WO2014191074A1 - Moteur à combustion interne et procédé pour faire fonctionner un moteur à combustion interne - Google Patents

Moteur à combustion interne et procédé pour faire fonctionner un moteur à combustion interne Download PDF

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Publication number
WO2014191074A1
WO2014191074A1 PCT/EP2014/001164 EP2014001164W WO2014191074A1 WO 2014191074 A1 WO2014191074 A1 WO 2014191074A1 EP 2014001164 W EP2014001164 W EP 2014001164W WO 2014191074 A1 WO2014191074 A1 WO 2014191074A1
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WO
WIPO (PCT)
Prior art keywords
fuel
internal combustion
combustion engine
combustion chamber
fluid connection
Prior art date
Application number
PCT/EP2014/001164
Other languages
German (de)
English (en)
Inventor
Olaf Schäfer
Alexander Kovacevic
Ralf MÜLLER
Marc Hehle
Original Assignee
Mtu Friedrichshafen Gmbh
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Filing date
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Application filed by Mtu Friedrichshafen Gmbh filed Critical Mtu Friedrichshafen Gmbh
Publication of WO2014191074A1 publication Critical patent/WO2014191074A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0642—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions
    • F02D19/0644—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels at least one fuel being gaseous, the other fuels being gaseous or liquid at standard conditions the gaseous fuel being hydrogen, ammonia or carbon monoxide
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0668—Treating or cleaning means; Fuel filters
    • F02D19/0671—Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B43/00—Engines characterised by operating on gaseous fuels; Plants including such engines
    • F02B43/10—Engines or plants characterised by use of other specific gases, e.g. acetylene, oxyhydrogen
    • F02B2043/106—Hydrogen obtained by electrolysis
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0657—Heavy or light fuel oils; Fuels characterised by their impurities such as sulfur content or differences in grade, e.g. for ships
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • F02D19/0692—Arrangement of multiple injectors per combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/023—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining the cylinder pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/10—Introducing corrections for particular operating conditions for acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/1454—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an oxygen content or concentration or the air-fuel ratio
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/14—Introducing closed-loop corrections
    • F02D41/1438—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor
    • F02D41/1444—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases
    • F02D41/146—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration
    • F02D41/1461—Introducing closed-loop corrections using means for determining characteristics of the combustion gases; Sensors therefor characterised by the characteristics of the combustion gases the characteristics being an NOx content or concentration of the exhaust gases emitted by the engine
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/38—Controlling fuel injection of the high pressure type
    • F02D41/40—Controlling fuel injection of the high pressure type with means for controlling injection timing or duration
    • F02D41/402—Multiple injections
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention relates to a Brerinkraftmaschine, in particular a reciprocating internal combustion engine according to the preamble of claim 1, and a method for operating an internal combustion engine according to claim 9.
  • US Pat. No. 7,263,967 B2 discloses an internal combustion engine with at least one combustion chamber and with a fuel reservoir.
  • a first fluid connection between the fuel reservoir and the combustion chamber is provided, wherein along the first fluid connection, an evaporator and downstream of the evaporator, a reformer is arranged.
  • the combustion chamber can be supplied with a reformate produced by the reformer.
  • the internal combustion engine is operated essentially with untreated fuel. In certain operating states, however, it is possible to additionally supply reformate to the combustion chamber in order to positively influence its operating behavior.
  • the fundamental problem that a chosen for the Brerinkraft engine concept depends on the fuel used, or conversely that an internal combustion engine having a specific engine concept, essentially only one or a few selected
  • Fuel types can be operated. For example, it is generally not possible to run spark-ignition internal combustion engines with gasoline while, conversely, in the US Pat
  • the internal combustion engine should be independent of a currently available
  • Branch between the evaporator and the reformer opens.
  • the branch is in fluid communication with the combustion chamber.
  • the internal combustion engine has a
  • Valve means the at least one in the first fluid connection downstream of the
  • Reformers and / or at least one arranged in the branch actuator comprises, so that one of the combustion chamber through the first fluid connection and / or the branch supplied fuel composition can be influenced by the valve device, preferably controllable.
  • the combustion chamber is thus not only supplied to the reformate produced by the reformer, but also via the diversion of the vaporized in the evaporator and at the same time preferably at least partially cracked fuel, thus on the one hand on the first
  • Fuel compositions By means of the valve device, it is possible to influence the fuel composition ultimately supplied to the combustion chamber, in particular to determine which portion thereof is supplied on the one hand from the first fluid connection and on the other hand via the branch.
  • the chemistry of the fuel composition which is supplied to the combustion chamber can thus be influenced, preferably controlled.
  • the internal combustion engine is independent of the offered, in the
  • the methane slip is the methane slip
  • the internal combustion engine is also independent of fluctuating fuel quality, because the fuel is treated via the evaporator on the one hand and the reformer on the other hand, so that the combustion chamber in particular can be supplied from the originally used fuel quality substantially independent fuel composition.
  • the emissions are independent of the fuel used on the one hand and the engine concept used on the other hand, because the
  • Fuel composition can always be adapted to the specific conditions present, whereby it is possible to keep the emissions substantially constant.
  • the internal combustion engine comprises only one in the first fluid connection downstream of the reformer arranged actuator. This is It is preferably possible to vary the proportion of reformate in the fuel composition from at least 0% to a maximum value, which also depends on the specific design of the branch.
  • the actuator is preferably close to the
  • Combustion chamber arranged.
  • valve means comprises only one actuator arranged in the branch.
  • the valve means comprises only one actuator arranged in the branch.
  • Fluid connection thus the mouth side, or combustion chamber side, thus in the vicinity of the combustion chamber, is arranged.
  • the actuator is designed as an injector.
  • An embodiment is also preferred in which the valve device comprises an actuator both in the first fluid connection and in the branch.
  • the actuator which is arranged in the branch, is arranged on the outlet side or combustion chamber side.
  • At least one actuator can be designed as an injector, wherein a separate injector is preferably provided for each type of fuel, ie the fuel type conveyed along the branch, and the fuel type conveyed along the first fluid connection.
  • a separate injector is preferably provided for each type of fuel, ie the fuel type conveyed along the branch, and the fuel type conveyed along the first fluid connection.
  • the branch and the first injector are preferably provided for each type of fuel, ie the fuel type conveyed along the branch, and the fuel type conveyed along the first fluid connection.
  • Fuel composition is arranged. This may be a mixing element, by which the various types of fuel are miscible with each other. It is possible that the embodiment only a mixing member in the field of
  • a preferred embodiment of the internal combustion engine comprises a control unit, which is operatively connected to the valve device for controlling the fuel composition, which is supplied to the combustion chamber.
  • the fuel composition can be influenced by means of the control unit mediated via the valve device.
  • the control unit has an input for detecting at least one operating parameter of
  • Internal combustion engine It is preferably designed and set up such that it can vary the fuel composition by means of the valve device as a function of the at least one operating parameter.
  • An internal combustion engine is also preferred which is characterized by a second fluid connection, wherein the second fluid connection extends between the fuel reservoir and the combustion chamber, and wherein a pyrolysis device is arranged along the second fluid connection.
  • the fuel delivered from the fuel reservoir is pyrolyzed, wherein the combustion chamber along the second fluid connection, a pyrolysate of the fuel is supplied.
  • pyrolysis preferably refers to a thermochemical cleavage of the fuel, wherein a bond breakage within large molecules is forced through a temperature of preferably at least 500 ° C.
  • the operation of the pyrolysis device differs significantly from the operation of the reformer, in which the vaporized and preferably at least partially cracked fuel under the action of oxygen in particular to synthesis gas, ie a mixture of Hydrogen and carbon monoxide, is reacted.
  • a third type of fuel namely pyrolyzed fuel
  • pyrolysis device of the combustion chamber additionally or alternatively to the vaporized and at least partially cracked and to the reformed fuel.
  • the total combustion chamber supplied fuel composition is even more flexibly selectable, and in particular even more flexible to concrete conditions present, such as at least one operating parameter of the Bremstoffmaschine, the
  • the valve device has at least one actuator arranged in the second fluid connection, so that a fuel composition supplied to the combustion chamber by the first fluid connection, the branch and / or the second fluid connection can be influenced, preferably controlled, by means of the valve device. It is also one
  • an actuator is provided. Furthermore, an embodiment is possible in which an actuator is provided only in the second fluid connection. An embodiment is also possible in which in each case one actuator is provided in two fuel lines, for example in the first fluid connection and in the branch, while in the third fuel line, here for example in the second fluid connection, no actuator is provided. Any permutations are possible. Finally, an embodiment is possible in which an actuator is provided in each of the fuel line. It is possible that at least one of the actuators is designed as an injector. In particular, it is possible that a separate injector is provided for each type of fuel.
  • an injector for at least two types of fuel is provided in common, wherein at least two fuel lines open into a supply line to the injector, and wherein preferably a mixing member is provided in order to mix the two types of fuel.
  • fuel type is used herein and hereinafter for the various mixtures of substances that can be supplied to the combustion chamber individually or in combination with one another, ie, the reformate conveyed along the first fluid connection is referred to as a fuel type, likewise the fuel vaporized and at least partially cracked by the evaporator
  • the untreated fuel is referred to as a fuel type
  • fuel line is generally used for the fluid paths along which fuel is supplied to the combustion chamber ,
  • the first fluid connection is referred to as a fuel line.
  • the branch is also referred to as fuel line.
  • the second fluid connection is also referred to as fuel line.
  • the pyrolysis device comprises in a preferred embodiment, an electric heater. Alternatively or additionally, it is possible that the pyrolysis is heated by exhaust gas of the internal combustion engine, wherein an exhaust branch is provided to the pyrolysis device, and wherein the pyrolysis device preferably a
  • Heat energy comprised by the exhaust gas stream can be taken from the exhaust gas flow by means of the heat exchanger and fed to the pyrolysis device. It is possible that the pyrolysis device depends on an operating state of
  • Internal combustion engine is heated by means of the electric heater and / or via the exhaust branch.
  • An internal combustion engine is also preferred which, alternatively or in addition to the second fluid connection, establishes a third fluid connection between the fuel reservoir and the second fluid connection
  • Combustion chamber has.
  • the combustion chamber via the third fluid connection
  • untreated fuel can be supplied from the fuel reservoir.
  • Fluid communication is therefore preferably not provided the fuel treating device, optionally with the exception of a filter device to filter the fuel.
  • the third fluid connection increases the flexibility of the internal combustion engine, in particular with regard to the supply of fuel and the quality of the fuel.
  • the valve device preferably has at least one actuator in the third
  • Fuel composition can be influenced by means of the valve device, preferably controllable.
  • only one of the fuel lines has an actuator.
  • exactly two fuel lines on an actuator, with any permutations are conceivable.
  • Embodiment have exactly three fuel lines to an actuator, with any permutations are conceivable.
  • all the fuel lines have actuators, in particular in one exemplary embodiment the first fluid connection, the branch, the second fluid connection and the third fluid connection, with maximum flexibility with respect to the variable fuel composition.
  • at least one actuator is designed as an injector. It is possible that each type of fuel is assigned its own injector. Alternatively or additionally, it is possible that a common injector is assigned to all or selected fuel types, with correspondingly different fuel lines leading into a feed line of the injector in at least one opening region. In this case, preferably at least one mixing element is provided in the at least one opening region in order to be able to control the fuel composition flowing into the supply line.
  • Injectors are provided, wherein in addition to the injectors at least one actuator, preferably a plurality of actuators are provided.
  • an internal combustion engine which is characterized in that it has at least one injector.
  • the injector is designed as a single-point injector for fuel injection in a common intake manifold. This is called a so-called single-point injection (Single Point Injection), in which case preferably a plurality of combustion chambers, a common intake manifold (manifold) is assigned, and wherein the injection takes place upstream of a branching into the individual combustion chambers in the common intake manifold.
  • Single Point Injection Single Point Injection
  • the injector as a multipoint injector for
  • Multi Point Injection is formed in one of the combustion chamber associated intake. This is called a multi-point injection (Multi Point Injection), the
  • Fuel or the fuel composition is injected downstream of the common intake manifold into one of the respective combustion chamber individually associated, leading to the combustion chamber intake manifold upstream of the combustion chamber.
  • the injector can be used as a direct injector
  • Direct injection of fuel or a fuel composition is formed in the combustion chamber. This is responsive to a so-called Direct Injection in which the fuel or fuel composition is injected directly into the combustion chamber through the injector.
  • the injector it is also possible for the injector to be injected as a pre-chamber injector for injecting the fuel or the fuel composition into an antechamber which is provided for ignition assistance for combustion in a main combustion chamber.
  • An internal combustion engine which has at least two different injectors of the type discussed here is also preferred. Particularly preferred is an embodiment in which a single-point injector, a multi-point injector and a direct injector are provided.
  • a single-point injector, a multi-point injector and a direct injector are provided.
  • the at least one injector is preferably operatively connected to the control unit of the internal combustion engine and is so far in particular dependent on at least one operating parameter of the internal combustion engine controllable. In this way, it is particularly preferably possible to control the fuel composition and at the same time the type and location of their injection depending on at least one operating parameter of the internal combustion engine.
  • a separate injector is provided for each type of fuel, wherein it is additionally or alternatively possible that for at least one type of fuel different injectors are provided for injecting the fuel at different locations. It is also possible that an injector different types of fuel or a mixture of different types of fuel is / can be fed. It is particularly possible that at least one injector is designed as a two-fuel injector (Dual Fuel Injector), wherein by means of such an injector two different types of fuel, for example in the context of
  • An internal combustion engine is preferred, which is characterized in that the at least one injector has a feed line into which the first fluid connection, the branch, the second fluid connection and / or the third fluid connection opens / open. So it is possible that only one of the fuel lines opens into the supply line, so that the injector is permanently assigned. Alternatively, it is possible that at least two of the
  • the valve device has at least one valve member arranged in the supply line, so that the injector has different types of fuel or
  • Fuel compositions can be fed.
  • at least one fuel line is preferably releasable or lockable, wherein preferably discrete or continuous intermediate stages between a complete release or a complete blocking are possible.
  • the valve device it is possible for the valve device to comprise at least one mixing element arranged in the feed line, as a result of which different types of fuel or fuel compositions can be supplied to the injector.
  • a mixing member it is preferably possible to different types of fuel from different
  • a mixing ratio can be predetermined by means of the mixing member.
  • the evaporator comprises a catalyst for the partial partial oxidation of the fuel.
  • the function of the evaporator goes beyond a pure evaporation of the fuel.
  • a preferred embodiment of the evaporator has in particular a preferably provided on an outer wall thereof fleece, which is impregnated with fuel. The outer wall and / or the fleece is / are heated, so that in particular volatile volatile fuel components evaporate.
  • the catalyst in the evaporator is preferably provided by means of which the vaporized, readily volatile fuel components are catalytically reacted, in particular partially oxidized. In turn, this heat of reaction is released, by which the heavier-volatile fuel components are evaporated from the nonwoven.
  • the fuel is preferably at least partially cracked by the released heat of reaction. In this case, the cracked portion of the fuel used initially can be from at least 0% to at most 100%.
  • the fuel composition leaving the evaporator therefore, has particular
  • reaction products are in particular oxidized and unoxidized hydrocarbons, for example formaldehyde, acetaldehyde or alcohols, and also carbon monoxide and hydrogen.
  • untreated fuel fractions include especially heavy volatiles
  • the fuel composition leaving the evaporator also includes untreated, unvaporized fuel components.
  • the fuel composition leaving the evaporator may be supplied via the branch of the combustion chamber.
  • the combustion chamber is a first type of fuel with a through the evaporator, its operating mode and the fuel used
  • An internal combustion engine is preferred, which is characterized in that the reformer is designed for catalytic partial oxidation.
  • the fuel composition supplied by the evaporator is preferably essentially converted to synthesis gas, that is to say to a gas mixture of hydrogen and carbon monoxide.
  • Suitable catalyst materials for the catalytic partial oxidation are, in particular, suitable catalyst coatings, preferably noble metal-containing or noble metal-free materials, preferably titanium and / or tin.
  • the reformer is designed for thermal partial oxidation. Further, it is alternatively or additionally possible that the reformer is designed as an autothermal reformer. Also in the types of reformers referred to herein, the fuel composition supplied to the reformer is preferably substantially reacted to synthesis gas. The reformate, and thus the fuel composition formed by the reformer, leaves it along the first fluid connection in the direction of the combustion chamber.
  • Combustion chamber along the first fluid connection fed to the second fuel type provided by the reformer, which essentially comprises synthesis gas, thus a gas mixture of hydrogen and carbon monoxide.
  • hydrogen is particularly fuel-happy and has a high flame velocity, which increases the efficiency of the reaction in the combustion chamber.
  • the combustion chamber is advantageously supplied to a hydrogen-rich fuel composition, in particular when the internal combustion engine is still cold.
  • the high flame speed in the hydrogen-containing mixture has a favorable effect on the reaction rate of the combustion even with a cold internal combustion engine. It is possible that the proportion of hydrogen, which is supplied to the combustion chamber, is reduced at operating-warming internal combustion engine.
  • an internal combustion engine is preferred, which is characterized in that it is designed as a self-igniting internal combustion engine.
  • the internal combustion engine operates in this case, in particular preferably after the diesel combustion process, ie by
  • the ignition time is controlled in particular by injecting a fuel composition into the combustion chamber, wherein the combustion chamber comprises precompressed charge air.
  • an internal combustion engine which is designed as spark ignition internal combustion engine.
  • the internal combustion engine operates in this case, in particular by the Otto combustion process, wherein a combustible mixture in the combustion chamber by a
  • Ignition device in particular a spark plug, which generates a spark is ignited.
  • the ignition is determined by the spark ignition, in particular by the triggering of the spark.
  • the internal combustion engine can operate on the principle of an internal combustion engine igniting by ignition.
  • a combustible mixture is placed in the combustion chamber and compressed.
  • the ignition is determined by injection of a igniting in the compression heat fuel composition, thus a so-called ignition.
  • an internal combustion engine which is designed as an HCCI internal combustion engine and / or as a PCCI internal combustion engine is preferred.
  • An HCCI internal combustion engine operates according to the principle of compression ignition of a homogeneous charge (Homogeneous Charge
  • HCCI engines preferably operate only in certain
  • Load ranges actually in the HCCI combustion process while they work in other load ranges - partly depending on the fuel used - according to other combustion processes, for example according to the diesel process or the Otto principle.
  • Internal combustion engine can alternatively or additionally be operated as a PCCI internal combustion engine, in which case a partially premixed charge
  • Compression ignition and injection of an ignitable fuel composition is ignited (Premixed Charge Compression Ignition).
  • This method allows a better control of the combustion, in particular the ignition timing, than the HCCI method, but in particular also has very good emission values.
  • the internal combustion engine is operated with a variable ignition method.
  • a load point of the internal combustion engine that is, for example, at partial load or at full load, different combustion methods and / or ignition mechanisms can be used. Mixed firing processes are also possible.
  • the internal combustion engine is designed as operating after the Miller cycle internal combustion engine.
  • the combustion chamber is the
  • Charge is supplied under high pressure, wherein the intake valve is kept open over a predetermined range of the compression stroke.
  • the internal combustion engine preferably has a turbocharger or a compressor.
  • a turbocharger comprises a compressor which is driven by a turbine acted upon by the exhaust gas flow.
  • a compressor has a compressor which passes through the
  • the internal combustion engine is preferably operable independently of the available fuel, and thus preferably with each possible fuel. So you can prefer - ever to fuel supply - with diesel, gasoline, biodiesel, ethanol, methanol, a higher alcohol, ether, especially dimethyl ether, natural gas, biogas, special gas, lean gas or any other fuel can be operated. They are fuels with different
  • Sulfur content can be used, especially fuels with high sulfur content, such as marine fuels such as heavy oil or marine residual fuel oil (Marine Residual Fuel Oil, MFO). This is possible because of the combustion chamber ultimately fed
  • marine fuels such as heavy oil or marine residual fuel oil (Marine Residual Fuel Oil, MFO).
  • MFO Marine Residual Fuel Oil
  • Fuel reservoir existing fuel is controllable.
  • the internal combustion engine preferably has only one fuel reservoir. However, it is possible that the engine has different fuel reservoirs for
  • Fuels includes, which have different states under normal conditions. However, there is no need for an additional tank for another fuel, as is the case for example in known internal combustion engines, in which a reformer a separately stored fuel is supplied, which is different from a fuel used mainly.
  • the internal combustion engine is free of an antechamber.
  • the at least one combustion chamber of the internal combustion engine therefore preferably has no prechamber. It is readily possible to operate the internal combustion engine proposed here without prechamber.
  • the internal combustion engine Due to the flexible choice of the fuel composition, it is possible in particular for the internal combustion engine to drive an HCCI and / or PCCI combustion process not only in part-load operation, but rather in the entire map range. Alternatively or additionally, high compression rates are possible.
  • the internal combustion engine can, for example, for driving land, water or
  • Aircraft are used.
  • the internal combustion engine for driving mining vehicles such as dump trucks, heavy
  • Agricultural machinery by trains, for example in a railcar or a locomotive, or used in ships.
  • a drive of vehicles provided for defense, for example of tanks, by means of the internal combustion engine is possible.
  • the internal combustion engine with a generator for generating be coupled electrical energy.
  • a stationary use of the internal combustion engine for example for power supply, especially in continuous load operation, in peak load operation or in emergency power operation, is possible.
  • the use of the internal combustion engine for operating ancillaries in stationary areas for example for driving
  • the object is also achieved by providing a method with the steps of claim 9.
  • a method for operating an internal combustion engine is a
  • Fuel is vaporized in an evaporator and preferably at least partially cracked. It is possible that the cracked portion of the originally used fuel from at least 0% to at most 100%.
  • the vaporized and preferably at least partially cracked fuel is at least partially reformed in a reformer. This means, on the one hand, that it is possible to vary the proportion of the fuel treated by the evaporator to the reformer, it being possible to supply to the reformer at least 0% to at most 100% of the fuel treated by the evaporator. On the other hand, this means that, if necessary, the supplied to the reformer, treated by the evaporator fuel is not completely reformed, but that it is possible that an unreformed part leaves the reformer quasi untreated.
  • Internal combustion engine is supplied to a fuel composition, wherein the content of the fuel composition is varied to vaporized and preferably at least partially cracked fuel on the one hand, and on reformed fuel on the other hand, depending on at least one operating parameter of the internal combustion engine.
  • the combustion chamber can be supplied with a fuel composition whose components can be taken from the evaporator on the one hand and the reformer on the other hand variably.
  • the chemistry of the fuel composition supplied to the combustor is flexibly adjustable depending on the at least one operating parameter.
  • a method is also preferred which is characterized in that the fuel is additionally pyrolyzed.
  • a pyrolysis device for pyrolysis of the fuel is provided in addition to the evaporator and the reformer.
  • the salary of Fuel composition supplied to the combustor on vaporized and preferably at least partially cracked fuel, reformed fuel, and / or pyrolyzed fuel is varied depending on the at least one operating parameter.
  • a method is also preferred which is characterized in that, additionally or alternatively, a content of the fuel composition supplied to the combustion chamber to untreated fuel is varied depending on the at least one operating parameter.
  • a content of the fuel composition supplied to the combustion chamber to untreated fuel is varied depending on the at least one operating parameter.
  • another fuel type is provided, whereby the chemistry of
  • Fuel composition is flexibly variable.
  • Fuel composition of the combustion chamber supplied charge air is supplied. This is possible, for example, via one or more single-point injectors. In this case, in one embodiment of the method, the combustion chamber to be supplied
  • Premixed fuel composition and injected via a single-point injector in a common intake manifold.
  • a plurality of single-point injectors it is possible for a plurality of single-point injectors to be provided wherein different mixtures of fuel types or different types of fuel are injected through different single-point injectors into the common intake manifold.
  • the fuel composition is injected through a multipoint injector or through a plurality of multipoint injectors into an intake manifold associated with the combustion chamber. Also here is one
  • Fuel composition injected directly into the combustion chamber. It is possible that the fuel composition is injected directly into the combustion chamber through a direct injector or through a plurality of direct injectors, wherein the Fuel composition may be at least partially premixed, or wherein different types of fuel are eingspritzt by different direct injectors.
  • a method is preferred in which the fuel composition is injected as a pilot injection into the combustion chamber.
  • untreated fuel is preferably injected into the combustion chamber.
  • Fuel composition is injected into the combustion chamber, wherein in a main injection, a second, different from the first fuel composition fuel composition is injected into the combustion chamber. Also several
  • each injection event can be assigned a separate fuel composition that may be different from at least one of the other fuel compositions.
  • synthesis gas from the reformer to the combustion chamber as direct injection during a pilot injection, the synthesis gas essentially comprising hydrogen and carbon monoxide.
  • synthesis gas essentially comprising hydrogen and carbon monoxide.
  • untreated fuel in particular diesel or gasoline supplied by direct injection.
  • Fuel composition it is possible in particular, the ignitability of the
  • Fuel composition in the combustion chamber in a suitable manner, in particular depending on the at least one operating parameter of the internal combustion engine to influence. This is particularly interesting for the use of the method for operating a HCCI internal combustion engine. Furthermore, in the context of the method is a so-called
  • Fuel composition is suitably varied.
  • the internal combustion engine can be operated both with exhaust gas recirculation and without exhaust gas recirculation.
  • an exhaust gas recirculation activate or deactivate, wherein particularly preferably the activated Abgasröck Installation is controlled or regulated.
  • Fuel supply is with which the internal combustion engine is operated.
  • the internal combustion engine can be operated with better efficiency.
  • the internal combustion engine is operated with a gas, in particular with natural gas, a special gas or lean gas, this is achieved by a suitable choice of the fuel composition
  • Methane slip of the internal combustion engine significantly reduced. Furthermore, it is possible to optimize a cold start behavior of the internal combustion engine by the chemistry of
  • Brommstoffzusarnmen effort which is supplied to the combustion chamber, is adjusted so that results in a cold start in particular a higher flame speed and improved implementation of the fuel composition in the combustion chamber. This can
  • Combustion chamber is introduced.
  • the fuel is selected from a group consisting of diesel, biodiesel, gasoline, ethanol, methanol, a higher alcohol, ethers, in particular dimethyl ether, natural gas, biogas, special gas, lean gas, and a High sulfur fuel, preferably a marine fuel, more preferably heavy oil or marine residual oil. It is possible to operate the internal combustion engine independently of the fuel used, or to select the fuel arbitrarily, in particular from the group mentioned here. This will be the
  • a load point of the internal combustion engine is used.
  • both a load or torque requirement and a rotational speed of the internal combustion engine preferably enter into the method. This makes it possible for the
  • Fuel composition depending on a current load point of the internal combustion engine and preferably also depending on load point changes, in particular load jumps, suitable to vary.
  • the fuel composition becomes dependent on a
  • Burning speed varies, or vice versa
  • Fuel composition regulated This corresponds to a reaction control by suitable adaptation of the fuel composition for controlling the combustion reaction taking place in the combustion chamber, in particular the combustion speed.
  • the fuel composition becomes dependent on a
  • Combustion chamber pressure varies, or conversely, the combustion chamber pressure in the combustion chamber is regulated by suitable adaptation of the fuel composition. In this way, it is possible, in particular, to influence an effective mean pressure and, at the same time, an efficiency of the internal combustion engine by varying the fuel composition.
  • the fuel composition is varied as a function of a lambda value, or, conversely, the lambda value is regulated by suitable adaptation of the fuel composition.
  • the lambda value is that
  • Combustion air ratio which sets the actual air mass available for combustion in relation to the minimum necessary stoichiometric air mass for complete combustion. In this way, it is possible in particular always to set a suitable lambda value by varying the fuel composition, preferably as a function of the load point.
  • the fuel composition is varied depending on a value characterizing a nitrogen oxide raw emission value, or conversely, the
  • Nitrogen raw emission characteristic value by appropriate adaptation of the Fuel composition regulated. In this way, it is possible in particular to comply with legal limits by varying the fuel composition.
  • the process temperature can be used as a control parameter with regard to the use of different fuels to ensure a fuel composition of constant duration.
  • the method is preferably carried out by a control unit of the internal combustion engine.
  • control unit which is adapted to
  • Embodiments of the controller is performed when the computer program is executed on the controller.
  • a fueling machine which comprises a control device which is set up to carry out an embodiment of the method.
  • the figure shows an embodiment of an internal combustion engine 1, as
  • Reciprocating engine is formed. It comprises a combustion chamber 3, which is enclosed by a cylinder 5, in which a piston 7 is received repetitively.
  • the piston 7 is operatively connected via a connecting rod 9 with a crankshaft, not shown in the figure.
  • the internal combustion engine 1 is designed as a four-stroke engine.
  • the internal combustion engine 1 preferably has a plurality of combustion chambers 3
  • the supply of the combustion chambers 3 with fuel is preferably identical for all combustion chambers 3 of the internal combustion engine 1, so it also for internal combustion engines 1, which have a plurality of combustion chambers 3, it suffices to describe them here below with reference to a selected combustion chamber 3.
  • the internal combustion engine 1 comprises a fuel reservoir 11 for a fuel 12, which is preferably designed as a fuel tank.
  • the internal combustion engine preferably comprises exactly one fuel reservoir 11 and in particular no additional tank for a supplementary fuel to be post-treated. Rather, a fuel composition to be supplied to the combustion chamber 3 is made entirely from the fuel 12, which is in the
  • Fuel reservoir 11 is stored.
  • the internal combustion engine 1 comprises different fuel reservoirs for fuels which differ with regard to their state of aggregation under normal conditions.
  • the internal combustion engine 1 may have a first fuel reservoir 11 for liquid fuels and a second fuel reservoir, not shown, for fuels which are gaseous under normal conditions.
  • the engine 1 may also include an additional fuel reservoir for cryogenic fuels. It is ultimately not important how many Brenristexterrium 11 includes the internal combustion engine 1. Rather, it is important that the internal combustion engine 1 at a given time preferably takes only one fuel 12 from a fuel reservoir 11 and treats a fuel 12 via various treatment steps in order ultimately to supply a flexibly variable fuel composition 22 to the combustion chamber 3.
  • the internal combustion engine 1 includes different fuel reservoirs 11 for different fuels that should not be mixed, such as gasoline and diesel. In this case, however, only one of the fuels from the internal combustion engine 1 is actually used at a given point in time and converted into a flexibly variable fuel composition 22 via various treatment steps. As a result, the internal combustion engine 1 differs from known ones
  • Internal combustion engine having an additional tank for a fuel to be treated, which is supplied for example to an evaporator and / or a reformer, and a main tank for a fuel to be supplied untreated to the combustion chamber.
  • a first fluid connection 13 extends from the fuel reservoir 11 to the
  • Combustion chamber 3 wherein along the first fluid connection 13, an evaporator 15 and downstream of the evaporator 15, a reformer 17 are arranged.
  • a branch 19 opens into an opening region 21.
  • the branch 19 is likewise in fluid communication with the combustion chamber 3.
  • Branch 19 is between the evaporator 15 and the reformer 17, a fuel type removable, the fuel treated by the evaporator 15, in particular vaporized and at least partially cracked fuel comprises.
  • the reformer 17 supplied by the evaporator 15 evaporated and at least partially cracked fuel is reformed in this, thus converted into a reformate, which preferably comprises substantially hydrogen and carbon monoxide.
  • the internal combustion engine 1 also has a valve device 23, which in the
  • a arranged in the mouth region 21, designed as a valve 25 actuator 20 comprises, by which on the one hand the reformer 17 supplied proportion and on the other hand, the derived in the branch 19 portion of the treated fuel from the evaporator 15 is adjustable.
  • the proportions are preferably continuously variable from at least 0% to at most 100% in each case by means of the valve 25.
  • a second fluid connection 33 is provided, which extends between the fuel reservoir 11 and the combustion chamber 3.
  • a pyrolysis device 35 Arranged along the second fluid connection 33 is a pyrolysis device 35, by means of which the fuel 12 removed from the fuel reservoir 11 can be pyrolyzed.
  • the pyrolysis device 35 can be heated.
  • Embodiment of the internal combustion engine 1 comprises an electric heater 37, through which the pyrolysis device 35 can be heated.
  • Exhaust after-treatment device 41 leading exhaust pipe 43 and the pyrolysis device 35 is arranged.
  • the exhaust-fluid connection 39 thus opens into the exhaust pipe 43 and leads to the pyrolysis device 35, so that it is - in particular dependent on an operating point of the internal combustion engine 1 - also heated by the exhaust gas thereof.
  • a heat exchanger is preferably provided in the pyrolysis device 35, wherein particularly preferably the exhaust gas, after flowing through the pyrolysis device 35, is supplied to the exhaust gas aftertreatment device 41 by an exhaust gas line not shown in the figure.
  • the internal combustion engine 1 comprises only one in the figure only schematically
  • third fluid connection 44 between the fuel reservoir 11 and the
  • Combustion chamber 3 wherein the combustion chamber 3 via the third fluid connection 44 untreated fuel 12 from the fuel reservoir 11 can be fed.
  • the combustion chamber 3 is supplied with charge air 46 via a charge air line 45.
  • a compressor 47 is preferably arranged, so that the combustion chamber 3 compressed charge air 46 can be fed. It is possible that the compressor 47 is driven by a turbine which is arranged in the exhaust gas flow of the internal combustion engine 1. In this case, the compressor 47 is part of a turbocharger. It is also possible that the
  • Compressor 47 is driven by the crankshaft of the internal combustion engine 1.
  • the compressor 47 is part of a compressor.
  • a first air branch 49 branches off to the evaporator 15.
  • Charge air 46 can be fed to the evaporator 15 via the first air branch 49, wherein the oxygen encompassed by the charge air 46 is used in the evaporator 15 for the partial partial oxidation of the vaporized fuel by means of a catalyst 50 comprised by the evaporator 15.
  • Reformer 17 leads. Charge air can be supplied to the reformer 17 along the second air branch 51, the oxygen included in the charge air being used in the reformer 17 to reform the fuel treated by the evaporator 15.
  • the reformer 17 preferably works on the principle of catalytic partial oxidation.
  • the reformer 17 is designed as an autothermal reformer. Further alternatively, it is possible that the reformer 17 operates on the principle of thermal catalytic reforming.
  • the fuel treated by the evaporator 15 is converted by means of the oxygen included in the charge air 46 into a preferably hydrogen-rich reformate, which preferably consists essentially of hydrogen and carbon monoxide.
  • the illustrated embodiment of the internal combustion engine has a first injector 53, which is designed as a single-point injector, wherein by means of the first injector 53 a
  • Fuel composition 22 can be injected into a combustion chamber 3 of the internal combustion engine 1 commonly associated intake manifold 54. In the illustrated
  • the first injector 53 is associated with a first supply line 55, in which the first fluid connection 13, the junction 19 and the second fluid connection 33 open.
  • the mixing member 27 is provided here in the mouth region of the branch 19 and the first fluid connection 13 in the supply line 55.
  • Another mixing element 57 is provided in the region of the mouth of the second fluid connection 33 in the feed line 55.
  • the illustrated embodiment of the internal combustion engine also includes a second injector 59, which serves as a multipoint injector for injecting fuel into one of
  • Combustion chamber 3 associated intake manifold 61 is formed.
  • the second injector 59 has a second supply line 63, into which - as with the first supply line 55 - the first
  • Mouth region of the first fluid connection 13 and the branch 19 and a further mixing member 65 in the region of the mouth of the second fluid connection 33 in the supply line 63 is provided.
  • the fuel composition that can be supplied to the second injector 59 can be influenced, preferably controlled, by means of the mixing elements 29, 65.
  • a third fluid connection 44 it preferably also flows into the first supply line 55 and / or the second supply line 63 in an analogous manner.
  • a mixing element is also preferably provided in the supply lines 55, 63.
  • the illustrated embodiment of the internal combustion engine 1 also has a third injector 67 which serves as a direct injector for the direct injection of fuel into the
  • Combustion chamber 3 is formed and arranged.
  • This third injector 67 has a third supply line 69. In the third supply line 69 open the first fluid connection 13, the
  • a third fluid connection 44 is provided, this preferably also flows into the third supply line 69.
  • the mixing element 31 is arranged in the mouth region of the first fluid connection 13 and the branch 19.
  • a further mixing element 71 is arranged in the mouth region of the second fluid connection 33.
  • a mixing member is preferably also arranged in the mouth region in the third supply line 69.
  • a third injector 67 supplied
  • the internal combustion engine 1 has a control unit 73, which with the valve device 23 - as indicated by a jagged arrow P - operatively connected, so that by the control device 73, the valve means 23 and thus in particular the actuators 20, namely the valve 25 and the mixing elements 27, 57th , 29, 65, 31, 71 are controllable.
  • the control unit 73 preferably also the injectors 53, 59, 67 are operatively connected to the control unit 73.
  • the control device 73 preferably has an input for an operating parameter, of which the fuel composition 22 is controlled or varied depending on.
  • a load point, a combustion speed, a combustion chamber pressure, a lambda value, a value characterizing a nitrogen oxide raw emission and / or a process temperature can be detected by the control device 73 as operating parameters. It is also possible that by the control unit 73 additionally or alternatively a speed of the
  • Internal combustion engine 1 can be detected. Particularly preferred is also a temperature of
  • Internal combustion engine 1 detectable, so that the control unit 73, especially in a cold start of the internal combustion engine 1 recognize this and the fuel composition 22 can adjust accordingly, wherein the combustion chamber 3 in particular increasingly combustible materials are supplied.
  • the combustion chamber 3 in particular increasingly combustible materials are supplied.
  • the control unit 73 especially in a cold start of the internal combustion engine 1 recognize this and the fuel composition 22 can adjust accordingly, wherein the combustion chamber 3 in particular increasingly combustible materials are supplied.
  • the combustion chamber 3 in particular increasingly combustible materials are supplied.
  • the control unit 73 especially in a cold start of the internal combustion engine 1 recognize this and the fuel composition 22 can adjust accordingly, wherein the combustion chamber 3 in particular increasingly combustible materials are supplied.
  • the internal combustion engine 1 also includes an exhaust gas recirculation path 75, wherein the charge air 46 exhaust gas from the combustion chamber 3 can be fed.
  • the exhaust gas recirculation path 75 is designed in such a way that an exhaust gas recirculation branch 77 branches off from the exhaust gas fluid connection 39, through which exhaust gas can be supplied to either the common intake pipe 54 or the intake manifold 61. Any other suitable implementation of an exhaust gas recirculation path 75 is possible.
  • first fluid connection 13 is preferably a
  • Reformat horrinus 79 branches off, which opens into the exhaust pipe 43. It includes the
  • Valve device 23 preferably designed as a second valve 81 actuator 20, through which the exhaust gas in the exhaust pipe 43 via the reformate line 79 supplied reformate can be metered.
  • the exhaust pipe 43 is preferably supplied via the reformate line 79 reformate to - in particular dependent on a
  • the fuel reservoir 11 can be filled with any fuel 12, in particular with diesel, biodiesel, gasoline, ethanol, methanol, a higher alcohol, ether, in particular
  • the internal combustion engine 1 is independent of
  • Cold start behavior for the internal combustion engine 1. it is possible to influence the ignitability and perform a so-called reaction control.
  • the cold start behavior of the internal combustion engine 1 can be improved.
  • An HCCI / PCCI combustion process can be supported throughout the map range and not just at partial load. High compression rates are possible. If the internal combustion engine 1 is operated with a methane-containing fuel 12, in particular a gas, the methane slip is compared to a conventional one

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

L'invention concerne un moteur à combustion interne (1), en particulier un moteur à combustion interne à piston alternatif, comprenant au moins une chambre de combustion (3), un réservoir (11) pour le carburant (12) et comprenant une première liaison fluidique (13) entre le réservoir (11) et la chambre de combustion (3), un évaporateur (15) étant disposé le long de la première liaison fluidique (13) et en aval de l'évaporateur (15) un reformeur (17), de sorte qu'un reformat produit par le reformeur (17) peut être amené à la chambre de combustion (3). Selon l'invention, un embranchement (19) débouche entre l'évaporateur (15) et le reformeur (17) dans la première liaison fluidique (13), l'embranchement (19) étant en liaison fluidique avec la chambre de combustion (3), et le moteur à combustion interne (1) présente un dispositif de soupape (23) qui comporte au moins un organe de réglage (20) disposé dans la première liaison fluidique (13) en aval du reformeur (17) et/ou dans l'embranchement (19) de sorte qu'une composition de carburant (22) amenée à la chambre de combustion (3) via la première liaison fluidique (13) et/ou l'embranchement (19) peut être influencée au moyen du dispositif de soupape (23).
PCT/EP2014/001164 2013-05-29 2014-04-30 Moteur à combustion interne et procédé pour faire fonctionner un moteur à combustion interne WO2014191074A1 (fr)

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DE102015200873B4 (de) 2015-01-20 2020-03-26 Mtu Friedrichshafen Gmbh Brennkraftmaschine und Verfahren zum Betreiben einer Brennkraftmaschine
DE102015212244B4 (de) * 2015-06-30 2020-04-23 Mtu Friedrichshafen Gmbh Verfahren zum Betreiben einer Brennkraftmaschine, Steuergerät für eine Brennkraftmaschine und Brennkraftmaschine
DE102019100954A1 (de) 2019-01-15 2019-02-28 FEV Europe GmbH Brennkraftmaschine mit bordeigener Kraftstoffaufbereitung
DE102021100539A1 (de) * 2021-01-13 2022-07-14 Obrist Technologies Gmbh Verwendung eines global nutzbaren Energieträgers als Kraftstoff für ein Wasserfahrzeug

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WO2004062788A1 (fr) * 2003-01-09 2004-07-29 Nissan Motor Co., Ltd. Dispositif de vaporisation de combustible
US7263967B2 (en) 2005-06-10 2007-09-04 Nissan Motor Co., Ltd. Internal combustion engine with auxiliary combustion chamber
WO2007147008A2 (fr) * 2006-06-13 2007-12-21 Monsanto Technology Llc Systèmes d'énergie à alcool récupéré
DE102008047201A1 (de) * 2008-09-15 2010-04-15 Pektas-Cehreli, Semiha Verfahren und Vorrichtung zur Produktion von Synthesegas und zum Betreiben eines Verbrennungsmotors damit
US20120299306A1 (en) * 2011-05-25 2012-11-29 Denso Corporation Cogeneration system
US8370049B1 (en) * 2010-05-21 2013-02-05 Toyota Jidosha Kabushiki Kaisha Control system of internal combustion engine

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WO2004062788A1 (fr) * 2003-01-09 2004-07-29 Nissan Motor Co., Ltd. Dispositif de vaporisation de combustible
US7263967B2 (en) 2005-06-10 2007-09-04 Nissan Motor Co., Ltd. Internal combustion engine with auxiliary combustion chamber
WO2007147008A2 (fr) * 2006-06-13 2007-12-21 Monsanto Technology Llc Systèmes d'énergie à alcool récupéré
DE102008047201A1 (de) * 2008-09-15 2010-04-15 Pektas-Cehreli, Semiha Verfahren und Vorrichtung zur Produktion von Synthesegas und zum Betreiben eines Verbrennungsmotors damit
US8370049B1 (en) * 2010-05-21 2013-02-05 Toyota Jidosha Kabushiki Kaisha Control system of internal combustion engine
US20120299306A1 (en) * 2011-05-25 2012-11-29 Denso Corporation Cogeneration system

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