Method for operating an internal combustion engine
The present disclosure relates to a method for operating a combustion engine. A main amount of gas fuel is fed via a pre-chamber into a main combustion chamber. An ignition quantity of gas fuel is fed into the pre-chamber before the piston reaches the upper dead center to form an air-gas fuel mixture in the pre-chamber, which is fatter than in the main combustion chamber. The air-gas fuel mixture in the pre-chamber ignites itself. The air-gas fuel mixture in the main combustion chamber ignites through the self-ignited air-gas fuel mixture in the pre-chamber.
1. A method for operating an internal combustion engine, comprising:
supplying a main quantity of gas fuel into a main combustion chamber of the internal combustion engine via a prechamber, wherein the main combustion chamber is in fluid communication with the prechamber;
compressing and mixing air and the main quantity of gas fuel to form an air/gas fuel admixture during a movement of a piston in the main combustion chamber to a top dead center of a piston movement of the piston;
supplying an ignition quantity of gas fuel into the prechamber, before the piston reaches the top dead center, in order to form in the prechamber an air/gas admixture which is richer than the main combustion chamber;
self-igniting the air/gas fuel admixture in the prechamber; and
igniting the air/gas fuel admixture in the main combustion chamber by the self-ignited air/gas fuel admixture in the prechamber.
2. The method according to claim 1 , wherein the internal combustion engine is a single-fuel internal combustion engine.
3. The method according to claim 1 , wherein:
the main quantity of gas fuel is selected from the group consisting of methane and natural gas; or
the ignition quantity of gas fuel is selected from the group consisting of methane and natural gas.
4. The method according to claim 1 , wherein the air and the main quantity of gas fuel are mixed during the compression to form a homogeneous air/fuel admixture in the main combustion chamber.
5. The method according to claim 4 , wherein the homogeneous air/gas fuel admixture has a combustion air ratio (λ) that is greater than or equal to 2 or less than or equal to 3 so that a self-ignition of the air/gas fuel admixture in the main combustion chamber is inhibited; or
the homogeneous air/gas fuel admixture has a combustion air ratio (λ) which does not lead to self-ignition of the air/gas fuel admixture in the main combustion chamber.
6. The method according to claim 1 , further comprising:
compressing a portion of the air/gas fuel admixture from the main combustion chamber into the prechamber during the movement of the piston to the top dead center; or
compressing a portion of the air/gas admixture from the main combustion chamber into the prechamber during the movement of the piston to the top dead center after the main quantity of gas fuel has been supplied,
wherein the ignition quantity is supplied into the portion of the air/gas fuel admixture which is compressed into the prechamber.
7. The method according to claim 1 , wherein:
the richer air/gas fuel admixture in the prechamber has a combustion air ratio (λ) between 0.8 and 1.5, so that a self-ignition of the richer air/gas fuel admixture in the prechamber is enable; or
the richer air/gas fuel admixture in the prechamber has a combustion air ratio (λ) which leads to a self-ignition of the richer air/gas fuel supply in the prechamber; or
the richer air/gas fuel admixture in the prechamber has a combustion air ratio (λ) of 1, so that a self-ignition of the richer air/gas fuel admixture in the prechamber is enable.
8. The method according to claim 1 , wherein:
the main quantity of gas fuel corresponds to between 90% and 98% of a gas fuel quantity supplied in total per combustion cycle; or
the ignition quantity of gas fuel corresponds to between 2% and 10% of a gas fuel quantity supplied in total per combustion cycle; or
the main quantity of gas fuel and the ignition quantity of gas fuel amount to 100% of a gas fuel quantity supplied in total per combustion cycle.
9. The method according to claim 1 , wherein:
an effective mean pressure is less than or equal to 10 bar so that a self-ignition of the air/gas fuel admixture in the main combustion chamber is initiated; or
an effective mean pressure is such that it does not lead to a self-ignition of the air/gas fuel admixture in the main combustion chamber; or
an effective mean pressure is less than or equal to 9 bar so that a self-ignition of the air/gas fuel admixture in the main combustion chamber is inhibited; or
an effective mean pressure is less than or equal to 8 bar so that a self-ignition of the air/gas fuel admixture in the main combustion chamber is inhibited.
10. The method according to claim 1 , wherein:
the ignition quantity of gas fuel is supplied to the prechamber when the piston is in the region of the top dead center of the piston movement; or
the ignition quantity of gas fuel is supplied to the prechamber when the piston is in a range between 50 and 0 degrees crank angle before top dead center of the piston movement; or
the ignition quantity of gas fuel is supplied to the prechamber when the piston is in a range between 30 and 15 degrees crank angle before top dead center of the piston movement.
11. The method according to claim 1 , wherein:
the main quantity of fuel and the ignition quantity of fuel have the same gas fuel, wherein the gas fuel is methane or natural gas; or
the main quantity of gas fuel is supplied during an inlet cycle up to a maximum of 100 degrees crank angle before the top dead center; or
the main quantity of gas fuel is supplied during a compression cycle up to a maximum of 100 degrees crank angle before the top dead center.
12. The method according to claim 1 , further comprising supplying air into the main combustion chamber during an inlet cycle.
13. The method according to claim 1 , wherein:
the supply of the ignition quantity of fuel or the supply of the main quantity of fuel is carried out in a gaseous manner; or
the supply of the main quantity of fuel is carried out temporarily before or spaced apart from the supply of the ignition quantity of fuel; or
the supply of the ignition quantity of fuel and the supply of the main quantity of fuel are carries out by the same fuel injector; or
the supply of the ignition quantity of fuel and the supply of the main quantity of fuel are carried by the same supply line of the same fuel injector; or
the supply of the ignition quantity of fuel and the supply of the main quantity of fuel are carried out at the same supply pressure.
14. The method according to claim 1 , wherein:
the supply of the ignition quantity of fuel or the supply of the main quantity of fuel is carried out by means of a piezo fuel injector; or
the supply of a pilot quantity of fuel or the supply of the main quantity of fuel is carried out by a fuel injector which is activated by means of an electromagnet.
15. The method according to claim 1 , wherein:
an inner side face of the prechamber has a thermal insulator; or
an inner side face of the prechamber has a thermal insulator in the form of a thermally insulating coating.
16. The method according to claim 1 , wherein:
self-ignition of the air/gas fuel admixture in the prechamber is carried out during normal operation of the internal combustion engine; and
the method further comprises:
remote ignition of the air/gas fuel admixture in the prechamber by a means of a spark plug in the case of a cold start of the internal combustion engine; or
preheating the prechamber by means of a glow plug and self-ignition of the air/gas fuel admixture in the preheated prechamber in the case of a cold start of the internal combustion engine.
17. The method according to claim 1 , wherein:
the prechamber has a volume in a range between 0.5 cm 3 and 2 cm 3 ; or
the prechamber is connected to the main combustion chamber by means of a plurality of through-openings which are arranged in a distributed manner; or
the prechamber is connected to the main combustion chamber by means of 6 to 14 through-openings which are arranged in a distributed manner; or
the prechamber is integrated in a fuel injector for the ignition quantity of fuel or the main quantity of fuel; or
the prechamber is constructed separately from a fuel injector for the ignition quantity of fuel or the main quantity of fuel; or
the prechamber is arranged centrally with respect to the main combustion chamber.
18. An internal combustion engine, comprising:
a main combustion chamber;
a prechamber in fluid communication with the main combustion chamber; and
a piston operably disposed within a portion of the main combustion chamber,
wherein a main quantity of gas fuel is supplied to the main combustion chamber via the prechamber,
wherein movement of the piston in the main combustion chamber to a top dead center of piston movement compresses and mixes air and the main quantity of fuel to form an air/gas fuel admixture,
wherein the air/gas fuel admixture is self-ignited in the prechamber to effectuate a corresponding ignition of the air/gas fuel admixture in the main combustion chamber.
19. A motor vehicle, comprising:
an internal combustion engine, the internal combustion engine including:
a main combustion chamber;
a prechamber in fluid communication with the main combustion chamber; and
a piston operably disposed within a portion of the main combustion chamber,
wherein a main quantity of gas fuel is supplied to the main combustion chamber via the prechamber,
wherein movement of the piston in the main combustion chamber to a top dead center of piston movement compresses and mixes air and the main quantity of fuel to form an air/gas fuel admixture,
wherein the air/gas fuel admixture is self-ignited in the prechamber to effectuate a corresponding ignition of the air/gas fuel admixture in the main combustion chamber.
20. The motor vehicle according to claim 19 , wherein the motor vehicle is a utility vehicle.