DE102015202193B4 - Method for operating an internal combustion engine and internal combustion engine - Google Patents

Abstract

Method for operating an internal combustion engine (1) having at least one combustion chamber (3), which is subdivided into a main chamber (5) and an antechamber (7), wherein a major amount of fuel supplied to the combustion chamber (3) through the pre-chamber ( 7) is introduced, characterized in that the internal combustion engine (1) is operated with fuel gas as fuel, wherein the fuel gas in a suction stroke and / or at the beginning of a compression stroke in the combustion chamber (3) is admitted.

Description

The invention relates to a method for operating an internal combustion engine and an internal combustion engine.

In internal combustion engines, which have a combustion chamber which is subdivided into a main chamber and an antechamber, a major amount of fuel is typically introduced directly into the main chamber, ie not via the prechamber. For example, may be provided in gas engines that the fuel is injected into the shop air in front of a cylinder head, where he mixed on the way into the combustion chamber with this. The pre-chamber serves as a booster to ensure safe ignition of the fuel in the main chamber. In this case, so-called unsprayed pre-chambers can be used, to which a fuel-air mixture is fed passively only in a compression stroke from the main chamber through at least one firing channel, which connects the pre-chamber with the main chamber. Alternatively, flushed pre-chambers may be used, which have their own fuel supply. In this case, however, only a firing amount of fuel is introduced into the pre-chamber, which ultimately serves to safely ignite the introduced directly into the main chamber main amount of fuel. A disadvantage of gas engines of the type described here is that in a comparatively long supply line to the main chamber, a combustible fuel / combustion air mixture is present, which affects the reliability of such an internal combustion engine. This increases in particular the effort for marine applications, since a double-walledness is required for all gas-contacting components. Furthermore, only a comparatively sluggish regulation of the amount of fuel supplied can take place, if at all, so that such an internal combustion engine is not suitable for a technical field. If flushed prechambers are used, two gas supply systems are required on the one hand for the main chamber and on the other hand for the prechamber, which is complicated and expensive.

From the DE 764 036 A is designed as a diesel engine internal combustion engine with a combustion chamber, which is divided into a main chamber and an antechamber, wherein the combustion chamber fuel is supplied through the prechamber.

From the DE 21 18 359 B is an air-compressing internal combustion engine with auto-ignition and arranged in the cylinder head pre-chamber, wherein in the prechamber at the opposite side of the prechamber opening an injection nozzle for fuel is arranged.

From the WO 2014/072040 A1 shows a supercharged gas engine with a combustion chamber, which is divided into a main combustion chamber and an antechamber, wherein the main combustion chamber, an air / fuel gas mixture is supplied via an inlet valve, and wherein a separate fuel gas supply is provided for the prechamber.

The object of the invention is to provide a method for operating an internal combustion engine and an internal combustion engine, wherein said disadvantages do not occur.

The object is achieved by providing the subject matters of the independent claims. Advantageous embodiments emerge from the subclaims.

The object is achieved in particular by providing a method for operating an internal combustion engine having at least one combustion chamber, wherein the combustion chamber is subdivided into a main chamber and an antechamber. In this case, a main amount is introduced to the combustion chamber in a working cycle supplied fuel through the prechamber. This means in particular that the combustion chamber as a whole - in the form of fuel - supplied energy is passed through the antechamber substantially. Thus, it is possible that the pre-chamber, which is otherwise used only for ignition of the present in the main chamber mixture, additionally ensures the task of mixing fuel and combustion air in the combustion chamber. By introducing the majority of the fuel through the prechamber this is massively flushed, so that the residual gas content in the prechamber drastically reduced and the component temperature of the prechamber and an arranged in the prechamber ignition, such as a spark plug is lowered. This positively influences the service lives of these components. It requires no supply of a combustible mixture more to the combustion chamber, since the fuel of the antechamber and the combustion air of the main chamber - in particular separately - can be supplied. Thus, the reliability of the internal combustion engine increases significantly, which allows their cost-effective and simplified application, especially in the marine sector. Furthermore, the amount of fuel introduced through the prechamber can be adjusted very finely, in particular also individually for the cylinder and in particular without a long dead time, and preferably as a function of a characteristic map, so that the internal combustion engine is suitable for the field map. Thus, a fast and in particular diesel-like control is possible, in particular when load is applied, by actively controlling the amount of fuel supplied to the combustion chamber. This also results in an efficiency advantage due to reduced or eliminated throttle losses in comparison to a conventional, throttled operation especially at partial load.

Preferably, more than 50% of the total energy supplied to the combustion chamber is introduced through the pre-chamber, in particular more than 60%, preferably more than 70%.

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In particular, an embodiment of the method is preferred in which more than 80% of the total energy supplied to the combustion chamber is introduced through the pre-chamber. Thus, if necessary, only a very small amount of fuel directly - that is introduced without detour via the antechamber, for example by direct injection, by multipoint injection or Saugrohreindüsung, or by mixture formation with the combustion air in particular before compressors - in the main chamber. In particular, it is possible that the energy supplied to the combustion chamber - is introduced through the antechamber into the combustion chamber - except for possibly a pre-injection and / or a post-injection, it is possible that a pre-injection and / or a post-injection directly into the Main chamber is done / done. The term "direct" here and hereinafter means, in particular, that a chamber - the pre-chamber or the main chamber - a combustion chamber fuel is fed directly, namely without detour via the other chamber; the term is not restrictive to understand as direct injection, but includes this option. A direct supply of fuel into the main chamber is also possible, for example, via multipoint injection or intake manifold injection, or else through mixture formation with the combustion air, in particular upstream of the compressor.

However, an embodiment of the method is particularly preferred, which is characterized in that a complete, the combustion chamber total supplied amount of fuel is introduced through the prechamber. In this case, the entire amount of fuel is passed through the pre-chamber, the main chamber is fed directly only combustion air. This realizes in a very special way, the previously indicated advantages of the method. In particular, it only requires a single gas system for supplying fuel gas, if the internal combustion engine is designed as a gas engine. Furthermore, it only requires one injection element per combustion chamber, which is then assigned to the prechamber. There is no need to take any measures to supply fuel directly into the main chamber. This increases - as already described - in particular, the reliability of the internal combustion engine and makes it suitable for use in the marine sector. In particular, a total amount of energy supplied to the combustion chamber is preferably supplied completely through the prechamber.

In this case, an embodiment of the method is particularly preferred in which pure fuel is introduced into the pre-chamber by means of a fuel supply system. The prechamber is therefore supplied with no combustible fuel / combustion air mixture, but rather pure fuel, in particular pure fuel gas, which in itself is not flammable. This further increases the reliability of the internal combustion engine. A mixing of fuel and combustion air in the pre-chamber then takes place only in a particular compression stroke, when combustion air is forced from the main chamber into the prechamber.

In particular, an embodiment of the method is preferred in which the pre-chamber is filled with pure fuel. In this case, therefore, the prechamber is first so flooded with fuel, in particular with fuel gas, that there is no combustible mixture, in particular, no combustion air is present in the prechamber. This also leads to a particularly efficient flushing of the prechamber, whereby the residual gas content in the same massively reduced. In the compression stroke combustion air is then forced through at least one firing channel, which connects the main chamber with the antechamber in the antechamber, which is finally formed in this an ignitable fuel / combustion air mixture. This is then preferably ignited with an ignition device, such as a spark plug.

The gas-flushed and in particular massively flushed pre-chamber ensures a high ignition energy by the torch jets formed and thus a fast and efficient burning of a main charge in the main chamber.

The main charge is formed when the prechamber is massively overflowed when the fuel is admitted. In this case, the pre-chamber is filled with pure fuel, which then penetrates through the at least one shot channel into the main chamber and there mixed with the combustion air to form a flammable mixture. In this case, both a charge stratification - in particular in the radial direction of the preferably cylindrical combustion chamber - as well as a homogeneous mixture is possible. As already indicated, a combustible mixture is formed in the prechamber when combustion air is introduced into the prechamber through the at least one shot channel in the compression stroke.

Ensures the good and especially complete Restgasausspülung from the antechamber, that even in different load ranges no misfires of the internal combustion engine are to be feared.

In the antechamber itself, a comparatively hot combustion, whereby the resulting pollutants for mobile applications are less critical than for stationary applications. Therefore, the method proposed here is particularly suitable for mobile applications, especially for marine applications.

According to the invention, the internal combustion engine is operated with fuel gas as fuel. In particular, a gas engine, preferably a lean-burn gas engine, is preferably operated within the scope of the process. The benefits of the process are realized in a special way. According to a first embodiment of the invention, it is provided that the fuel gas is admitted in a suction stroke in the combustion chamber. This has the advantage that it does not require high-pressure gas supply for introducing the fuel gas into the prechamber. The internal combustion engine is preferably designed as a reciprocating engine. In particular, the fuel supply system may be configured to provide a fuel gas pressure of less than 10 bar. According to a second embodiment of the invention, it is alternatively or additionally provided that the fuel gas is admitted into the combustion chamber at the beginning of a compression stroke. Again, there is no need for high pressure gas supply, because the pressure in the combustion chamber at the beginning of the compression stroke is still less than 10 bar. But it is also possible that a high-pressure gas supply is used.

Particularly preferably, it is provided that the fuel gas is admitted into the combustion chamber in a suction stroke and at the beginning of a compression stroke. Preferably, an introduction of the fuel gas into the combustion chamber ends at the latest when a pressure in the same by the compression provided by the fuel supply system fuel gas pressure, for example, 10 bar, achieved or exceeded.

However, it is also possible in another embodiment of the method that a high-pressure gas supply is used. In this case, the fuel can also be introduced at a later time during the compression stroke.

The object is also achieved by providing an internal combustion engine having at least one combustion chamber which is subdivided into a main chamber and an antechamber.

Furthermore, the internal combustion engine to a fuel supply system, which is adapted for supplying fuel into the at least one combustion chamber. It is provided that the fuel supply system is in direct fluid communication with the antechamber only.

The internal combustion engine is in particular configured to carry out a method according to one of the embodiments described above. In particular, the advantages that have already been explained in connection with the method are realized. Specifically, the fact that the fuel delivery system is in direct fluid communication with only the prechamber means that there is no direct fluid connection of the fuel delivery system to the main chamber, that is, no fluid communication that does not pass through the prechamber. Rather, such a fluid connection is only indirectly via the antechamber. The internal combustion engine has in particular only one fuel supply system, in particular only one gas system, and preferably only one injection member per combustion chamber. As a result, it can be configured more cost-effectively than if, in addition, fuel were introduced directly into the main chamber.

In one embodiment of the internal combustion engine, it is possible that the antechamber is integrated in an engine block of the internal combustion engine, in particular in a cylinder head thereof is provided. Alternatively, it is possible that the antechamber is integrated in an ignition device, in particular a spark plug of the internal combustion engine. In this case, especially a pre-assembly of the pre-chamber at the ignition device in question, in which case the prechamber can be arranged together with the ignition device as an integral component on the engine block, in particular the cylinder head.

The main chamber of the at least one combustion chamber is preferably connected to a charge air line, via which the main chamber pure combustion air can be supplied. Preferably, a compressor is arranged in the charge air line, so that the main chamber compressed charge air can be supplied.

An embodiment of the internal combustion engine is preferred, which is characterized in that the internal combustion engine is designed as a gas engine. Here, as already explained in connection with the method, the advantages described are realized in a special way.

In this case, the fuel supply system preferably has a gas control path. Thus, it is possible to regulate the fuel gas to be supplied to the combustion chamber via the antechamber, in particular via a fuel gas pressure in a gas line.

It is also preferred an embodiment of the internal combustion engine, which is characterized in that the fuel supply system comprises a gas line, which opens into the at least one prechamber. In this case, a controllable valve is arranged in the line. By means of the controllable valve, in particular that of the prechamber, and ultimately also that of the main chamber, mediated via the prechamber, can be controlled or regulated by the amount of fuel gas supplied. This results in particular a map fitness and especially a diesel-like controllability of the internal combustion engine, in particular a diesel-like load connection, for the internal combustion engine. In this case, a line with a controllable valve is a particularly simple and at the same time effective embodiment of such a control. The controllable valve is preferably designed as a 2/2-way valve. It is possible that the valve is electrically, pneumatically, hydraulically or otherwise operable.

An embodiment of the internal combustion engine is preferred, which is characterized in that a check valve in addition to the controllable valve is arranged in the gas line. This makes it possible in a particularly effective manner to minimize a permanently in fluid communication with the pre-chamber line section and thus a permanently in fluid communication with the prechamber gas volume. This increases the operational safety of the internal combustion engine. The check valve is preferably provided immediately in front of the combustion chamber, in particular downstream of the controllable valve and upstream of a junction of the gas line in the pre-chamber, in particular immediately upstream of the junction. It is possible to move the smaller check valve much closer to the confluence approach than the actively controllable valve. The check valve closes the gas line during combustion with respect to the combustion chamber, so that the gas arranged in the gas line can not be ignited unintentionally.

The internal combustion engine preferably has a plurality of combustion chambers, wherein preferably each combustion chamber is separately assigned a gas line with a controllable valve and preferably a check valve. In this way, the fuel quantity which can be supplied to the various combustion chambers is individually adjustable for the combustion chamber, in particular for the cylinder, controllable or controllable. Fluctuations in the behavior of the individual combustion chambers can thus be compensated.

Finally, an embodiment of the internal combustion engine is preferred, which is characterized in that the combustion chamber has at least one geometric mixing structure which is adapted to produce a homogeneous mixture of charge air and fuel. The geometric mixing structure may preferably be in the form of suitably arranged and / or trained weft channels, walls of the pre-chamber and / or the combustion chamber, and / or a correspondingly formed piston recess of a displaceable piston in the combustion chamber. By the geometric mixing structure, the combustion air flow and / or the fuel flow in the combustion chamber is influenced so that ultimately in the ignition as homogeneous as possible, preferably a homogeneous mixture in the combustion chamber, in particular in the main chamber exists.

Alternatively, it is possible that the combustion chamber is adapted to ignite a stratified, ie inhomogeneous mixture, wherein due to the supply of the fuel exclusively through the antechamber, in particular a radial charge stratification can be realized. In this case, a radially outwardly leaner and radially inside fatter mixture in the combustion chamber and in particular in the main chamber is generated. The fuel can thus be particularly low emissions, especially with regard to hydrocarbon emissions, and implemented particularly effective. When using a methane-containing fuel gas, there is the advantage of reduced methane slip since near-wall, cooler combustion chamber regions have at most a very lean mixture, preferably only combustion air. Furthermore, there is generally an increase in efficiency in the partial load range, because the internal combustion engine does not have to be throttled or only to a limited extent. Rather, it can be driven globally lean.

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

The invention also includes a motor vehicle with an internal combustion engine according to one of the previously described embodiments. In this case, the internal combustion engine is particularly suitable for mobile applications because of its improved transient capability and the performance of the map.

The motor vehicle is preferably designed as a passenger car, truck, commercial vehicle, in particular land, water or aircraft. An embodiment of the motor vehicle is preferred as a rail vehicle, in particular as a locomotive, as a shunting locomotive, as a power car, as a railcar or train. A particularly preferred embodiment of the motor vehicle is designed as a watercraft, in particular as a ship or submarine, further particularly preferably as a yacht, in particular as a so-called mega-yacht. The internal combustion engine is particularly suitable for marine applications due to its inherent gas safety.

The description of the method on the one hand and the internal combustion engine and the motor vehicle on the other hand are to be understood as complementary to one another. Characteristics of the internal combustion engine or of the motor vehicle, which have been explicitly or implicitly disclosed in connection with the method, are preferably individually or combined with one another Features of a preferred embodiment of the internal combustion engine or of the motor vehicle. Method steps which have been described explicitly or implicitly in connection with the internal combustion engine or the motor vehicle are preferably individually or combined with one another method steps of a preferred embodiment of the method. This is preferably characterized by at least one method step, which is due to at least one feature of the internal combustion engine or the motor vehicle. The internal combustion engine and / or the motor vehicle preferably draws / distinguishes itself by at least one feature, which is due to at least one step of a preferred embodiment of the method.

• 1 eine schematische Darstellung eines Ausführungsbeispiels einer Brennkraftmaschine, und
• 2 eine schematische Detaildarstellung des Ausführungsbeispiels gemäß 1.

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

• 1 a schematic representation of an embodiment of an internal combustion engine, and
• 2 a schematic detail of the embodiment according to 1 ,

1 shows a schematic representation of an embodiment of an internal combustion engine 1 , This has at least one combustion chamber 3 on, the - as in 2 shown - in a main chamber 5 and an atrium 7 is divided. The internal combustion engine 1 here has a plurality of combustion chambers 3 on, of which the sake of clarity, only one with the reference numeral 3 is marked. In the illustrated embodiment, the internal combustion engine 1 designed in particular as a twelve-cylinder V-engine, with twelve - identical - combustion chambers 3 having.

The internal combustion engine 1 also has a fuel supply system 9 on, which is adapted to supply fuel - in particular a fuel gas - in the combustion chamber 3 , wherein the fuel supply system 9 exclusively with the antechamber 7 or the individual atria 7 the different combustion chambers 3 is in direct fluid communication.

In this case, the fuel supply system 9 a gas control line 11 in particular, a flow and / or pressure control in the fluid connections to the individual combustion chambers 3 serves.

The fuel supply system 9 also indicates for each combustion chamber 3 individually a gas line 13 on, here for the sake of clarity, only a gas line with the reference numeral 13 is characterized and explained in more detail below. The remaining gas lines, in particular supply lines to the combustion chambers 3 are preferably identical. The gas line 13 flows into the antechamber 7 ,

In the gas line 13 is a controllable valve 15 arranged, which preferably by a control unit, not shown, of the internal combustion engine 1 is controllable, wherein the controllable valve 15 is set up to a the combustion chamber 3 to determine supplied fuel quantity. The controllable valve 15 is preferably designed as a 2/2-way valve. It is possible that it may be actuated electrically, pneumatically or hydraulically, or in another suitable manner.

In the gas line 13 is - downstream of the controllable valve 15 and upstream of the prechamber 7 - a check valve 17 arranged, in particular as close as possible to the junction of the gas line 13 in the antechamber 7 moved closer. This is due to the smaller space requirement the check valve 17 this is possible with a much shorter distance than with the controllable valve 15 , Through the check valve 17 can therefore the gas line 13 as close to the confluence with the antechamber 7 be shut off, so that only a comparatively small fuel gas volume in the gas line 13 also during combustion of the fuel gas in the combustion chamber 3 is in fluid communication with this. This increases the gas safety of the internal combustion engine 1 clear. In addition, soot formation is reduced or even prevented by reaction of the fuel gas in the absence of oxygen.

The internal combustion engine 1 also has a combustion air supply system 19 on which only with the main chambers 5 the combustion chambers 3 in direct fluid communication. In the combustion air supply system 19 are an air filter 21 , a charge air compressor 23 and a charge air cooler 25 intended.

It is important that in the internal combustion engine 1 the fuel gas through the fuel supply system 9 and in particular the gas lines 13 excluding the atria 7 the combustion chambers 3 is fed directly, the fuel supply system 9 not directly with the main chambers 5 is in fluid communication - but only mediated via the antechambers 7 ,

Only the combustion air supply system 19 is directly in fluid communication with the main chambers 5 the combustion chambers 3 , so that this directly compressed combustion air in particular can be fed.

2 shows a schematic detail of the embodiment of the internal combustion engine 1 according to 1 , Identical and functionally identical elements are provided with the same reference numerals, so that reference is made to the preceding description. Here is in particular one of the combustion chambers 3 shown in detail. In the main chamber 5 is a piston 27 relocatable added. The internal combustion engine 1 is therefore designed as a reciprocating engine.

Shown is also the combustion air supply system 19 , which has an inlet channel 29 with an inlet valve 31 in the main chamber 5 having. Also shown is an exhaust passage 33 in which an exhaust valve 35 is arranged.

The antechamber 7 Here is part of a cylinder head 37 the internal combustion engine 1 , where they have shot channels 39 with the main chamber 5 connected is. In the cylinder head 37 is a water pod 41 provided, in which a spark plug 43 is screwed, which in the antechamber 7 protrudes.

Alternatively, it is possible that the antechamber 7 Part of a Vorkammerzündkerze is. The ignition of a combustible mixture in the antechamber 7 is possible by means of different ignition devices. For example, an electric spark plug, a laser spark plug, a corona spark plug, or other suitable ignition device may be used. The use of a glow plug is conceivable in principle.

The gas line 13 flows into the antechamber 7 , As close as possible upstream of the prechamber 7 is the check valve 17 arranged. Upstream of the check valve 17 is the controllable valve 15 arranged.

It can be seen as follows: In the context of the method, preference is given to a suction stroke during a downward movement of the piston 27 by means of the controllable valve 15 Fuel gas via the gas line 13 in the antechamber 7 brought in. There, the fresh fuel gas displaces residual gas from the last combustion process. At the same time, the antechamber 7 over-flushed, with fresh fuel gas passing through the prechamber 7 and the shot channels 39 in the main chamber 5 flows. In this case, in the embodiment shown here, the entire fuel gas mass through the prechamber 7 in the main chamber 5 brought in. The antechamber 7 is preferably completely flooded with fuel gas, thus filled with pure fuel gas. The controllable valve 15 preferably remains open even at the beginning of a compression stroke, wherein the piston 27 is moved back up from a bottom dead center. During the compression stroke, and especially before a pressure in the combustion chamber 3 reaches or exceeds a value of 10 bar, becomes the controllable valve 15 closed. By the compression in the combustion chamber 3 will also be the check valve 17 closed.

In the suction cycle also the inlet valve 31 opened, and the main chamber 5 combustion air, in particular compressed charge air, through the inlet channel 29 and the combustion air supply system 19 fed. The inlet valve 31 is closed either before the start of the compression stroke, at the beginning of the compression stroke or during the compression stroke. During the displacement of the piston 27 towards its top dead center, combustion air from the main chamber 5 over the shot channels 39 in the antechamber 7 crowded, so that here a comparatively rich, combustible mixture is formed. This is then at a predetermined ignition by means of the ignition device, here the spark plug 43 , ignited, causing a pressure increase by ignition of the pre-chamber gas mixture in the antechamber 7 entails. Hot torch blasts then shoot through the shot channels 39 in the main chamber 5 and ignite the leaner mixture arranged there. This is the piston 27 shifted back down in his work cycle. Subsequently, the exhaust gas in a renewed upward movement of the piston 27 in per se known way through the exhaust valve 35 and the exhaust duct 33 ejected.

The antechamber 7 is therefore first completely filled with fuel gas, which is only in the main chamber 5 mixed with the combustion air. Only when the piston moves back towards its top dead center, the combustible mixture and in particular the combustion air from the main chamber 5 also in the antechamber 7 pressed, where then a richer mixture is formed.

In a preferred embodiment of the method it is provided that in the main chamber 5 a layered charge is formed, in particular a charge layered in the radial direction, wherein the radial direction is perpendicular to an axis of symmetry of the preferably cylindrical combustion chamber 3 stands. This is due to the central introduction of the fuel gas through the antechamber 7 and the shot channels 39 radially inside a richer mixture and radially outwardly formed a leaner mixture. By the charge stratification, the internal combustion engine 1 particularly low emissions, especially with regard to hydrocarbon emissions and especially with regard to methane slippage, whereby it converts the fuel gas particularly effectively.

Alternatively, it is also possible that the internal combustion engine 1 with a homogeneous mixture in the main chamber 5 is operated. For this purpose, at least one geometric mixing structure is preferred, for example in the form of a special arrangement of the weft channels 39 or a structure of the wall, in particular the main chamber 5 and / or the antechamber 7 , provided, wherein the geometric mixing structure alternatively or additionally a correspondingly formed piston recess in the piston 27 can have. In particular, the flow of the into the main chamber 5 flowing combustion air to be influenced so that ultimately a homogeneous mixture in the main chamber 5 formed.

By means of the not only flushed, but massively over-flushed antechamber 7 is a very large ignition energy displayed. Problems with residual gas in the antechamber 7 and misfiring, occur here due to the very efficient blowout of residual gases from the antechamber 7 not up.

By having the fuel exclusively in the prechamber 7 can introduce a gas system and an injection member per cylinder compared to a split introduction of the fuel into the main chamber 5 and in the antechamber 7 be saved.

The overflow will cause the antechamber 7 also cooled, resulting in an increased life for the components arranged there.

Furthermore, it turns out that the internal combustion engine 1 in particular due to the method is suitable for the map and in particular on the metering of the amount of fuel to the combustion chambers 3 can be regulated. For this purpose, the controllable valve 15 be suitably controlled. Since the fuel gas is preferably injected only during a suction stroke and / or at the beginning of the compression stroke, there is no need for high-pressure gas supply.

Overall, it turns out that through the process and the internal combustion engine 1 a reliable ignition of a mixture in all map areas and a fast burning of the charge in the combustion chamber 5 can be achieved under emission limit values. Thus, an effective ignition principle can be coupled directly with a gas injection. The load acceptance behavior of the internal combustion engine 1 is positive, so that it is suitable for the map. Since the fuel is mixed with air only immediately before combustion, there is an increased safety, since no explosive mixture on the engine is present, except in the combustion chamber 3 , Thus, the internal combustion engine is suitable 1 also for safety-related applications, especially for marine applications.

Claims (9)

Method for operating an internal combustion engine (1) having at least one combustion chamber (3), which is subdivided into a main chamber (5) and an antechamber (7), wherein a major amount of fuel supplied to the combustion chamber (3) through the pre-chamber ( 7) is introduced, characterized in that the internal combustion engine (1) is operated with fuel gas as fuel, wherein the fuel gas in a suction stroke and / or at the beginning of a compression stroke in the combustion chamber (3) is admitted. Method according to Claim 1 , characterized in that more than 80% of the total combustion chamber (3) supplied energy through the antechamber (7) is introduced into the combustion chamber (3). Method according to one of the preceding claims, characterized in that a total amount of fuel supplied to the combustion chamber (3) is introduced via the prechamber (7). Method according to one of the preceding claims, characterized in that the pre-chamber (7) is filled with pure fuel. Method according to one of the preceding claims, characterized in that a stratified charge or a homogeneous mixture is produced in the main chamber (5). Internal combustion engine (1), in particular designed for carrying out a method according to one of Claims 1 to 5 , comprising at least one combustion chamber (3) having a main chamber (5) and an antechamber (7), and a fuel supply system (9) arranged to supply fuel to the at least one combustion chamber (3), the fuel supply system (9 ) is exclusively in direct fluid communication with the pre-chamber (7), characterized in that the internal combustion engine (1) is arranged to be operated with fuel gas as fuel, wherein the fuel gas in a suction stroke and / or at the beginning of a compression stroke in the combustion chamber (3) is admitted. Internal combustion engine (1) after Claim 6 , characterized in that the internal combustion engine (1) is designed as a gas engine, wherein the fuel supply system (9) preferably has a gas control path (11). Internal combustion engine (1) according to one of Claims 6 and 7 , characterized in that the fuel supply system (9) has a gas line (13) which opens into the at least one antechamber (7), wherein in the gas line (13) a controllable valve (15) and preferably a check valve (17) is arranged /are. Internal combustion engine (1) according to one of Claims 6 to 8th , characterized in that the combustion chamber (3) has at least one geometric mixing structure which is adapted to produce a homogeneous mixture of combustion air and fuel.

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