
• - External ignition or self-ignition (possibly depending on the operating point - interference with the design of the engine start)
• - Technical concept for providing a necessary injection pressure or injection pressure of the first substance (compressor wheel vs. reciprocating pump...; energy source for compression: exhaust gas pressure and/or crankshaft and/or electrical system...)
• - Mixture of the first substance for post-compression (liquid/gaseous, inert yes/no, mixing ratio, source: entrained fluid, multiple injection elements vs. combined)

In a further embodiment of the invention, the drive device includes the piston, which partially delimits the combustion chamber. The piston is arranged in the cylinder so that it can move, in particular in a translatory manner. The cylinder and the piston each partially delimit the combustion chamber of the drive device. At least or preferably precisely one valve arrangement is assigned to the combustion chamber. In the method, the valve arrangement assigned to the combustion chamber is opened within the respective working cycle of the drive device. Within the respective work cycle, the oxidizing agent, which is preferably fresh air, is introduced into the combustion chamber via the open valve arrangement. The valve arrangement comprises, for example, at least or exactly one inlet valve, in particular at least or exactly two inlet valves, the feature that the valve arrangement is or is open being understood to mean that the inlet valve or the or all inlet valves of the valve arrangement is or are open or will or that at least one, several or all of the intake ports assigned to the combustion chamber is, are, will or will be open, with the oxidizing agent, in particular the fresh air, being able to be introduced or flowing into the combustion chamber via the respective intake port when it is open, especially within the respective work cycle. After the oxidizing agent, in particular the fresh air, has been introduced into the combustion chamber via the open valve arrangement within the respective working cycle, the valve arrangement is closed. This means in particular that the inlet valve or the or all inlet valves of the valve arrangement is or are closed, so that the inlet valve or the or all inlet valves is or are closed. In particular, after the closing that takes place within the respective working cycle and thus with the valve arrangement closed, i.e. with the intake valve or intake valves closed, the oxidizing agent, in particular the fresh air, or a mixture comprising the oxidizing agent, in particular the fresh air, is contained within the respective working cycle in the Combustion chamber is compressed by means of the piston, in particular in such a way that, in particular when the drive device is designed, for example, as a reciprocating piston engine, the piston moves in the direction of its top dead center within the respective working cycle and, for example, covers at least part of a distance or a path that or which extends from a bottom dead center of the piston to its top dead center, in particular continuously or without interruption. The aforementioned mixture also includes, for example, the fuel, in particular liquid fuel, which is introduced into the combustion chamber within the respective working cycle, in particular injected directly. For example, at least or precisely one valve device is assigned to the combustion chamber, which valve device comprises, for example, at least or precisely one exhaust valve or at least or precisely two exhaust valves. An exhaust gas can flow out of the combustion chamber via the valve device, in particular when the valve device is open within the respective working cycle, the exhaust gas resulting from the fact that the mixture is ignited within the respective working cycle and is subsequently at least partially burned. The feature that the valve device is or is opened is to be understood in particular as meaning that the outlet valve or the or all outlet valves is, will, is or are open. Under the feature that the valve assembly is closed respectively is, it is to be understood in particular that the respective outlet valve or the or all outlet valves is, will, is or are closed. The aforementioned compression of the oxidizing agent or the mixture, which takes place within the respective working cycle and is brought about by means of the piston, takes place in particular while the valve arrangement and the valve device are closed, in particular simultaneously. Within the respective working cycle, by means of at least one valve element provided in addition to the valve arrangement, the first substance within the respective working cycle during and/or after and/or before the compression of the oxidizing agent or the mixture and while the valve arrangement and preferably also the valve device is closed in the introduced combustion chamber. In other words, the first substance is introduced within the respective working cycle during and/or after and/or before the compression and with the valve arrangement closed by means of the valve element. As a result, the first substance can be introduced into the combustion chamber at least shortly before, in particular immediately, before the desired start of the atomic decomposition or the chemical reaction, as a result of which the start or a start time can be set particularly advantageously. In addition, an unintentional discharge of the first substance from the combustion chamber via the open valve arrangement can be avoided.

In a further refinement, activation energy is applied to start the chemical reaction of heat present in the combustion chamber when a temperature present in the combustion chamber exceeds an activation temperature. In other words, activation energy is required to start the chemical reaction so that the chemical reaction can proceed. The activation energy is provided by energy present in the combustion chamber in the form of heat, as a result of which the chemical reaction begins when the temperature in the combustion chamber is greater than an activation temperature which is required for the start of the chemical reaction. To put it another way, a trigger for the volume expansion due to the chemical reaction is when a critical temperature in the combustion chamber is exceeded. As a result, the chemical reaction can be started in a particularly simple manner without further additional measures and thus particularly cost-effectively.

In a further embodiment, the activation energy is applied by an external ignition device arranged in the combustion chamber. In other words, the external ignition device provides energy, as a result of which the temperature in the combustion chamber or at least the temperature of the first substance increases in such a way that the chemical reaction takes place. In other words, the trigger for the volume expansion by means of the chemical reaction is an external ignition mechanism, as a result of which the first substance can in particular be referred to as a secondary fuel. As a result, the start of the chemical reaction can be controlled in a particularly advantageous manner. The external ignition device can, for example, be designed as a spark plug, as a result of which the external ignition device can apply activation energy for the chemical reaction in the form of electrical ignition and/or an arc. In the case of the external ignition mechanism for starting the atomic decomposition and/or the chemical reaction, it can preferably be provided that the fuel, which is referred to in particular as the main fuel, or the mixture, is not ignited. In other words, the combustion processes are at least not indirectly triggered by means of the external ignition device. The triggering of the atomic decay and/or the chemical reaction could also take place in a way that does not ignite the fuel or the mixture, for example by means of light, in particular UV light, and/or other electromagnetic radiation and/or particle radiation, for example a neutron source or electron source. A chain reaction triggered in this way for atomic decay and/or the chemical reaction can then also take place via such physical quantities, for example by emitting UV light and/or in a thermodynamic manner, for example increasing the pressure and/or temperature in the combustion chamber.

In a further embodiment, the first substance is a fluid referred to in particular as an additional fluid or additional fluid, or the additional fluid is provided in addition to the first substance and is therefore different from the first substance, with the introduction of the additional fluid, in particular by blowing in the additional fluid, causing an increase in pressure in the combustion chamber, ie an increase in the compression or the pressure and the resultant self-ignition of the mixture at or after or before its maximum geometric compression effected by the piston.

In other words, beyond the maximum geometric compression of the mixture that can be effected or caused by the piston, the introduction of the additional fluid into the combustion chamber, which takes place in particular while the valve arrangement and preferably also the valve device are closed, results in additional or post-compression of the mixture causes, which as a result of the introduction of the Additional fluids, in particular as a result of the injection of the additional fluid, for example also includes the additional fluid introduced into the combustion chamber.

In comparison to conventional internal combustion engines, in which the mixture is compressed only by the maximum geometric compression of the piston and additional or post-compression by introducing additional fluid is omitted, the energy efficiency of the drive device, in particular of the internal combustion engine, also referred to as an internal combustion engine, can be increased . The additional fluid is preferably introduced within the respective working cycle during and/or after and/or before the compression of the mixture effected by means of the piston within the respective working cycle. Expressed again in other words, the pressure in the combustion chamber is particularly increased independently of the chemical reaction or the atomic decomposition and thus in addition to the chemical reaction or the atomic decomposition due to the introduction of the additional fluid. Thus, after the introduction of the first substance or the additional fluid, the pressure in the combustion chamber is already particularly high as a result of the introduction of the additional fluid, as a result of which the pressure can be increased even further by means of the chemical reaction or by means of atomic decomposition. As a result, the fuel consumption of the drive device can be kept particularly low. For example, due to a particularly slow propagation of a flame front, it can make sense to control the self-ignition in such a way that the self-ignition is brought about before the maximum geometric compression. Otherwise, the maximum pressure could be particularly far after the geometric compression maximum, which could degrade the efficiency. In addition, achieving particularly low raw emissions of pollutants can also have a side effect on a point in time of self-ignition, referred to in particular as the ignition angle, and/or a degree of compression.

The introduction of the additional fluid can in particular be referred to as the introduction of additional fluid and is therefore a subsequent compression or a compression provided in addition to the maximum geometric compression of the mixture that can be effected by means of the piston, as a result of which a particularly efficient operation of the drive device can be implemented. Furthermore, it is provided according to the invention that the introduction of the additional fluid is carried out in such a way that the introduction of the additional fluid within the respective working cycle causes ignition in the form of self-ignition of the mixture, with this self-ignition occurring during or preferably after or before the by means of the piston effected, maximum geometric compression of the mixture takes place, that is, begins. In other words, the ignition point or ignition angle at which the mixture ignites or is ignited by self-ignition is at or after the point or point in time of the maximum geometric compression caused by the piston, i.e. in particular after the top dead center of the piston. The ignition point or ignition angle can thus be adjusted or controlled or regulated directly by the introduction of the additional fluid, in particular by its beginning. A particularly efficient and therefore fuel-efficient operation can thus be implemented. It is advantageous that even low knock-resistant fuels or fuels with widely varying self-ignition temperatures can be made to self-ignite in a targeted manner at or after top dead center, which would be more difficult or impossible to achieve solely via kinematics or valve train. In the case of fuels with an easily predictable and possibly high self-ignition temperature, this method would lead to a reduction in the average cylinder temperature, because in the compression stroke the temperature towards top dead center (TDC) does not rise as quickly and/or as much as with kinematically controlled self-ignition. The latter probably does not bring any significant consumption advantage but a cost advantage, because the machine elements installed in the immediate vicinity do not have to be as resistant to high temperatures and the cooling or the design of the cooling system can probably be designed more easily or have smaller dimensions. In particular, a beginning or start time, at which the introduction of the additional fluid is started within the respective working cycle, and a speed at which the additional fluid is introduced into the combustion chamber, are coordinated in such a way that the ignition or self-ignition of the mixture does not occur before the upper Dead center, but happens afterwards.

In order to achieve particularly efficient operation of the drive device, one embodiment of the invention provides that, within the respective working cycle, the introduction of the additional fluid, in particular the blowing in of the additional fluid, before and/or after and/or during the maximum geometric compaction is effected begins. In other words, the introduction of the additional fluid begins within the respective working cycle before and/or after and/or while the piston is at its top dead center. In particular, it is advantageously provided that the start of the introduction of the additional fluid does not take place before but, for example, at TDC or shortly thereafter. Depending on the pressure or speed with which the additional fluid is blown in, then calculated back in time from the ignition point, which should not take place before the ignition top dead center OT, the time of the start of the introduction. In other words, it is preferably provided that the introduction of the additional fluid begins within the respective working cycle when the maximum geometric compression is or is effected by the piston within the respective working cycle.

In a further embodiment, the output shaft of the drive device, which is coupled to the piston, assumes a first rotational position within the respective working cycle when the maximum geometric compression effected by the piston occurs, wherein the output shaft assumes a second rotational position within the respective working cycle when the additional fluid is introduced differs from the first rotational position by no more than 45 degrees. In other words, the introduction of the additional fluid in the respective working cycle begins at the earliest 45 degrees before top dead center and at the latest 45 degrees after top dead center. As a result, a particularly high level of efficiency can be achieved, in particular at particularly high speeds, since the chemical reaction can be particularly long in relation to a period of time which is required to exceed a few crank angle degrees.

In order to achieve a particularly high efficiency of the drive device, it has proven to be particularly advantageous if, within the respective working cycle, the introduction of the additional fluid occurs without interruption from the top dead center of the piston to a maximum of 45 degrees crank angle after the top dead center at which the introduction of the additional fluid begins, wherein the introduction of the additional fluid may alternatively extend beyond 45 degrees after top dead center. In other words, it is preferably provided that within the respective working cycle, the output shaft of the drive device coupled to the piston assumes a first rotational position at, i.e. at the time of, the maximum geometric compression caused by the piston, with the introduction of the additional fluid from the maximum geometric compression caused by the piston and thus from the first rotational position of the output shaft without interruption to a second rotational position of the output shaft, i.e. until the output shaft within the respective working cycle has a second rotational position following the first rotational position occupies rotational position. The output shaft rotates by a maximum of 45 degrees from the first rotary position to the second rotary position within the respective working range. In other words, the rotational positions are preferably at most 45 degrees apart. In other words, the output shaft rotates by a maximum of 45 degrees within the respective working cycle in order to rotate from the first rotational position to the second rotational position.

Another embodiment is characterized in that the additional fluid is first stored or temporarily stored as pressure fluid in a reservoir, also referred to as a pressure reservoir, and then removed from the reservoir and introduced, in particular blown, into the combustion chamber, in particular directly, within the respective working cycle by means of the valve element , becomes. By using the reservoir, the additional fluid can be provided as required as pressurized fluid, that is to say with a particularly high pressure, so that a large quantity of the additional fluid can be introduced into the combustion chamber in a short time. As a result, a particularly effective and efficient post-compression or additional compression of the mixture can be implemented, in particular beyond the maximum geometric compression.

In order to be able to provide the additional fluid particularly as required and/or at a sufficiently high pressure, it is provided in a further embodiment of the invention that the additional fluid is provided by means of a conveying element, in particular a compressor element and very particularly by means of a compressor wheel, in particular a compressor. This means in particular that the additional fluid is conveyed and preferably also compressed by means of the conveying element. It is conceivable that the additional fluid coming directly from the delivery element is introduced into the combustion chamber, in particular blown in, or the additional fluid provided by means of the delivery element or by the delivery element is first temporarily stored in the aforementioned reservoir and then discharged from the reservoir and stored in introduced into the combustion chamber, so that the additional fluid provided by the valve element can be blown into the combustion chamber via the pressure reservoir. If a liquid fluid is used as the additional fluid, then it is not possible to provide a compressor wheel but a pump, in particular since most liquid media are virtually incompressible. In other words, it can preferably be provided that the additional fluid is provided by means of a device such as a compressor, a pump, a reciprocating piston pump or the like, which generates a sufficiently high pressure with which the additional fluid is introduced, in particular directly, into the combustion chamber can. The type of pump is less relevant. Presumably a design is ver comparable to the state of the art for injection pumps, because high pressures have to be set there today.

The additional fluid can be at least partially liquid air, especially when the drive device is designed as a large engine or as a ship's drive, which, for example, has particularly high compression with subsequent heat extraction and renewed expansion, in particular on board the vehicle, in particular a motor vehicle or watercraft , can be generated. When the liquid air is introduced into the combustion chamber, the pressure in the combustion chamber can be increased by displacing fluids or gases already present in the combustion chamber. In addition, the increase in pressure due to volume expansion due to a phase change from liquid to gaseous, in particular since the heat of vaporization of air or its components is relatively low, can be particularly intensified. In the case of reactive components in the additional fluid, participation in the chemical reaction of the first substance can also be present, as a result of which the pressure in the combustion chamber can be particularly increased. In the case of air as the auxiliary fluid, the reactive component would be oxygen.

In order to be able to achieve a particularly high level of efficiency and thus particularly fuel-efficient operation of the drive device, it is provided in a further embodiment that the conveying element, in particular the compressor wheel, is driven by a turbine wheel, which is driven by the aforementioned exhaust gas from the combustion chamber. As a result, energy contained in the exhaust gas can be used to provide the additional fluid.

In a further, particularly advantageous embodiment, it is provided that the conveying element, in particular the compressor wheel, is driven by an electrical machine using electrical energy or electrical current. As a result, the additional fluid can be provided in particular in a large quantity and/or at high pressure, in particular, for example, when no or only a small mass flow of the exhaust gas is available to drive the conveying element. It is conceivable for the electric machine to drive the conveying element alone, ie without the support of the turbine wheel, or for the turbine wheel and the electric machine to drive the conveying element together.

Finally, it has proven to be particularly advantageous if the delivery element, in particular the compressor wheel, is driven mechanically by the output shaft, in particular crankshaft, of the drive device, which is connected, in particular in an articulated manner, to the piston. This is particularly advantageous when no additional fluid or only a small amount of the additional fluid is contained in the aforementioned reservoir. By mechanically driving the conveying element, the additional fluid can be provided with particularly little delay or at least almost without delay, so that particularly efficient operation can be achieved. The supply of the fluid into the combustion chamber can preferably be freely controlled or regulated within sufficient limits. It is conceivable that the conveying element can be driven mechanically by the crankshaft and also by the turbine wheel and/or by the electric machine.

A second aspect of the invention relates to a drive device for a motor vehicle, which is preferably designed to carry out the method according to the first aspect of the invention. The drive device according to the second aspect of the invention can comprise at least one piston. The drive device can be designed as any internal combustion engine and thus, for example, as a Wankel engine or a reciprocating piston engine. The drive device can have at least one cylinder in which the piston can be arranged so that it can move, in particular in a translatory manner. The drive device according to the second aspect of the invention can also comprise an output shaft, in particular a crankshaft, which is connected, in particular in an articulated manner, to the piston and can be driven by the piston and is therefore rotatable. The drive device comprises at least one combustion chamber, which can be at least partially delimited by the piston. At least one oxidizing agent, preferably fresh air, and at least one fuel can be introduced into the combustion chamber. At least or exactly one valve arrangement assigned to the combustion chamber can be provided, which is to be opened and then closed for introducing oxidizing agent, in particular fresh air, into the combustion chamber within a respective working cycle of the drive device. When the valve arrangement is closed, a mixture comprising the oxidizing agent, in particular the fresh air, and a fuel can be compressed in the combustion chamber by means of the piston. At least one additional first substance, different from the fuel, can be introduced into the combustion chamber. Within the respective working cycle, the first substance can be introduced into the combustion chamber via the open valve arrangement and/or by means of at least one valve element provided in addition to the valve arrangement.

In order to be able to implement a particularly efficient and thus fuel-efficient operation of the drive device, the second aspect of the invention provides that within the respective working cycle the first substance introduced into the combustion chamber is converted by atomic decomposition and/or a chemical reaction to at least one of the first substance different, second substance can react, which under standard conditions and under conditions in the combustion chamber occupies a higher volume than the first substance, resulting in an increase in pressure in the combustion chamber and a resulting self-ignition of the mixture, in particular during or after this caused by the piston , maximum geometric compaction can be effected. Advantages and advantageous configurations of the first aspect of the invention are to be regarded as advantages and advantageous configurations of the second aspect of the invention and vice versa.

In a further refinement, the second substance is a fluid which is referred to in particular as an additional fluid or additional fluid, and the drive device has an exhaust gas turbocharger. The exhaust gas turbocharger comprises a turbine wheel that can be driven by exhaust gas from the combustion chamber and a first compressor wheel that can be driven by the turbine wheel, in particular via a shaft, and by means of which the additional fluid is to be conveyed and preferably also compressed.

According to the second aspect of the invention, the drive device preferably comprises at least one second compressor wheel, which is arranged in series with the first compressor wheel and, for example, downstream of the first compressor wheel, in particular in the direction of flow of the additional fluid conveyed by means of the first compressor wheel, which is also referred to as additional fluid is switched. This is to be understood in particular as follows: the drive device has, for example, a fluid path through which the additional fluid, which is conveyed by means of the first compressor wheel, can flow. To put it another way, the first compressor wheel, for example, can convey the additional fluid at least through part of the fluid path. In this case, the first compressor wheel is arranged in the fluid path. The second compressor wheel is also arranged in the fluid path, so that the additional fluid can be conveyed at least through a further part and/or at least through the aforementioned part of the fluid path by means of the second compressor wheel. In the flow direction of the additional fluid flowing through the fluid path, the second compressor wheel is arranged or connected upstream or downstream of the first compressor wheel and thus in series with the first compressor wheel. This provides two-stage delivery, in particular two-stage compression of the additional fluid, since the additional fluid is first delivered, and in particular compressed, by means of one of the compressor wheels, for example, whereupon the additional fluid is delivered, in particular compressed, by means of the other compressor wheel.

The second compressor wheel can be driven mechanically by the output shaft, in particular the crankshaft. Energy contained in the exhaust gas can thus be used via the first compressor wheel and the turbine wheel in order to convey the additional fluid. This allows a particularly high level of efficiency to be achieved. Via the second compressor wheel and due to the fact that the second compressor wheel can be driven mechanically by the output shaft, the additional fluid can also be provided in large quantities and/or at high pressure when no or only a small mass flow of the exhaust gas is available to To drive the turbine wheel and this the first compressor wheel. A particularly efficient and low-efficiency operation can thus be represented. As a result, an effect referred to in particular as turbo lag can be solved, as a result of which poor load change response at low engine speeds can be avoided. Such an operating state, referred to as turbo lag, can be present in particular directly after the engine is started, for example when the motor vehicle is started up or during coasting, which is referred to in particular as engine coasting. Against this background, the compressed air reservoir is particularly useful, because then the compressed air can be available regardless of the operating state of the drive device and only has to be refilled by a device that can draw its energy from engine operation, in particular the drive device.

A further exemplary aspect relates to a drive device, preferably in the form of an internal combustion engine, in particular of a motor vehicle. The drive device according to the exemplary aspect is preferably designed to carry out the method according to the first aspect of the invention. The drive device according to the exemplary aspect can have at least one piston and at least one combustion chamber that is at least partially delimited by the piston. In particular, the drive device can have at least one cylinder in which the piston can be arranged so that it can move, in particular in a translatory manner. In addition, the drive device can have an output shaft, in particular a crankshaft, which is coupled or connected to the piston, in particular in an articulated manner, which can be driven by the piston and is therefore rotatable. The drive device can, via its output shaft, generate torque for driving the motor vehicle provide. The combustion chamber may be partially defined by the cylinder and partially by the piston. A valve arrangement can be assigned, in particular at least or exactly, to the combustion chamber. At least one oxidizing agent, preferably fresh air, can be introduced into the combustion chamber. In order to introduce the oxidizing agent into the combustion chamber via the open valve arrangement within a respective working cycle of the drive device, the valve arrangement can be opened within the respective working cycle and then closed. The drive device also comprises at least one valve element, in particular provided in addition to the valve arrangement, by means of which, in particular during and/or after a compression that can be effected by means of the piston within the respective working cycle and after the closing of the valve arrangement that takes place within the respective working cycle, is carried out of the respective working cycle introduced into the combustion chamber and comprising oxidizing agent mixture and while the valve arrangement is closed within the respective working cycle, an additional fluid can be introduced into the combustion chamber, in particular can be blown in. The additional fluid is also referred to as additional fluid. Advantages and advantageous configurations of the first and second aspect of the invention are to be regarded as advantages and advantageous configurations of the exemplary aspect and vice versa.

In order to now realize a particularly efficient and thus fuel-efficient operation of the drive device, it is provided in a further aspect that the valve element is an introduction element that can be supplied with the additional fluid and in particular with liquid fuel. The features that the valve element can be supplied with the additional fluid and with the fuel mean that both the additional fluid, which is preferably different from the fuel, and the preferably liquid fuel can be supplied or are supplied to the introduction element, in particular can be introduced into the introduction element or be initiated. The drive device can be operated in its fired mode by means of the fuel, since the aforementioned mixture comprises the oxidizing agent, in particular fresh air, and the fuel. Within each work cycle, the mixture is ignited and then burned, whereupon exhaust gas is produced in the combustion chamber. The exhaust gas is discharged from the combustion chamber. By means of the introduction element, a fluid-fuel mixture, in particular an air-fuel mixture, comprising the additional fluid (additional fluid) supplied to the introduction element and the fuel supplied to the introduction element can be generated and introduced directly into the combustion chamber within the respective working cycle. This means, for example, that the additional fluid supplied to the introduction element, in particular the additional fluid introduced into the introduction element, and the fuel supplied to the introduction element, in particular the fuel introduced into the introduction element, can be mixed with one another by means of the introduction element and preferably within the introduction element, as a result of which the Fluid-fuel mixture is generated, in particular within the introduction element. The mixing of the additional fluid with the fuel can take place before the injection and/or during or during the injection (ie only in the combustion chamber).

The introduction element injects the fluid-fuel mixture, in particular within the respective working cycle, and thereby directly into the combustion chamber, as a result of which both the additional fluid and the fuel are introduced into the combustion chamber, in particular directly, in particular with an overlap in time and in particular at the same time . As a result, the above-mentioned mixture comprising the oxidizing agent, in particular the fresh air, and the fuel is formed in the combustion chamber, and the additional fluid is introduced into the combustion chamber in order to achieve the post-compression or additional compression of the mixture described in the context of the first aspect of the invention , in particular as a result of the chemical reaction or atomic decay, in particular beyond the maximum geometric compression of the mixture that can be effected by means of the piston.

According to the invention, it is therefore provided not to use two separate components for introducing the fuel and for introducing the additional fluid, but rather both the additional fluid and the fuel can be introduced into the combustion chamber, in particular directly, by means of one and the same introduction element. This means in particular that the introduction element can have at least one outlet opening through which the fluid/fuel mixture can flow, via which the introduction element can spray the fluid/fuel mixture out of itself and thereby inject it, in particular directly, into the combustion chamber. When the additional fluid is introduced, both the fuel fed to the introduction element and the additional fluid fed to the introduction element flow simultaneously through the outlet opening and subsequently into the combustion chamber, in particular as the aforementioned fluid-fuel mixture. As a result, the number of parts, the costs, the space requirement and the weight of the drive device can be kept particularly low, so that a particularly high degree of efficiency goes beyond the subsequent or additional sealing that can be effected by means of the additional fluid economical operation can be represented. The Venturi effect could be used to premix the additional fluid with the fuel, ie a rapid jet of fluid that sucks the fuel out of its reservoir, but this does not necessarily mean that the fuel in its reservoir must be at ambient pressure.

• 1 eine schematische Darstellung einer erfindungsgemäßen Antriebseinrichtung, welche zum Durchführen eines erfindungsgemäßen Verfahrens ausgebildet ist;
• 2 ausschnittsweise eine schematische Seitenansicht eines Kurbeltriebs der als Hubkolbenmotor ausgebildeten Antriebseinrichtung;
• 3 eine schematische Darstellung von Takten der Antriebseinrichtung;
• 4 ein Diagramm zum Veranschaulichen einer Bewegung eines Kolbens der Kurbeltriebs; und
• 5 schematische Darstellungen zum weiteren Veranschaulichen der Takte der Antriebseinrichtung.

Further details of the invention result from the following description of a preferred exemplary embodiment with the accompanying drawings. It shows:

• 1 a schematic representation of a drive device according to the invention, which is designed to carry out a method according to the invention;
• 2 a detail of a schematic side view of a crank mechanism of the drive device designed as a reciprocating piston engine;
• 3 a schematic representation of clocks of the drive device;
• 4 a diagram to illustrate a movement of a piston of the crank mechanism; and
• 5 schematic representations to further illustrate the cycles of the drive device.

Elements that are the same or have the same function are provided with the same reference symbols in the figures.

1 shows a schematic representation of a drive device 10a, which in the exemplary embodiment is designed as an internal combustion engine 10 designed as a reciprocating piston engine or as a reciprocating piston machine. The internal combustion engine 10 can optionally, that is to say for example or optionally, be used in or for a motor vehicle, in particular in or for a motor vehicle, in order to drive the motor vehicle. The motor vehicle can optionally, that is possibly or optionally, be designed as a passenger car. However, the previous and following embodiments are not limited to these application examples, but can also be transferred to other applications. The internal combustion engine 10 could therefore also be used for other applications. In the present case, the motor vehicle includes the internal combustion engine 10 in its fully manufactured state and can be driven by the internal combustion engine 10 . The internal combustion engine 10 has a housing element 11 embodied, for example, as a cylinder housing, in particular as a cylinder crankcase, which forms or delimits a plurality of cylinders 12 . The number and arrangement of the cylinders 12 can be varied as desired. In synopsis with 2 it can be seen that a respective piston 13 is accommodated in the respective cylinder 12 so that it can be moved in a translatory manner, so that the piston 13 moves along an in 2 illustrated by a double arrow 14 direction of movement relative to the housing member 11 in the respective cylinder 12 can move translationally. The respective piston 13 is connected in an articulated manner to a crankshaft 16 of the internal combustion engine 10 via a respective connecting rod 15 . The crankshaft 16 is an output shaft, via which the internal combustion engine 10 can provide torque for driving the motor vehicle. The crankshaft 16 is mounted on the housing element 11 such that it can rotate about a crankshaft axis of rotation 17 relative to the housing element 11 .

Out of 1 It can be seen that a drive train of the motor vehicle that includes internal combustion engine 10 can also include a clutch 18, also designated K0 and designed, for example, as a friction clutch, via which, for example, the respective torque provided by the internal combustion engine via its crankshaft 16 is converted into a torque that is not shown in the figures Transmission of the drive train can be initiated. The connecting rod 15 is, for example, articulated to the piston 13 on the one hand and to the crankshaft 16 on the other hand, in particular in such a way that the connecting rod 15 is mounted on the crank pin 20 so that it can rotate about a connecting rod axis of rotation 19 relative to a crank pin 20 of the crankshaft 16.

The respective piston 13 and the respective cylinder 12 each partially delimit a respective combustion chamber 21 of the internal combustion engine 10. During a fired operation of the internal combustion engine 10, a combustion process takes place within a respective working cycle of the internal combustion engine 10 taking place during or within the fired operation in the respective combustion chamber 21 from, in the course of which a mixture comprising at least one fuel and one oxidizing agent is ignited and burned. The fuel is preferably a liquid fuel which is introduced or introduced, in particular injected directly, into the combustion chamber 21 within the respective working cycle. In the exemplary embodiment, the oxidizing agent is fresh air. The internal combustion engine 10 has an intake tract 22 through which the fresh air can flow and is also referred to as the intake tract, by means of which the fresh air is guided to the respective combustion chamber 21 and introduced or introduced into the respective combustion chamber 21 within the respective working cycle. From burning the mixture results exhaust gas. The internal combustion engine 10 has an exhaust gas section 23 through which the exhaust gas can flow.

The respective combustion chamber 21 is assigned precisely one valve arrangement, which can have, for example, at least one intake valve, in particular exactly two intake valves. Precisely one intake channel through which at least the fresh air can flow is assigned to the respective intake valve. A gas and/or an aerosol and/or another medium from the intake tract 22 can flow through the inlet channel, for example, it being possible for the gas, the aerosol or the other medium to comprise the fresh air. This means that the fresh air can be part of the gas, aerosol or medium. In particular, the gas, aerosol or medium can include a gas, in particular exhaust gas, from the exhaust tract 23 .

The respective intake valve can be moved between a first closed position and at least one first open position, in particular in a translatory manner or in some other way. In the first closed position, the respective intake valve closes the respective associated intake port, so that no fresh air can flow out of the respective intake port and into the respective combustion chamber 21 . In the first open position, however, the respective intake valve releases the respective associated intake port, so that the respective intake port is fluidically connected to the respective combustion chamber 21 . Air can then flow out of the respective intake port and flow into combustion chamber 21 . Furthermore, the respective combustion chamber 21 is assigned exactly one valve device 34, which can include at least one outlet valve, in particular exactly two outlet valves. Precisely one outlet channel through which the exhaust gas from combustion chamber 21 can flow is assigned to the respective outlet valve. The respective outlet valve can be moved between a second closed position and at least one second open position, in particular in a translatory manner or in some other way. In the second closed position, the combustion chamber 21 is separated from the respective associated outlet channel by means of the respective outlet valve, so that no gas can flow from the combustion chamber 21 into the respective inlet channel. In the respective second open position, however, the respective exhaust valve releases the respective associated exhaust port, so that the respective exhaust port is fluidically connected to the respective combustion chamber 21 . The exhaust gas can then flow out of the combustion chamber 21 and flow into the respective outlet port.

If the respective valve arrangement 33 is or is opened, this means that the or all intake valves assigned to the respective combustion chamber 21 are or are open. If the respective valve device is or will be opened, this means that the or all of the exhaust valves assigned to the respective combustion chamber 21 are or are open. Furthermore, the respective combustion chamber 21 is assigned at least or precisely one valve element 24 provided in addition to the respective valve device 34 and in addition to the respective valve arrangement 33, the function of which is explained in more detail below.

The respective work cycle of the internal combustion engine 10 includes, for example, exactly two complete revolutions of the crankshaft 16 and thus, for example, a crank angle of 720 degrees. The internal combustion engine 10 is designed as a four-stroke engine. So that the respective working cycle is exactly four, in 3 illustrated clocks T1, T2, T3 and T4. The first stroke T1 is an intake stroke, in which the respective piston 13 moves from its top dead center to its bottom dead center. In the intake stroke, the fresh air is introduced, in particular introduced, into the combustion chamber 21 via the open valve arrangement. The second stroke T2 immediately following the first stroke T1 is a compression stroke in which the respective piston 13 moves from its bottom dead center to its top dead center. The feature that cycle T2 immediately follows cycle T1 means that cycle T2 follows cycle T1 in terms of time, with no other cycle of internal combustion engine 10 being arranged between cycles T1 and T2. At least during part of the compression stroke and thus at least during part of a path along which piston 13 moves from its bottom dead center to its top dead center during the compression stroke, the mixture or the gas and/or aerosol in the respective combustion chamber 21 is of the piston 13 is compressed. The third stroke T3 immediately following the second stroke T2 is a power stroke in which the mixture burns as a result of its ignition, with the flame front 35 propagating in the combustion chamber, and as a result of this the piston 13 and over the piston 13 as a result of the combustion and the connecting rod 15 drives the crankshaft 16. The mixture is ignited, for example, in the power stroke. The fourth stroke T4, which immediately follows stroke T3, is an exhaust stroke in which the piston 13 moves from its bottom dead center to its top dead center. The piston pushes the exhaust gas resulting from the combustion of the mixture out of the combustion chamber 21 and in particular into the exhaust gas tract 23, in particular via the opened valve device. In 3 positions of the piston 13 are denoted by 1, 2, 3, 4, 5, 6, 7, 8 and 9, with the piston 13 denoting these positions 1 - 9 and positions in between during the respective working cycle or within the respective working cycle.

A method for operating the internal combustion engine 10 is explained below, with the method being able to implement an operation of the internal combustion engine 10 which is particularly favorable in terms of efficiency and thus consumes little fuel. In the method, the respective valve arrangement 33 is opened within the respective working cycle of the internal combustion engine 10, and the fresh air is introduced into the respective combustion chamber 21 via the opened valve arrangement, whereupon the valve arrangement 33 is closed. Then, with the valve device 34 closed and preferably also with the valve arrangement 33 closed, the mixture comprising the fresh air and preferably also the fuel is compressed in the combustion chamber 21 by means of the piston 13, in particular at least during the aforementioned part of the compression stroke. Provision is also made for at least one additional first substance, different from the fuel, to be introduced into the respective combustion chamber 21, in particular directly, within the respective working cycle by means of the respective valve element 24 provided in addition to the valve arrangement 33 and in addition to the valve device 34. becomes.

In order to be able to implement a particularly efficient and therefore fuel-efficient operation, in particular fired operation, of the internal combustion engine, it is provided according to the invention that, within the respective working cycle, the first substance introduced into the combustion chamber is converted to at least one of second substance, which is different from the first substance, which, under standard conditions and under conditions in the combustion chamber, occupies a higher volume than the first substance, causing an increase in pressure in the combustion chamber, i.e. an increase in compression or pressure and preferably a resulting auto-ignition of the Mixture at or after its maximum geometric compression effected by the piston. In other words, the first substance reacts to form the second substance with an increase in volume, or the first substance disintegrates as a result of atomic decomposition to form the second substance with an increase in volume, causing the pressure increase in the combustion chamber. The chemical reaction can be a dissociation, in particular a thermal dissociation, for example a molecular decomposition. The first substance and/or the second substance can each be mixtures of substances.

If the introduction of the first substance or the atomic decomposition or the chemical reaction is ignored, i.e. if the chemical reaction or atomic decomposition does not take place, the respective piston 13 can, in particular, move in the direction of its moves top dead center and in particular into its top dead center and thus reaches top dead center, in particular while the valve arrangement and the valve device are closed, bring about a maximum geometric compression of the mixture. If the chemical reaction or atomic decomposition takes place in addition to this maximum geometric compression of the mixture effected or achievable by means of piston 13, then the mixture is compressed beyond the maximum geometric compression by the chemical reaction or atomic decomposition. Thus, by means of the chemical reaction or the atomic decomposition, an additional or post-compression of the mixture is brought about, the additional or post-compression of which goes beyond the maximum geometric compression that can be effected by means of the piston 13 . As a result, a particularly high degree of efficiency of internal combustion engine 10 can be ensured in a relatively simple, space-saving, weight-saving and cost-effective manner. The aforementioned ignition of the mixture is in 3 shown particularly schematically and denoted by 25 there. It can be seen that the ignition is carried out or takes place, for example, after the compression stroke and in the power stroke.

In order to be able to implement a particularly efficient and thus fuel-efficient operation of the internal combustion engine 10, the method also preferably provides for the maximum pressure and/or mean pressure in the combustion chamber 21 to be particularly increased within the respective working cycle as a result of the chemical reaction or as a result of the atomic decay , particularly preferably in such a way that a temperature in the combustion chamber 21 exceeds a self-ignition temperature of the mixture, whereby self-ignition of the mixture is brought about after the maximum geometric compression effected or achievable by means of the piston 13 . In other words, the above-described ignition 25 of the mixture can be self-ignition, which is caused by the chemical reaction or by atomic decomposition and takes place or begins after the maximum geometric compression of the mixture caused by the piston 13 .

Preferably, the first substance is operated within the respective working by means of the valve element 24 introduced into the combustion chamber 21 during the compression of the mixture effected by the piston 13 and/or after the compression of the mixture effected by the piston 13 and while the valve arrangement 33 and preferably also the valve device 34 is closed.

Preferably, an activation energy required to start the chemical reaction is applied from heat present in the combustion chamber 21 when a temperature present in the combustion chamber 21 exceeds an activation temperature. As a result, the chemical reaction can be started in a particularly simple manner without additional means and thus particularly inexpensively.

In a further embodiment, the activation energy is applied by an external ignition device 46 arranged in the combustion chamber 21 . In other words, the external ignition device 46 provides energy, as a result of which the temperature in the combustion chamber 21 or at least the temperature of the first substance increases in such a way that the chemical reaction takes place. As a result, the start of the chemical reaction can be controlled in a particularly advantageous manner. The external ignition device 46 can be designed as a spark plug, for example.

In a further embodiment, the first substance is an additional fluid which, during and/or after and/or before the compression of the mixture effected by the piston 13 within the respective working cycle and while the valve arrangement 33 and preferably also the valve device 34 is closed, by means of of the valve element 24 is introduced into the combustion chamber 21, in particular directly. The additional fluid is also referred to as additional fluid. The introduction of the additional fluid causes a pressure increase, which occurs independently of the pressure increase as a result of atomic decomposition or the chemical reaction, in the combustion chamber 21, i.e. an increase in compression or pressure and a resulting auto-ignition of the mixture during or after it maximum, effected by the piston 13 geometric compression.

If the introduction of the additional fluid is not observed, i.e. if the introduction of the additional fluid, which is referred to in particular as the introduction of additional fluid, is omitted, the respective piston 13 can, in particular, because it moves, in particular in the compression stroke, in the direction of its top dead center and in particular in its moves top dead center and thus reaches top dead center, in particular while the valve arrangement 33 and the valve device 34 are closed, causing the maximum geometric compression of the mixture. If the additional fluid is now introduced in addition to this maximum geometric compression of the mixture effected or achievable by means of the piston 13, the introduction of the additional fluid compresses the mixture beyond the maximum geometric compression. The introduction of the additional fluid thus brings about an additional or post-compression of the mixture, the additional or post-compression of which goes beyond the maximum geometric compression that can be effected by means of the piston 13 . As a result, a particularly high degree of efficiency of internal combustion engine 10 can be ensured in a relatively simple, space-saving, weight-saving and cost-effective manner.

In order to be able to implement a particularly efficient and thus fuel-efficient operation of the internal combustion engine 10, the method also provides that within the respective work cycle, the introduction of the additional fluid causes an increase in pressure in the combustion chamber 21 and a resulting auto-ignition of the mixture during or after or before, in particular shortly before, the maximum geometric compression effected or achievable by means of the piston 13 . In other words, the above-described ignition 25 of the mixture is the or a self-ignition that is caused by the introduction of additional fluid and takes place or begins after or at or before the maximum geometric compression of the mixture caused by the piston.

The introduction of the additional fluid preferably begins within the respective working cycle before and/or after and/or while the maximum geometric compression is being effected by the piston 13 . Preferably, within the respective working cycle, an output shaft 16 coupled to the piston 13 of the internal combustion engine 10 assumes a first rotational position at the maximum geometric compression effected by the piston 13, with the output shaft 16 assuming a second rotational position within the respective working cycle when the additional fluid is introduced , which differs from the first rotary position by a maximum of 45 degrees.

4 shows a diagram on the abscissa 26 of which the crankshaft angles of the crankshaft 16 are plotted. The path, also referred to as the piston travel, which the piston 13 covers within the respective working cycle is plotted on the ordinate 27 of the diagram. The piston travel is specified in the unit %. A curve 28 illustrates the piston travel and a curve 29 illustrates, in particular in the unit %, a lever arm, via which one acts on the piston force acting on crankshaft 16 and resulting, for example, from the ignition and combustion of the mixture. The positions 1 - 9 are also in 4 drawn. In 4 In addition, further positions 4' and 5' of the piston are shown, which also occupies the positions 4' and 5' within the respective working cycle. Position 4' is between positions 4 and 5 and is in the compression stroke, which can be understood to mean a geometric compression stroke in which piston 13 compresses the mixture or the fresh air in combustion chamber 21. Position 5' lies between positions 5 and 6 and is in the working cycle. Out of 4 it can be seen that the position 5 coincides with the top dead center, in particular with the top dead center of ignition (ZOT) of the piston 13 .

The aforementioned fuel can be a liquid fuel or a gaseous fuel and is introduced, for example by means of an injector, directly into the respective combustion chamber 21, in particular injected or blown in, in particular within the respective work cycle. The injection of the fuel within the respective work cycle begins, for example, at position 4 and thus in the compression stroke and ends, for example, at position 4' and thus in the compression stroke or at position 5 and thus at the end of the compression stroke and at the beginning of the power stroke. in particular, the injection of the fuel extends continuously or without interruption from position 4 to position 4' or 5.

The introduction of additional fluid is, if the additional fluid is gaseous, a high-pressure injection, since the additional fluid is injected, for example, at high pressure or in a compressed state and thus as pressurized fluid into the combustion chamber 21, in particular directly. For example, the introduction of additional fluid begins in or at position 5 and ends in or at position 5′, so that the introduction of additional fluid preferably extends continuously or without interruption to position 5′. The ignition of the mixture, which takes the form of self-ignition and is caused by the introduction of additional fluid, lies between positions 5 and 5', for example, or coincides with position 5', so that self-ignition occurs in the power stroke and thus after position 5, i.e. after top dead center of the Piston 13 is, in particular begins. So that's it 4 The subsequent or additional compression of the mixture that can be effected or is caused by the introduction of additional fluid can be recognized particularly well. This subsequent or additional densification can also turn out particularly well 4 be recognized. Alternatively, the introduction of additional fluid can begin in such a way that the self-ignition of the mixture can be before or at top dead center of the piston 13 . If there is an external ignition of the first substance, this can take place before, at or after the top dead center of the piston 13 . The extent to which self-ignition or external ignition occurs before or at or after top dead center of piston 13 can depend on the operating state of the internal combustion engine, for example an engine speed, and/or the fuel, in particular a propagation speed of the flame or a laminar flame speed of the fuel, and/or depend on the first substance or the additional fluid and/or on a pressure wave front in the combustion chamber 21, which can depend, for example, on the fuel and/or on the first substance or the additional fluid. In 5 the bars T1 - T4 are recognizable. T2' denotes a process which takes place, for example, partly during cycle T2 and partly during cycle T3. In the process T2 'the preferably liquid fuel by means of the in 5 30 designated injector injected directly into the combustion chamber 21, which is illustrated by an arrow 31. In addition, in the process T2 ′, the additional fluid is blown directly into the combustion chamber 21 by means of the valve element 24 , which is illustrated by an arrow 32 . Alternatively, the fuel and the additional fluid can be introduced one after the other, so that the respective introduction of fuel and additional fluid does not overlap in time, it being possible for the fuel to be introduced before the additional fluid or after the additional fluid. In addition, 5 the valve arrangement with the inlet valves is denoted by 33, while the valve device with the outlet valves is denoted by 34. It can be particularly important for achieving a particularly high degree of efficiency or a particularly high energetic yield of the working cycle that the maximum pressure, caused in particular by fuel ignition, and/or a pressure in the combustion chamber that is averaged over the piston travel or working cycle is maximized. Fuel injection, the introduction of the first substance and the possible external ignition of the first substance are matched to one another in such a way that the particularly high degree of efficiency can be achieved in particular as a result of a point in time when the mixture is ignited.

Out of 1 it can be seen that the additional fluid is initially stored, in particular temporarily stored, in a reservoir 36 which is also referred to as a pressure reservoir and is optionally provided, and is then discharged from the reservoir 36 and blown into the combustion chamber 21 within the respective working cycle. The internal combustion engine 10 has a fluid path 37 through which the additional fluid can flow Connection point V is fluidly connected to the intake tract 22 or can be connected. This means that at the connection point V, at least part of the fresh air flowing through the intake tract 22 can be branched off from the intake tract 22 and introduced into the fluid path 37, as a result of which the air can be mixed with the additional fluid, with no reservoir being required for the additional fluid, because that Additional fluid can be introduced directly into the combustion chamber 21 or already premixed with fuel and/or the fresh air. Thus, at least part of the additional fluid can be air referred to in particular as additional air. The fresh air branched off at the connection point can flow through the fluid path 37 as additional air and, for example, can first be temporarily stored in reservoirs 36 and then introduced from the reservoir 36 into the combustion chamber 21 . In particular, the additional fluid or the additional air is stored under pressure and thus as pressurized fluid in the reservoir 36 . The connection of the fluid path 37 to the intake tract 22 via the connection point V can be controlled by controlling a back pressure valve 47, or by a valve element which is designed and controllable separately from the back pressure valve and which can be arranged between the compressor 42 and the compressor wheel 43. If the compressor wheel 44 is arranged on the crankshaft 16, a clutch can be provided between the crankshaft 16 and the compressor wheel 44 so that the compressor wheel 44 is not dragged along by the crankshaft or does not have to be dragged along when no particularly high air pressure is required, for example when coasting of the motor vehicle and/or when the engine load is reduced. Alternatively, the compressor wheel 44 can be integrated into a belt drive and thus be arranged in the belt drive.

If the additional fluid is liquid air, the liquid air can be conducted into the combustion chamber 21 via the fluid path 37 or a parallel path formed in addition to the fluid path 37 . In order to liquefy the air, a heat sink and an expansion stage can be provided, particularly in the case of large engines, for example for shipping. The air can be liquefied, for example, by means of a process referred to in particular as the Linde process, which enables the liquefaction of gas mixtures such as air in particularly large quantities

The internal combustion engine 10 also preferably has at least one exhaust gas turbocharger 38 which has a turbine 39 arranged in the exhaust gas tract 23 with at least one turbine wheel 40 arranged in the exhaust gas tract 23 . The exhaust gas turbocharger 38 or a charging concept brought about by means of the exhaust gas turbocharger can be designed, for example, as a biturbo or twin scroll concept or as a multi-stage charging. One or no charge air cooling can be provided. The turbine wheel 40 can be driven by the exhaust gas flowing through the exhaust tract 23 . The exhaust gas turbocharger 38 also includes a compressor 42 arranged in the intake tract 22 with at least one compressor wheel 41 arranged in the intake tract 22, by means of which the fresh air flowing through the intake tract 22 can be compressed. The compressor wheel 41 can be driven by the turbine wheel 40, in particular via a shaft 45 of the exhaust gas turbocharger 38. As a result, the energy contained in the exhaust gas can be used to compress the fresh air. Out of 1 it can be seen that the connection point V is arranged downstream of the compressor wheel 41 in the flow direction of the fresh air flowing through the intake tract 22 . It is quite conceivable that the mechanical connection between the compressor wheels 41 and 43, in particular via a shaft section, has a transmission ratio equal to or not equal to 1. The new fluid path 37 may need comparatively little air compared to the main path to the conventional inlet valve—but this under high pressure. Therefore, it may be necessary, sensible or advantageous to provide a gear ratio not equal to 1 and, for example, greater than 1 between the compressor wheels 41 and 43 . This would probably also have a positive effect on the effective mass moment of inertia from the point of view of the ATL drive shaft (turbine wheel 40). Alternatively, instead of a turbo compressor, in particular instead of at least one of the compressor wheels 43, 44, at least one piston compressor can be provided.

As an alternative to the exhaust gas turbocharger 38, the mixture or the fresh air, in particular in naturally aspirated engine operation, can be compressed via the piston 13 and the injected additional fluid can take over the post-compression. Compressed air could be provided by means of a gas cylinder or an electrically driven compressor.

A first compressor wheel 43 and a second compressor wheel 44 are arranged in the fluid path 37 , the compressor wheels 43 and 44 preferably being provided in addition to the compressor wheel 41 . The compressor wheels 41, 43, 44 can each be combined with one another as desired, so that any possible combination of the compressor wheels 41, 43, 44 can be provided. For example, one of the compressor wheels 41, 43, 44 can be provided, or the compressor wheel 41 and the compressor wheel 43 can be provided, or the compressor wheel 41 and the compressor wheel 44 can be provided, or the compressor wheel 43 and the compressor wheel 44 can be provided. Furthermore, it is conceivable that the compressor wheel 43, the compressor wheel 41 is, the compressor wheel 44 being provided in addition to the compressor wheel 41 or in addition to the compressor wheel 43 . Compressor wheels 43 and 44 are connected or arranged in series and/or parallel to one another in the flow direction of the additional fluid or additional air flowing through fluid path 37, so that the additional fluid or additional air flowing through fluid path 37 is first conveyed by means of compressor wheel 43 and then by means of compressor wheel 44, and preferably also is compressed in order to achieve a particularly high pressure. This means that the compressor wheels 43 and 44 convey the additional fluid, in particular the additional air, through the fluid path 37 and in particular into the reservoir 36 and can thus store it in the reservoir 36 . The reservoir 36 can have cooling so that a density of the, in particular gaseous, additional fluid can be particularly increased. In particular, the additional fluid, in particular the additional air, can be compressed in the reservoir 36 by means of the compressor wheels 43 and 44, in particular in two stages. It is conceivable that the compressor wheel 43 is omitted, so that only the compressor wheel 44 is provided in relation to the compressor wheels 43 and 44, or that the compressor wheel 44 is omitted, so that in relation to the compressor wheels 43 and 44 only the compressor wheel 43 is provided. Compressor wheels 43 and 44 are optional or both are used together. The compressor wheels 41, 43 and 44 are provided as an option or can be used in any combination. It may also be advantageous that the compressor wheel 43 and/or 44 and the compressor wheel 41 are completely eliminated. One could also imagine omitting the compressor wheel 43 and the compressor 42 and placing the turbine 39 together with the compressor wheel 44 on the crankshaft 16 . Then the shaft 45 would be completely omitted in the construction. In particular, in one possible embodiment, for example, the turbine wheel 40 could be completely omitted or would drive a generator (or only a generator would be seated on the shaft 45).

It would also be possible to supply compressor 44 with any mixing ratio 0...1 of fresh air 22 and exhaust gas 23. In terms of raw emissions (particulate matter), this would possibly be advantageous because some of the particles end up back in the combustion chamber and thus have a “2nd chance" for combustion - or that would be a synergy with the already existing exhaust gas recirculation. (However, it would have to be ensured that dust particles in the exhaust gas do not clog the valves 24 over time or that the exhaust gas does not adversely affect the valves in any other way, e.g. thermally.)

For starting the engine, the compressor 44 (and also the turbine wheel 40 if it is mounted on the crankshaft 16 (KW)) represents an additional inertial resistance. The starting system must therefore be sufficiently strong - or these additional inertias are or can be uncoupled when the engine is started. In that case, however, the additional fluid, in particular the additional air, could not be sufficient for self-ignition when the engine is started, and in this case a spark ignition device would have to be provided, analogous to a Otto engine. As an alternative to this, it would be conceivable for the pressure reservoir 36 to be pre-filled by a separate electric compressor when/before the engine is started—or for the compressor 43 and/or 44 to be additionally or exclusively installed so that it can be driven by an electric motor. With regard to compressor wheel 43, the consideration of an electrically supported turbocharger would come into play again, which would also have other advantages (e.g. combating turbo lag, energy recovery/elimination of wastegate).

The compressor wheel 43 can preferably be driven by the turbine wheel 40, in particular via the shaft 45, so that energy contained in the exhaust gas can be used to convey the additional fluid, in particular the additional air, through the fluid path 37. Alternatively, the additional fluid can be taken from a tank or reservoir. The compressor wheel 44 can be driven mechanically by the crankshaft 16 . This can be particularly advantageous when no additional fluid or only a very small amount of the additional fluid is stored in the reservoir 3 . In particular, the ability of compressor wheel 44 to be driven by crankshaft 16 can be advantageous if internal combustion engine 10, which is initially deactivated, is to be started as part of an engine start and no additional fluid or only a small amount of additional fluid or the additional fluid is located in reservoir 36 under particularly low pressure is. If self-ignition of the mixture is not intended or is not possible or undesirable in certain operating situations of the combustion operation, at least or exactly one second external ignition device, embodied, for example, as a spark plug and provided in addition to external ignition device 46, is assigned to the respective combustion chamber 21 for igniting the mixture, or the ignition of the mixture takes place by means of external ignition device 46. By means of external ignition device 46 or the second external ignition device, at least one ignition spark, in particular in combustion chamber 21, can be generated, for example, within the respective working cycle. The mixture can, for example, be ignited by means of the ignition spark, in particular when self-ignition of the mixture and/or the previously described introduction of additional fluid does not take place. However, it is featured see igniting the mixture by self-ignition and bringing about this self-ignition by introducing additional fluid, the second external ignition device assigned to the respective combustion chamber 21 can be omitted. As an alternative to compressor wheels 43, 44, other technologies from the prior art could also be used to compress the additional fluid, in particular the additional air. For the low speed level of the crankshaft (16+44), for example, a reciprocating pump or another type of pump or compressor mounted on the crankshaft—as a replacement for the compressor wheel 44—would be conceivable. This would potentially have better efficiency, lower rotational inertia and more pressure build-up at low speeds.

Alternatively, an additional solid, referred to in particular as an additional solid, can be used instead of or in addition to the additional fluid.

In comparison to conventional solutions, in which the mixture is not post-compressed or additionally compressed beyond the maximum mixture compression by introducing additional fluid, operation that is favorable in terms of efficiency can be implemented with only very little additional design effort. In addition, blowing in the additional fluid, in particular the additional air, into the combustion chamber 21 can improve atomization of the fuel, so that the fuel forms fewer and smaller droplets in comparison to conventional solutions. As a result, the raw particle emissions can be kept low and the propagation of the flame front 35 or the combustion processes can be accelerated, which has an advantageous effect on the efficiency of the internal combustion engine 10 . It is also possible for the fuel to be petrol or petrol, with the introduction of additional fluid enabling the petrol to ignite or self-ignite. In other words, the introduction of additional fluid can make it possible for the gasoline to be able to ignite in a controlled or controllable or, in particular, temporally controllable manner. Furthermore, a particularly high mean pressure can be realized, so that, for example, a temperature of the exhaust gas can be advantageously high. In this way, for example, a particularly advantageous response behavior of an exhaust gas aftertreatment device that may be arranged in the exhaust gas tract 23 can be implemented. Advantageous, e.g. with regard to the response behavior of the exhaust aftertreatment systems and with regard to the heat extraction from the exhaust gas (the steeper the temperature gradient along the target heat flow direction, the faster or more space-saving the heat extraction from the exhaust gas) e.g. for heating purposes in the vehicle network - as well as for mechanical energy extraction from the exhaust gas using a Fluid energy machine, e.g. turbine wheel, which makes the energy usable for other purposes mechanically and/or via an electric generator in the form of electrical power.

In 1 the fuel supply is not explicitly shown. In 5 1, valve element 24 and injector 30 are shown as separate, individual elements. Provision is preferably made for the injector 30 and the valve element 24 to be combined or combined to form a single component in the form of an introduction element, with the introduction element being able to be supplied both with the preferably liquid fuel and with the additional fluid, in particular via the fluid path 37 . By means of the introduction element and in particular within the introduction element, the fuel supplied to the introduction element, in particular introduced into the introduction element, can be fed with the additional fluid, in particular the additional air, with the additional fluid, in particular the additional air, being fed to the introduction element, in particular introduced into the introduction element , Will, be mixed, as a result of which a fluid-fuel mixture, in particular an air-fuel mixture, can be generated or is being generated by means of the introduction element and in particular within the introduction element. A mixture with an inert fluid instead of or in combination with air would also be conceivable. The fluid-fuel mixture includes the additional fluid supplied to the introduction element, in particular the additional air, and the fuel that was fed to the introduction element. The introduction element can eject the fluid/fuel mixture, in particular air/fuel mixture, and thereby inject it directly into combustion chamber 21 , as a result of which both the fuel and the additional fluid, in particular additional air, are introduced into combustion chamber 21 at the same time. As a result, the number of parts and thus the costs, the weight and the space requirement can be kept particularly low. The introduction element can comprise at least two channels, which can be arranged coaxially or axially parallel to one another, for example. The fluid can flow through a first of the channels and the fuel can flow through a second of the channels. A third channel, formed separately from the first and the second channel, can be provided in the introduction element, through which the air can flow, for example. The fluid and/or the fuel and/or air can each be introduced into the combustion chamber 21 separately from one another by means of the first and the second channel and/or the third channel. As a result, the introduction of the fluid and/or the fuel and/or the air into the combustion chamber 21 can be controlled with any time delay and/or overlapping and/or sequentially in order to control mixture formation and/or ignition pro to optimize processes, whereby the efficiency of the internal combustion engine 10 can be particularly increased.

Reference List

1

position

2

position

3

position

4, 4'

position

5, 5'

position

6

position

7

position

8th

position

9

position

10

internal combustion engine

10a

drive device

11

housing element

12

cylinder

13

Pistons

14

double arrow

15

connecting rod

16

crankshaft

17

crankshaft axis of rotation

18

coupling

19

axis of rotation of the connecting rod

20

crank pin

21

combustion chamber

22

intake tract

23

exhaust tract

24

valve element

25

ignition

26

abscissa

27

ordinate

28

Course

29

Course

30

injector

31

Arrow

32

Arrow

33

valve assembly

34

valve device

35

flame front

36

reservoir

37

fluid path

38

exhaust gas turbocharger

39

turbine

40

turbine wheel

41

compressor wheel

42

compressor

43

compressor wheel

44

compressor wheel

45

Wave

46

external ignition device

47

backflow valve

T1-T4

tact

T2'

Occurrence

V

connection point

QUOTES INCLUDED IN DESCRIPTION

This list of the documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• EP 2876275 A1 [0002]

Claims (10)

Method for operating a drive device (10a) comprising at least one combustion chamber (21), in which at least one oxidizing agent and at least one fuel are introduced into the combustion chamber (21), whereupon at least one additional first substance, different from the fuel, is introduced into the combustion chamber ( 21) is introduced, characterized in that the first substance introduced into the combustion chamber (21) reacts by atomic decomposition and/or a chemical reaction to form at least one second substance which is different from the first substance and which, under standard conditions, occupies a larger volume than the first Substance, whereby an increase in pressure in the combustion chamber (21) is caused. procedure after claim 1 , characterized in that the drive device (10a) comprises at least one piston (13) which partially delimits the combustion chamber (21), wherein within a respective working cycle of the drive device (10a) a valve arrangement (33) assigned to the combustion chamber (21) is opened and The oxidizing agent is introduced into the combustion chamber (21) via the open valve arrangement (33), whereupon the valve arrangement (33) is closed and, with the valve arrangement (33) closed, the oxidizing agent in the combustion chamber (21) is compressed by means of the piston (13), and wherein within the respective working cycle, by means of at least one valve element (24) provided in addition to the valve arrangement (33), the first substance within the respective working cycle during and/or after and/or before the compression of the oxidizing agent and while the valve arrangement (33) is closed in the combustion chamber (21) is introduced. procedure after claim 1 or 2 , characterized in that activation energy for starting the chemical reaction of heat present in the combustion chamber (21) is applied when a temperature present in the combustion chamber (21) exceeds an activation temperature of the chemical reaction. procedure after claim 3 , characterized in that the activation energy is applied by a spark ignition device (46) arranged in the combustion chamber (21). Method according to one of the preceding claims, characterized in that the first substance is an additional fluid and, within the respective working cycle, the introduction of the additional fluid causes an increase in pressure in the combustion chamber (21) and a resulting self-ignition of the mixture (35) during or after or before its maximum geometric compression effected by the piston (13). procedure after claim 5 , characterized in that within the respective working cycle, the introduction of the additional fluid before and/or after and/or while the maximum geometric compression is effected by the piston (13) begins. procedure after claim 6 , characterized in that within the respective working cycle an output shaft (16) coupled to the piston (13) of the drive device (10a) assumes a first rotary position when the piston (13) causes the maximum geometric compression, wherein within the respective working cycle during Introduction of the additional fluid, the output shaft (16) occupies a second rotational position, which differs from the first rotational position by at most 45 degrees. Procedure according to one of Claims 5 until 7 , characterized in that the additional fluid is first stored as pressure fluid in a reservoir (36) and then discharged from the reservoir (36) and introduced into the combustion chamber (21) within the respective working cycle by means of the valve element (24). Procedure according to one of Claims 5 until 8th , characterized in that the additional fluid is provided by means of a compressor wheel (43, 44). Drive device (10a) for a motor vehicle, having at least one combustion chamber (21) into which at least one oxidizing agent and at least one fuel can be introduced and at least one first substance which is different from the fuel can be introduced, characterized in that the substance in the combustion chamber (21 ) introduced first substance can be reacted by atomic decomposition and/or a chemical reaction to form at least one second substance which is different from the first substance and which, under standard conditions, occupies a higher volume than the first substance, resulting in a pressure increase in the combustion chamber (21) and a pressure increase therefrom resulting self-ignition of the mixture (35) can be effected.

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