DE3331114A1 - Method for the operation of an internal combustion engine and an internal combustion engine functioning according to the method - Google Patents

Abstract

The internal combustion engine functioning according to the method has at least one main combustion chamber (10), an ignition chamber (11) producing an ignition flame with at least one injection duct (25, 26) leading to the main combustion chamber (10) and an assigned ignition device (49), a sensor (12) with differentiator (45) connected on the output side as actual value transmitter, a set value transmitter (17) and a governor (18, 19, 20). The sensor (42) detects the pressure in the main combustion chamber (10) and the differentiator (45) indicates the timing of the highest combustion pressure. The set value transmitter (17) emits signals at that angle of rotation of a crankshaft (12a), at which the highest combustion pressure is to occur. In the event of any deviation of the actual value from the set value, the governor (18, 19, 20) adjusts the temperature of a heating resistor (28) and thereby the temperature of the mixture inside the ignition chamber (11). If the actual value occurs too late, greater heating leads to more intensive ignition flames and these cause accelerated combustion of operating mixture inside the main combustion chamber (10). <IMAGE>

Description

2.8.1983 Sp / Pi

ROBERT BOSCH GMBH, TOOO STUTTGART 1

Method for operating an internal combustion engine and internal combustion engine operating according to the method

State of the art

The invention is based on a method for operating an internal combustion engine according to the preamble of the main claim. A known from US-PS h 377 1 ^ 0 KoI -benbrennkraftmaschine with inflammation control has at least one ignition chamber with an ignition device and a firing channel, which connects the ignition chamber with a main combustion chamber, and an ion current probe, which protrudes into the firing channel. The ion current probe reports the arrival of flames generated in the ignition chamber and acts as an actual value transmitter via a pulse shaper. A comparator is connected to the pulse shaper of the ion current probe and a pulse generator that works as a function of the rotation of a crankshaft and serves as a setpoint generator, which, if a setpoint and the assigned actual value do not arrive at the same time, adjusts an ignition timing device via an integrator in the sense, ' that the flames arrive at the ion current probe at the predetermined target times or degrees of rotation of the crankshaft. When the flames leave the firing channel, the main conversions of

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Operating mixture in the main combustion chamber of the internal combustion engine experience has shown - with the exception of the partial load area - almost at fixed crank angles. As an alternative or in addition to the ignition timing adjustment, the comparator the mixing ratio of fuel and air and / or an admixture of exhaust gas can be changed. This will be the burning rates of the mixtures are shortened or lengthened, especially in the ignition phase.

But if for reasons of improved economy and the reduction of undesirable components wanted to operate the internal combustion engine in the partial load range with increased Luftüherschuß in the exhaust gas, then ran especially when the internal combustion engine is still cold, the burns so slow that, despite the greatest possible shift in the ignition point early, the Peak pressures do not occur early enough. The acceleration of the combustion by controller would be through here, for example increased fuel admixture possible. That would reduce the aerial shot in an undesirable manner.

Advantages of the invention

The inventive method with the characterizing Features of claim 1 can be carried out by means of intake ducts, which are simple and therefore cheap can be produced. In addition, the simple design of the intake ducts ensures that the combustion chambers are filled evenly guaranteed. Energy required to change the intensity of the ignition torches becomes the greatest Part recovered in the form of increased working pressures in the main combustion chamber of the internal combustion engine. By increasing the intensity of the ignition torches can also be used for operating mixtures with high excess air or exhaust gas

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admixtures in the low load range sufficiently quickly and thereby burn economically. Because no interventions are necessary in intake ducts, existing internal combustion engines can easily be converted. The design the method according to the characterizing features of claim 2 has the advantage that at least in the vicinity of the main combustion chamber, no moving parts are required for its implementation. Continuing the process according to the characterizing feature of claim 3 has the advantage that to change the intensity of the There is only little electrical energy to be supplied to ignition torches, because the energy supply is limited to those partial quantities of the mixture which flow into the ignition chamber is limited.

The method with the characterizing features of claim k indicates an alternative to the embodiment according to claim 2. A rotary slide valve for adjusting the widths of firing channels is suitable as a means for carrying out the method, for example. Because the rotary valve is only flowed through by those mixture quantities from which ignition torches are to be created, less installation space is required than with the previously known complicated valve arrangements within intake ducts.

The characterizing features of claim 5 provide a solution for implementing the "method without With the help of movable components such as slides or the like. The characterizing feature of the claim 6 has the advantage that the heating element can be easily installed and removed with the ignition chamber. The characteristic The feature of claim 7 has the advantage that the amount of charge flowing to the ignition device is particularly good be made ignitable, which makes it possible to work with a high excess of air or high levels of exhaust gas.

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mix creates. The embodiment with the characteristic Features of claim 8 has the advantage that, for example, electrical auxiliary power only for adjustment or during the adjustment of cross-section s-changing means is required. The distinctive Features of claim 9 indicate a preferred embodiment that requires little installation space and is simple in structure.

The characterizing features of claim 10 give the possibility of internal combustion engines built into motor vehicles to operate differently at high load than, for example, at low load as with uniform Ride in town. The characterizing features of claim 11 enable the increases in the combustion pressures - to vary e.g. for reasons of noise reduction. The characterizing features of the claim 12 result in an improved adaptation of the increase in the combustion pressures to optimum values. The distinctive Features of claims 13, 1 ^ - and 15 give preferred Embodiments for the sensors required for regulation.

drawing

Four embodiments of the internal combustion engine according to the invention to carry out .the procedures are shown in the drawings and in the following Description explained in more detail. FIG. 1 shows a diagram with combustion pressure profiles and their pressure peaks at different angles of rotation of the crankshaft occur, Figure 2 a first embodiment of the internal combustion engine in cross section with circuit parts, Figure 3 shows an ignition chamber with heating and ignition device for the internal combustion engine according to Figure 2 in the longitudinal

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section, Figure h shows a second embodiment of the internal combustion engine in cross section with circuit part, Figure 5 shows a third embodiment of the internal combustion engine in cross section with circuit parts, Figure β shows a fourth embodiment of the internal combustion engine with an ignition chamber in longitudinal section and Figure 7 shows a detail of the ignition chamber according to Figure 6 in the side view.

Description of the exemplary embodiments

In FIG. 1, the pressure curve K as a result of compression strokes is a function of the crankshaft rotation angles A shown without combustion. Starting at the ignition angle AZ, pressure curves P1, P2 and P3 are shown Their highest pressures occur with crankshaft rotation angles A1, A2 and A3. The course P1 is shown as a representative of an optimal combustion pressure course at a given speed and load on the internal combustion engine. The combustion is initiated at the crankshaft angle AZ. The course according to P2 represents a combustion process that is too slow, with the highest Pressure occurs later than this for an economic Operation of the internal combustion engine is required. In contrast, the curve according to P3 shows a combustion process that is too fast, in which the pressure increases undesirably quickly and high. This early and strong pressure increase causes for example in the area the top dead center of a piston too much heat dissipation to this piston and combustion chamber walls, so that increased Fuel consumption is the result. In addition, such high pressure can lead to knocking combustion. The exemplary embodiments of the

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Invention serve to prevent unwanted pressure gradients such as to improve for example according to P2 and P3 so that they "run optimally according to P1, for example.

The first exemplary embodiment of an internal combustion engine 2 according to FIGS. 2 and 3 has at least one piston 3, a cylinder k surrounding it, a cylinder head 5 covering it, an intake duct 6 leading into the cylinder head 5, an intake valve 7, an exhaust duct 8 and an exhaust valve 9 , which lies in the projection of the intake valve T, a main combustion chamber 10 enclosed by the piston 3, the cylinder U and the cylinder head 5, an ignition chamber 11, a sensor 12, a crankshaft 12a and a protruding marking 13 moved by this, one for Circulation path of the -marking 13 aligned inductive pulse generator lh-, a downstream pulse shaper 15 ₅ a spark generator 16 controlled by this, a signal delay 17 also connected to the pulse shaper 17, a comparator 18 connected to the signal delay, a control device 19 ₅ which contains a heating current controller 20, and a pulse connected to the probe 12 former 21, which is connected to the comparator 18.

The ignition chamber 11 preferably consists of a screw-in socket 22 with a screw thread 23 which can be screwed into the cylinder head 5, a curved chamber wall 2h attached to the Sinschraubfas solution, which protrudes into the main combustion chamber 10 and has firing channels 25, 26, one in the screw-in socket 22 inserted tubular insulating body 27, a heating resistor 28 attached to the inside of the insulating body, connecting wires 29 for the heating resistor, a connecting element 30 into which the connecting wires 29 are inserted, a ground electrode 31, which is connected by the screw-in

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Holder 22 is carried and is aligned radially to this and extends through a hole 32 in the insulating body 27 to its inner circumference, a counter electrode 33, an electrode carrier 3 ^ t aligned coaxially to the ignition chamber 11, which is hollow and a quartz glass rod 35 receives, and an insulator that fixes the electrode carrier relative to the screw-in socket 22. The firing channel 25 is advantageously arranged in the extension of the quartz glass rod 35. The firing channels 26 open essentially tangentially to the ignition chamber wall 2 ^ _{5 in} order to be able to generate helical flows from the operating mixture in the direction of the electrodes 31, 33. The heating resistor 28 is located on part of the length of the insulating body 27 , which is located between the ignition chamber wall 2k and the ground electrode 31. The heating resistor 28 is used to heat the operating mixture and, due to its orientation, is suitable for preheating the operating mixture on the way to the electrodes 31, 33. Deviating from this orientation, the heating resistor 28 could extend into the vicinity of the insulator 36, or a heating resistor (not shown) could be arranged on the section of the insulator 36 protruding into the ignition chamber. Such heating resistors can consist of a metal layer, for example. In order to avoid a large flow of heat from the heating resistor 28 to the screw-in socket 22, a heat-insulating annular space 37 is arranged between the tubular insulating body 27 and the screw-in socket. The arrangement of this annular space 37 reduces the need for electrical heating energy and also enables the heating resistor 28 to be heated up more quickly. The quartz glass rod. 35 is cemented gas-tight into the electrical carrier 3h and drent as a viewing window for observing burns in an im

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Connection with the third embodiment described Way.

The sensor 12 is formed as an ion current probe 12 with a wengistens projecting into the main combustion chamber 10 electrode 38. The basic construction and operation of such a sensor is described in detail in US-PS 1 377 h ¹ K) described in more detail. The pulse shapers 15, 21 and the comparator 18 also no longer need to be described, because they are state of the art according to the aforementioned US Pat. The heating current controller 20 connected to the comparator 18 is advantageously equipped with an electronic switch in a manner known to the electrical engineer.

The signal delay 17 delays pulses, for example via an integrator (not shown), which are generated for example 30 before reaching the top dead center by means of the marking 13 in the pulse generator 1 k , inversely proportional to the crankshaft speed with a predetermined factor and thereby forms a setpoint generator that the comparator 18 the Specifies times at which a flame front emanating from ignition chamber 11 is to arrive at electrode 38 of sensor 12. This point in time coincides, for example, with the crankshaft rotation angle A1 in FIG. However, the signal delay 17 can also delay the setpoint signals variably depending on operating parameters such as pressure Pa in intake duct 6, engine speed η and engine temperature Te, if the arrival of the flame front at sensor 12 is to take place for the purpose of optimizing operation at different crankshaft rotation angles. For this purpose, the signal delay device can have a memory (not shown) with an operating parameter field or a radio

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tion generator included. The ignition spark can also be triggered in the ignition spark generator in a similar manner 16 varies relative to a pulse from the pulse shaper 15 are in the sense of increased or decreased pre-ignition.

During operation of the internal combustion engine 2, the piston sucks in operating mixture through the intake valve T from the intake duct 6 when it goes down. During the subsequent compression stroke, this mixture is compressed, and partial quantities of it therefore flow from the main combustion chamber h through the firing channels 25 and 26 into the ignition chamber 11. With a predetermined rotation of the crankshaft, for example the above 30 before top dead center, a pulse from the pulse generator 1U reaches the ignition spark generator 16 via the pulse shaper 15, so that it generates an ignition spark between the electrodes 31 and 33. As already indicated, such an ignition spark can also be generated in a deliberate manner at an ignition time other than the one mentioned. The ignition spark ignites the mixture located within the ignition chamber 11, as a result of which flames arise and finally ignition torches emerge from the firing channels 25 and 26 and the mixture located in the main combustion chamber 10 ignites. Depending on the intensity that the ignition torches have as a result of the degree of filling of the ignition chamber 11 and the ignitability of the mixture located there, a flame front accompanying an ignition torch will arrive sooner or later at the electrode 38 of the sensor 12 and cause a current pulse that is derived from the actual value Pulse shaper 2J arrives at comparator 18. The intake duct 6 and the main combustion chamber 10 are designed so that at the highest load and speed of the internal combustion engine, the speed of the said flame

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front has not quite reached a permissible maximum value determined through tests. As a result, it will be at all Operating states, when the heating resistor 28 is not is supplied with electrical energy, the combustion is too slow, i.e. the maximum pressure of the respective Combustion process occur at a later point in time, i.e. a greater crankshaft angle than A1. Of the Comparator 18 detects this delayed arrival of the actual value and controls heating current controller 20 accordingly. This sends heating current through the heating resistor 28. This heating current causes the heating resistor 28 and its surroundings to raise the temperature. As a result of the temperature increase, that operating mixture that flows into the ignition chamber 11 is additionally heat energy supplied to the chemical energy content, so that this mixture within the ignition chamber a higher combustion pressure and correspondingly faster ignition torches generated, which a corresponding Accelerated implementation in the main combustion chamber. As a result of the arrangement shown in FIG of the heating resistor is a large part of the inflow Operating mixture preheated on the way to the electrodes 31, 33, so that the flame development within of the mixture goes on faster, which also increases the combustion pressure and the flare speed. Finally, the temperature of the heating resistor has risen so far that the comparator does not have a time difference can determine more between the arrival of the setpoint and the actual value. Then the comparator can The energy supply to the heating resistor via the heating current controller 28 either interrupt or throttle. As soon as there are again deviations from the target value, the rule game already described repeats itself again.

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On the crankshaft 12a, starting from a preselected reference mark, many at short intervals magnetic markings be arranged, and instead of the analog signal delay 17 can be a digital counters are used. This gives when a set number of impulses are received is, an output pulse to the comparator. The counter can also, depending on operating values, provide an optimal operating mode for the internal combustion engine result, to be set. The spark releases can also be varied in the same way will.

In the second exemplary embodiment, the internal combustion engine 2a also has a main combustion chamber 10 and an ignition chamber 11. Instead of the sensor 12 designed as an ion current probe, the second exemplary embodiment 2a has a pressure sensor h2. This sends signals to an amplifier k3, which raises the signals to an advantageous voltage level. The increased voltages go to a differentiating device hk . This sends a time signal as an actual value to the comparator 18 as soon as a pressure which increases as a result of combustion processes begins to fall as a result of the expansion of combustion gases and thus determines the crank angle position where the maximum combustion chamber pressure is present. Experience has shown that a position at approx. 15 ° crankshaft angle after top dead center gives the best values for fuel consumption and the smoothness of an internal combustion engine. The comparator 18 and the heating current controller 19 arranged downstream of it are designed as in the first exemplary embodiment. The amplifier k3 also supplies its output voltages to a second differentiating device U5, which preferably contains a threshold switch (not shown). This differentiating device ^ 5 then emits an output pulse when the differentiating device U5 a

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The speed of pressure increase is determined, which is greater than the speed of pressure increase that prevails in the main combustion chamber as a result of a compression stroke taking place without combustion. The said signal thus indicates that an ignition of the operating mixture has been initiated, that is to say that the ignition phase has ended after an external ignition, ie that approx. 2 % of the charge has been burned. This signal reaches a comparator k6. The comparator 1 + 6 is supplied with setpoint values for ignition times from a signal delay kj. The signal delay kj is constructed in the same way as the signal delay 17. The only difference is that the delays generated by it are shorter than those generated in the signal delay device 17. The signal delay kj is also connected to the pulse shaper 15. When the incoming actual values deviate from the setpoint values, the comparator h-6 sends a correction pulse to an ignition timing adjustment device k8. The ignition timing control device kQ sends triggering pulses to an ignition spark generator k-9 . This internal combustion engine has the advantage that, in addition to determining the maximum combustion pressure, the effective start of the pressure increase can also be measured by means of only one pressure sensor. As a result, the rapidity of the pressure increase can be monitored particularly well, that is to say the combustion processes can be approximated particularly precisely to an ideal curve.

In the third embodiment of the internal combustion engine 2b According to FIG. 5, instead of the sensor U2, an optoelectronic one is used Sensor 52 used. This sensor is attached to the quartz glass rod 35 outside the ignition chamber 11. An amplifier 5.3 amplifies the output voltages of the sensor 52 to an advantageous voltage level. As is well known the course of the brightness in a combustion chamber is correct.

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tatively essentially coincides with the course of the combustion pressure above the course without combustion. As a result, the already mentioned differentiator hk can be connected to the amplifier 53 in order to generate actual value signals which are in turn fed to a comparator 18. This comparator 18 also receives setpoint values from a pulse generator lh via a pulse shaper and a signal delay 17 · The regulation of the position of the highest brightness to a setpoint value related to the crankshaft rotation angle thus takes place in the same way as in the previous exemplary embodiments. Because the firing channel 25 is arranged in the extension of the quartz glass rod 35, the optoelectronic sensor 52 measures the brightness in the main combustion chamber 10 through this firing channel , 33 ignited mixture is broadcast. The sensor 52 is therefore also used, for example, to generate an actual signal for the event of the ignition phase via a comparison with a threshold value for the brightness in a comparator i + 5a. As in the second exemplary embodiment, this actual value signal is fed to a comparator k6. This is also supplied with setpoint pulses from the pulse shaper 15 via a signal delay kj. Correction pulses from the comparator h6 caused by deviations likewise cause the triggering of ignition sparks to be shifted in the sense of an improvement via an ignition timing adjuster hd.

In the fourth embodiment of an internal combustion engine 2c according to Figures 6, 7 is in a cylinder head 5a, which adjoins a main combustion chamber 10a, a bush 56

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built-in. It is secured against both axial displacement and rotation by means of a slotted nut 57 and a locking pin 58. The socket 56 accommodates an ignition chamber 11a, which is rotatable within the socket 56 and _{secured against axial displacement by means of a radially protruding collar 59 5} which is supported on the one hand on the socket 56 and on the other hand on the slotted nut 57, in the extension of the quartz glass rod is taken from the ignition chamber of the previous embodiments, a firing channel 60 is also arranged. In addition, firing channels 61 are also arranged essentially tangentially opening into the ignition chamber 11a. At the level of the firing channels 51, the socket 56 has a connecting piece 62 protruding into the main combustion chamber JOa. The connecting piece 62 has recesses 63 at the level of the firing channels 61. The ignition chamber 11a can be rotated relative to the connecting piece 62 in the manner of a rotary slide, so that the overlap corresponds to of the firing channels 61 with the recesses 63 different passage cross-sections can be set. These determine the cross-sections of ignition torches. Such ignition torches are also produced again by forcing the mixture from the main combustion chamber 10a into the ignition chamber 11a during compression strokes and igniting it there by means of an electrode 33 which ignites against an annular electrode 6h protruding into the ignition chamber 11a. The total of cross-sections made available as a function of the aforementioned adjustable overlap of the firing channels 61 with the recesses 63 and adding the cross-section of the firing channel 60 causes different pressure increases within the ignition chamber 11a and consequently different accelerations of burning gases. The speeds and intensities of the ignition torches depend on the loading

accelerations, so that via the adjustable overlap of the firing channels 61 and the recesses 63, the speed of the ignition torch jets and thus the increase in brightness or pressure during the combustion of the operating mixture in the main combustion chamber 10a can be changed - or pressure maximum is detected in one of the ways already mentioned, and if there is a deviation from a nominal value, the ignition chamber 11a is rotated by means of a servomotor 65, which is also controlled by a comparator 18, until the subsequent actual values no longer deviate from the nominal value. For this purpose, a toothed rack protrudes from the servomotor 65. This rack 66 is tangent to the ignition chamber 11a and engages between teeth 67 attached to its circumference. The servomotor 65 can, for example, be designed as a membrane motor and connected via control valves either to an intake duct of the internal combustion engine or to a hydraulic pump. The servomotor 65 can, however, also be designed as an electric gear motor or as an actuating magnet.

The methods and devices described can be used both with externally ignited internal combustion engines realized even with self-igniting internal combustion engines. The ignition point in the latter internal combustion engines is determined in a known manner by the injection time of fuel into the combustion chamber. One can therefore speak of an ignition point in both combustion processes, with one being the triggering point The cause is the delivery of the ignition voltage and, in the case of the other, the triggering cause is the start of the fuel injection is. Influencing the speed

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the pressure rises in the self-igniting internal combustion engine achieved in that the temperature of the. Combustion air, for example, within the ignition chamber is varied in the sense of optimization. Higher temperatures of the combustion air and those elements such as electrically heatable incandescent igniters that are used for Serve heating the combustion air and finally also be hit by fuel, accelerate the increase in combustion pressure. In addition, the injection speed can be changed. This can be, for example in injection devices that have pulse-controlled injection valves, achieved thereby be that one at a fuel source that the Injectors supplied with fuel, the fuel pressure varied until the determined Pressure rises in the combustion processes and the location the maximum pressures match the actual values. The concept of the invention can also be used in internal combustion engines, within which operating mixtures are ignited by means of glow ignition devices.

Claims (1)

2.8.1983 Sp / Pi "■ ¹ '33311U ROBERT BOSCH GMBH, 7OOO STUTTGART 1 Expectations M .J A method for operating an internal combustion engine with at least one main combustion chamber, an ignition chamber producing ignition torches with at least one firing channel leading to the main combustion chamber, a sensor for monitoring combustion, a setpoint generator and a regulator and at least one adjusting means controlled by this, via the combustion in the sense an approach to a target value, characterized in that the intensity of the ignition torches is changed to approach the target value. 2. The method according to claim 1, characterized in that the change 'by heating at least partial quantities is carried out by charge quantities consisting of at least combustion air. 3. The method according to claim 2, characterized in that in the ignition chamber (11) flowing amounts of charge electrically be heated. k. Method according to Claim 1, characterized in that the cross-sections of ignition torches are changed. 333111 5. Internal combustion engine with at least one main "combustion chamber, an ignition chamber producing ignition torches with at least one firing channel leading to the main combustion chamber, a sensor for observing burns, a setpoint generator and a controller and at least one by this controlled adjustment means, which changes the combustion in the sense of an approximation to a target value are in particular for carrying out the method according to one of claims 1 to 3, characterized in that that the ignition chamber (11) is assigned an electrical heating element (28) connected to the controller (19) is. 6. Internal combustion engine according to claim 5, characterized in that that the heating element is designed as a heating resistor and is arranged in the ignition chamber (11). 7. Internal combustion engine according to claim 6, characterized in that that the heating element (28) is arranged in such a way that it has a preheating section for ignition means (31, 3'3) an ignition device forms flowing amounts of charge. 8. Internal combustion engine with at least one main combustion chamber, an ignition chamber producing ignition torches with at least one firing channel leading to the main combustion chamber, a Sensor for monitoring burns, a setpoint generator and a controller and at least one of these controlled actuating means, via which the burns are changed in the sense of an approximation to a target value in particular for carrying out the method according to claim k, characterized in that means (65, 66, 67, I1a, 62) for adjusting the effective cross section of at least one firing channel C6J) are connected to the regulator. I U ^ 2 I. 9. Internal combustion engine according to claim 8, characterized in that the means consists of one in a wall (5a) the main combustion chamber (1 ^ a) with built-in socket (56) one into the main combustion chamber (.1Oa) protruding nozzle (62) which has recesses (63), and one after Type of rotary valve inserted in the socket (56) with a rotationally symmetrical ignition chamber (11a) with in Height of the recesses (63) arranged firing channels (61), which by · rotating the ignition chamber (11a) with the Recesses (63) can be brought to cover, and one controlled by a regulator and the ignition chamber (11a) rotating servomotor (65) exist. 10. Internal combustion engine according to claim 5 or 8, characterized characterized in that the setpoint generator (17) depends on operating parameters such as load, speed, machine temperature the position of the highest values of combustion processes relative to the angle of rotation of a crankshaft (12a) prescribes. 11. Internal combustion engine according to claim 5 or 8, characterized characterized in that one of the ignition chambers (11, 11a) is assigned Ignition device (^ 9) one of the operating parameters such as load, speed, excess air, admixture of exhaust gases has dependent ignition angle sensor (16). 12. Internal combustion engine according to claim 5 or 8, characterized in that one of the ignition chamber (11, 11a) associated ignition device (4o) is connected to an ignition angle controller (h6, kö) which regulates the ends of ignition to at least one of preferably a plurality of selectable setpoints. 333ΊΤ1 13. Internal combustion engine according to claim 5 or 8, characterized in that the sensor (12, 38) is designed as an ion current probe and is connected to a pulse shaper (21) and protrudes into the flame path of the main combustion chamber (10) running Flammenfrpnten. 1U. Internal combustion engine according to claim 5 or 8, characterized characterized in that the sensor (11) is designed as an opto-electrical converter and preferably via a difference ierer (UU) is connected to the controller (18, 19, 20). 15 · Internal combustion engine according to claim 5 or 8, characterized characterized in that the sensor is designed as a pressure measuring probe (U2) and preferably via a differentiator (UU) is connected to the controller (18, 19, 20).