Engine having prechamber ignition and method of controlling such an engine

1. An engine ( 1 ) comprising prechamber ignition, in particular a gas engine, comprising:

a main combustion space ( 2 ) in a cylinder of the engine ( 1 ) for combusting an air-fuel mixture; and

a prechamber ( 3 ) having an ignition device ( 4 ) projecting into it and a fuel injector ( 5 ) projecting into it,

wherein the prechamber ( 3 ) has at least one transfer point ( 6 ) that fluidically connects the prechamber ( 3 ) to the main combustion space ( 2 ),

the fuel injector ( 5 ) projecting into the prechamber ( 3 ) is the only fuel injector ( 5 ) via which fuel can be introduced into the associated main combustion space ( 2 ), and

further comprising a valve ( 7 ) in a wall ( 8 ) separating the prechamber ( 3 ) and the main combustion space ( 2 ) that provides a selectively additional fluidic connection ( 10 ) between the prechamber ( 3 ) and the main combustion space ( 2 ) beside the at least one transfer point ( 6 ).

2. An engine ( 1 ) in accordance with claim 1 , wherein the preferably cylindrical or approximately cylindrical main combustion space ( 2 ) has an axis of symmetry (S) that coincides with an axis of symmetry (S) of the prechamber ( 3 ).

3. An engine ( 1 ) in accordance with claim 1 , wherein the preferably approximately cylindrical main combustion space ( 2 ) has an axis of symmetry (S) that coincides with an arrangement position of a fuel injector ( 5 ) projecting into the prechamber ( 3 ).

4. An engine ( 1 ) in accordance with claim 1 , wherein the preferably cylindrical or approximately cylindrical main combustion space ( 2 ) has an axis of symmetry (S) that is simultaneously an axis of rotation for a plurality of transfer points ( 6 ) arranged rotationally symmetrically therewith in the transition from the prechamber ( 3 ) and the main combustion space ( 2 ).

5. An engine ( 1 ) in accordance with claim 1 , wherein the valve ( 7 ) is an actively controllable valve ( 7 ) to form an additional fluidic connection ( 10 ) between the prechamber ( 3 ) and the main combustion space ( 2 ) as required.

6. An engine ( 1 ) in accordance with claim 1 , wherein

the valve ( 7 ) is a passive valve ( 7 ) that forms an additional fluidic connection ( 10 ) between the prechamber ( 3 ) and the main combustion space ( 2 ) in an open state and closes this additional fluidic connection ( 10 ) in a closed state; and

adopts a closed state when a pressure in the prechamber ( 3 ) is larger by a certain threshold value than a pressure in the main combustion space ( 2 ) and an open state when a pressure in the main combustion space ( 2 ) is present that is larger by a certain threshold value than the pressure in the prechamber ( 3 ), with the threshold value being able to be zero.

7. An engine ( 1 ) in accordance with claim 1 , wherein the valve ( 7 ) has a valve plunger ( 9 ) movably arranged in the wall ( 8 ) separating the prechamber ( 3 ) and the main combustion space ( 2 ) and preferably preloaded toward a side by a spring element.

8. An engine ( 1 ) in accordance with claim 7 , wherein the wall ( 8 ) separating the prechamber ( 3 ) and the main combustion space ( 2 ) and the valve plunger ( 9 ) are configured such that a respective side of the wall ( 8 ) terminates flush with the valve ( 7 ) in at least one open and/or in at least one closed state.

9. An engine ( 1 ) in accordance with claim 1 , wherein

the valve ( 7 ) or a valve plunger ( 9 ) of the valve ( 7 ) is arranged coaxially to an axis of symmetry (S) of the main combustion space ( 2 ); and/or

the fluidic connection ( 10 ) formed in an open state of the valve ( 7 ) is symmetrical with an axis of symmetry (S) of the main combustion space ( 2 ).

10. An engine ( 1 ) in accordance with claim 1 , wherein the fuel is hydrogen or contains hydrogen as the main component or as an admixture or it is a fuel similar to hydrogen or it is another fuel that has an ignition capability for lambda above 2.5 and particularly preferably an ignition capability for lambda equal to or above 3 and very particularly preferably an ignition capability for lambda equal to or above 5.

11. An engine ( 1 ) in accordance with claim 1 , further comprising a multistage charging of the air to be introduced into the main combustion space ( 2 ), with at least one charge air cooler ( 14 ) preferably respectively being arranged in a charge air path ( 13 ) between the individual stages of the charging or with at least one associated charge air cooler ( 14 , 15 ) being respectively arranged downstream in the charge air path ( 13 ) for each of the stages.

12. An engine ( 1 ) in accordance with claim 11 , wherein a respective separate charge air cooler ( 14 , 15 ) is connected directly downstream of the multistage charging with at least two compressor units ( 11 , 12 ) connected in series, and the charge air coolers ( 14 , 15 ) are preferably integrated in mutually independent cooling circuits at the secondary side of which one is preferably not in fluidic communication with a primary cooling circuit ( 14 ) connected to the engine.

13. An engine ( 1 ) in accordance with claim 12 , wherein the charge air cooler ( 15 ) separate from the primary cooling circuit of the engine and also called a low temperature circuit has a circulation pump preferably controllable in accordance with requirements.

14. An engine ( 1 ) in accordance with claim 1 , wherein a water spray device for spraying water into the charge air path is provided for cooling the charge air, with the water sprayed into the charge air path being a condensate from the exhaust gas.

15. An engine ( 1 ) in accordance with claim 1 , wherein the charging is variable in performance, preferably by a controllable or regulable compressor.

16. An engine ( 1 ) In accordance with claim 1 , wherein the fuel injector is configured to inject a fuel, preferably H2 or a fuel comprising more than 70% molecular hydrogen, having a pressure in the range from 200 to 500 bar, preferably 200 to 400 bar, more preferably 250 to 350 bar, and very particularly preferably in the range from 290 to 310 bar.

17. A method of controlling an engine ( 1 ) in accordance with claim 5 , comprising the step of

closing the valve ( 7 ) briefly before the end of a fuel supply via the fuel injector ( 5 ) so that the fuel supplied into the main combustion space ( 2 ) at the end flows completely through the transfer points ( 6 ) to provide an additional swirling of an air-fuel mixture in the main combustion space ( 2 ).

18. A method in accordance with claim 17 , comprising the step of

opening the valve ( 7 ) temporarily during a compression phase in the cylinder to achieve a higher amount of air or oxygen in the prechamber ( 3 ) to carry out a particularly reliable and/or particularly low pollutant and/or energetically advantageous ignition procedure.

19. A vehicle, in particular a mobile work machine, having an engine ( 1 ) in accordance with claim 1 .