Reciprocating piston internal combustion engine

Abstract

The invention relates to a reciprocating piston internal combustion engine comprising at least one cylinder (2) in which a piston (3) is arranged in a reciprocating manner. The invention also relates to a motor vehicle, for example a commercial vehicle, having such a reciprocating piston internal combustion engine. The reciprocating piston internal combustion engine (1; 30) is characterized in that a pin structure (10) is arranged on the combustion chamber side in the region of the cylinder head (6) and / or the piston crown (4). Due to the pin structure, local peak temperatures can be avoided during the combustion process, so that NOx emissions can be avoided or at least substantially reduced.

Description

Technical Field

[0001] The present invention relates to a reciprocating piston internal combustion engine and motor vehicles, such as commercial vehicles, having such a reciprocating piston internal combustion engine. Background Technology

[0002] Reciprocating piston internal combustion engines are well-known in the prior art. In practical designs, a distinction is made between compression ignition (SELBStzündeten) and spark ignition (FRI) engines. In both cases, pollutants are produced as byproducts during combustion, namely:

[0003] a) Nitrogen oxides due to locally high combustion temperatures

[0004] Furthermore, in the case of hydrocarbon-based fuels, the pollutants are:

[0005] b) Soot caused by localized hypoxia and high temperature;

[0006] c) Carbon monoxide caused by localized hypoxia or excessively low temperatures;

[0007] d) Hydrocarbons caused by local hypoxia or excessively low temperature.

[0008] For environmental protection reasons, it is necessary to carry out expensive catalytic purification of combustion gases or separate combustion residues from exhaust gases.

[0009] To address these issues, alternative combustion methods known in the prior art are categorized under the concept of "homogene Verbrennung" (uniform charge compression ignition), which aim to reduce primary particulate emissions to near zero and resolve the conflict between future particulate and NOx emission targets. Therefore, "homogeneous charge compression ignition" (HCCI) represents a new type of engine combustion with the goal of enabling internal combustion engines to operate with virtually no particulate and NOx emissions, even without any exhaust aftertreatment. Traditional diesel combustion processes produce a non-homogeneous mixture, which burns accordingly in a non-uniform manner with localized temperature peaks, while HCCI aims to form the most homogeneous mixture possible and burn as uniformly as possible. The uniform and lean mixing of air and fuel avoids rich-mix zones that promote particulate formation. Due to the high inert gas content, volumetric combustion (volumetrische Verbrennung) without a flame front reduces localized peak temperatures during combustion. Therefore, the formation of hot NOx, which accounts for most NOx emissions, is avoided. Excess air and very rapid combustion also reduce fuel consumption rate (see Erich Hoepke, Stefan Breuer et al., “NBDCzfahrzeugtechnik: Grundlagen,Systeme,Komponenten (Commercial Vehicle Technology: Fundamentals, Systems, Components)” (ATZ / MTZ - Professional Book), August 2012).

[0010] In practice, HCCI results in increased fuel input to the oil and increased emissions of CO and HC. Furthermore, ignition timing control is highly complex in practice and sensitive to exhaust gas recirculation rates. Therefore, the uniform diesel combustion method is only suitable for low and medium partial load ranges. Due to these difficulties and the improvement in exhaust gas aftertreatment efficiency, the HCCI method has consequently failed to establish itself in practice.

[0011] Methods for introducing porous media into the combustion chamber are also disclosed in published documents DE 101 35 062A1 and DE 197 53 407A1. The porous media forms a porous reactor (porous burner), thereby achieving, in principle, pollution-free combustion by creating a uniform temperature field (always below the formation temperature of nitrogen oxides (NOx) and always maintaining a sufficiently high temperature to completely oxidize HC and CO). However, a drawback of this method is that the assembly of the porous structure within the combustion chamber has not yet been technically resolved, and in methods to date, stress fracture can lead to mechanical damage to the piston / cylinder unit from debris. Summary of the Invention

[0012] Therefore, the object of this invention is to provide an improved method that avoids the disadvantages of conventional methods. In particular, the object of this invention is to provide a reciprocating piston internal combustion engine that produces fewer pollutants during combustion and preferably also reduces CO2.

[0013] This objective is achieved by a reciprocating piston internal combustion engine having the features of the present invention. Advantageous embodiments and applications of the invention will be explained in more detail in the following description, with reference in part to the accompanying drawings.

[0014] Within the scope of this invention, it has been found that by introducing a pin structure, rather than a porous material, into the combustion chamber and conducting combustion within and / or in the region of the pin structure, the advantage of significantly reducing or even avoiding the formation of contaminants during combustion can be achieved. Furthermore, this pin structure is more suitable for practical applications in reciprocating piston internal combustion engines. Therefore, according to a general aspect of the invention, a reciprocating piston internal combustion engine is provided, comprising at least one cylinder in which reciprocating pistons are arranged in a reciprocating manner. Each cylinder has a combustion chamber capable of compression by piston movement. The reciprocating piston internal combustion engine is characterized in that the pin structure is arranged on the combustion chamber side in the region of the cylinder head and / or the region of the piston crown.

[0015] The pin structure according to the invention offers the particular advantage of achieving the same effect as uniform combustion, namely, that the formation of pollutants during combustion can be largely avoided. Compared to conventional designs of internal combustion engine combustion chambers, the pin structure generates a uniform temperature field (always below the formation temperature of nitrogen oxides and always maintaining a sufficiently high temperature to completely oxidize HC and CO). Furthermore, the pin structure avoids the disadvantages of porous burners because it can be designed to be correspondingly stable, making it suitable for practical applications in internal combustion engines. Therefore, according to the invention, by providing a pin structure in the combustion chamber of an internal combustion engine, the principle of uniform combustion can be advantageously approximated. Even if perfectly uniform combustion cannot be achieved, the pin structure still makes the temperature field substantially uniform, thereby achieving essentially the same effect and advantages as uniform combustion. Control over ignition timing is maintained through a delayed injection strategy, and the hot pin structure promotes rapid mixture formation. Combustion then preferably occurs entirely within the pin-equipped combustion chamber, so that the formation of pollutants during combustion can be avoided or at least significantly reduced through this special design of the combustion chamber. Hot gas for the power process continuously flows out of the combustion chamber.

[0016] "Pin structure" is understood as a pin structure having multiple or a large number of pins and / or a device consisting of multiple pins.

[0017] The term "pin" can include all elongated structures whose longitudinal dimension is greater than their diameter at their thinnest point. For non-elliptical cross-sections, the height is greater than the thinnest wall thickness.

[0018] Specifically, the pin structure includes a pin whose longitudinal dimension is longer than its diameter. The pin of the pin structure can be designed as cylindrical and / or pin-shaped, that is, the pin of the pin structure can have a circular cross-section in a cross-sectional plane perpendicular to the direction of piston movement. However, alternatively or additionally, the pin can also have a rectangular, crescent-shaped, star-shaped and / or other cross-sections in the same cross-section.

[0019] Optionally, the pins of the pin structure may extend parallel to or substantially parallel to the direction of piston movement. The pin structure may be configured to produce a heat storage effect and / or temperature equalization effect on its surface during combustion in the combustion chamber. Furthermore, the pin structure may be for homogenizing mixture formation and / or combustion, or at least for promoting more uniform mixture formation and / or combustion in the combustion chamber. "Homogenizing mixture formation or combustion" is not understood herein to mean perfect or ideal homogenization. Rather, compared to a conventional combustion chamber without a pin structure, the pin structure makes mixture formation or combustion more uniform, thus at least approaching the advantages and positive effects of ideal homogenization, such as NOx reduction.

[0020] The pin achieves a temperature equalization effect through its surface. Hot zones (i.e., so-called hot spots) are cooled, while cold spots are heated. This behavior affects the formation mechanism of various components of pollutants. Even the formation temperature of hot nitrogen oxides is not exceeded locally. Therefore, the cold source (which is the root cause of CO and HC emissions) is avoided. In principle, this method is applicable to any fuel that can be adequately supplied to the system through a delayed injection strategy.

[0021] The pin structure is arranged such that when the piston is at top dead center (TDC), i.e., at the TDC position, the pin structure is located in the compression chamber of the combustion chamber. In other words, the pin structure is arranged in the region of the combustion chamber where the compressed air-fuel mixture undergoes combustion. Preferably, the pin structure is arranged in and / or within the compression chamber of the combustion chamber at least when the piston is at TDC.

[0022] In a particularly preferred embodiment, when the reciprocating piston is in TDC (Total Displacement Control), the pin structure occupies a volume ratio of 5% to 40% of the combustion chamber. In other words, the pin structure occupies a volume ratio of 5% to 40% of the compression chamber. Therefore, this means that in this embodiment, the combustion mixture or air occupies a volume ratio of 60% to 95% of the compression chamber.

[0023] A particular variation of this embodiment is particularly advantageous, wherein, when the reciprocating piston is in TDC (Total Displacement Control), the pin structure occupies a volume ratio of 10% to 20% of the combustion chamber. In other words, according to this variation, the pin structure occupies a volume ratio of 10% to 20% of the compression chamber. Therefore, this implies that in this variation, the combustion mixture or air occupies a volume ratio of 80% to 90% of the compression chamber. Within the scope of the invention, these ranges are found to be particularly advantageous for achieving, or at least approaching, homogenization of the mixture formation and / or combustion in the combustion chamber.

[0024] As noted above, the pin structure can be arranged on the combustion chamber side of the piston crown region. Therefore, in a particularly preferred variant embodiment, the pin structure is arranged in a recess in the piston crown. This achieves a particularly compact design for the cylinder-piston assembly. In this case, the piston is designed as a grooved piston. Alternatively or additionally, the pin structure can extend toward the combustion chamber in a stalagmite-like manner; that is, the pin structure can extend from the piston crown toward the combustion chamber in a pin-like shape, for example, in a rod-like, columnar, or conical shape.

[0025] As noted above, the pin structure can be arranged on the combustion chamber side of the cylinder head region. Therefore, in a particularly preferred variant embodiment, the pin structure is arranged in a recess in the cylinder head. However, alternatively, the pin structure can also be arranged below the cylinder head. The term "below" refers to the normal engine mounting position, i.e., the cylinder head is located above the piston and cylinder liner with respect to the direction of gravity. Alternatively or additionally, the pin structure can extend from the cylinder head toward the combustion chamber in a stalactite-like manner; that is, the pin structure extends from a region in or below the cylinder head toward the combustion chamber in a pin-like shape, for example, extending into the combustion chamber in a rod-like, columnar, or conical shape.

[0026] According to another embodiment, the pin structure may include at least 10 pins. More preferably, it is also conceivable that the pin structure includes at least 20, at least 30, or at least 40 pins. The number of pins can be appropriately determined for a specific reciprocating piston internal combustion engine, taking into account the following factors. On the one hand, in practice, the diameter of the combustion chamber or the size of the engine will affect the number of pins. It should also be noted that, on the one hand, it is desirable for the pin diameter to be as small as possible. Because the smaller the pin diameter, the more pins there are, and therefore the larger the surface area of ​​the pin structure for heat storage and / or temperature control. On the other hand, the pin diameter cannot be chosen too small, so as not to jeopardize the stability of the pin structure during the operation of the reciprocating piston internal combustion engine. The number of pins can be determined and optimized through appropriate testing.

[0027] Alternatively or supplementarily, the multiple pins of the pin structure can be spaced apart from each other, preferably arranged in the combustion chamber in a way that the pins are not connected to each other. This can prevent the pins from deforming and breaking.

[0028] In one embodiment, the reciprocating piston internal combustion engine includes an impact pin arranged in a region of the pin structure for deflecting and / or distributing introduced fuel toward the pin structure. This allows fuel to enter at a sharper entry angle than usual, for example, a sharper injection angle for liquid fuels or a sharper injection angle for gaseous fuels. In this case, the fuel is introduced such that it at least partially impacts the impact pin and is thus deflected toward the pin structure. This achieves particularly efficient fuel distribution in the combustion chamber and prevents fuel from entering the annular gap between the piston and cylinder liner. In a particularly advantageous variation, the impact pin is arranged and formed such that the introduced fuel at least primarily impacts the impact pin and is deflected and / or distributed toward the pin structure in the radial direction, with respect to the direction of fuel entry into the combustion chamber and pin structure. For example, the impact pin may be arranged in the central region of the pin structure. Alternatively or additionally, the impact pin may have a lower height than the pin structure with respect to the direction of piston movement.

[0029] The pin structure can be formed from metallic materials, which is advantageous for manufacturing. Furthermore, the pin structure can be formed from ceramic materials, which is particularly advantageous from a thermal perspective. It is also possible to consider making the pin structure from composite materials, preferably a combination of metallic and ceramic materials.

[0030] In another embodiment, the reciprocating piston internal combustion engine is configured to supply the fuel required for the combustion process to the combustion chamber under pressure in only one injection process just before or upon reaching the time-to-delivery (TDC). Generally, it can be an air-compression engine with a delayed (i.e., near the TDC) direct fuel supply.

[0031] In an alternative embodiment, the reciprocating piston internal combustion engine can be configured to achieve partially homogeneous combustion by dividing the mixture formation. In this case, the reciprocating piston internal combustion engine can be configured to: a) supply a portion of the fuel required for the combustion process to the combustion chamber to form a lean, unignitable mixture; b) subsequently compress the lean, unignitable mixture by piston movement toward the TDC; and c) subsequently supply the remaining fuel required for the combustion process in the region of the TDC to initiate compression ignition or spark ignition. This alternative embodiment (i.e., compressing the lean (unignitable) mixture and subsequently achieving compression ignition or spark ignition by delaying the direct fuel supply) can achieve partially homogeneous combustion with advantages in terms of contaminant formation without the disadvantage of an excessively steep pressure gradient due to the damping effect of the pin structure.

[0032] It should also be emphasized that the method of setting the pin structure according to the invention to promote the formation of the mixture and the homogenization of combustion in the combustion chamber is not limited to a specific internal combustion engine. Accordingly, the internal combustion engine can be an internal combustion engine driven by gaseous fuel or liquid fuel (e.g., diesel or gasoline). As mentioned above, the internal combustion engine according to the particularly emphasized embodiment is a reciprocating piston internal combustion engine.

[0033] However, the present invention can be applied in principle to any internal combustion engine in which a working gas is compressed, heat is released by burning the fuel mixture, and mechanical work is obtained by utilizing the volume expansion caused by combustion. Therefore, according to another general aspect, an apparatus for converting heat into work is provided, wherein a gaseous or liquid fuel is mixed with a compressible working gas and subsequently combusted, wherein the volume expansion generated during combustion can be converted into mechanical work, and wherein a pin structure is arranged in the combustion chamber of the apparatus such that combustion occurs or primarily occurs within the pin structure. The pin structure may include features of the above-described alternative embodiments, such as features regarding the number of pins, the volume ratio of the pin structure to the air volume in the combustion chamber, etc.

[0034] The present invention also relates to a motor vehicle having a means for converting heat into work, preferably a reciprocating piston internal combustion engine, the reciprocating piston internal combustion engine including the pin structure as described herein. The motor vehicle is preferably a commercial vehicle. In other words, the motor vehicle can be a motor vehicle designed, depending on its type and configuration, for transporting passengers, goods, or towing trailers. For example, the motor vehicle can be a truck, bus, and / or semi-trailer train.

[0035] The present invention also relates to a machine or stationary application such as a cogeneration plant having a reciprocating piston internal combustion engine including the pin structure described herein. The present invention also relates to all types of transportation vehicles having a reciprocating piston internal combustion engine including the pin structure as described herein. The transportation vehicle may be a watercraft such as a boat or an aircraft such as an airplane.

[0036] The cylinder terms "combustion chamber" and "compression chamber" used above are generally understood as follows:

[0037] The combustion chamber (Vb) is the volume surrounded by the cylinder, piston, and cylinder head. It depends on the piston position and therefore on time during operation. The compression chamber (Vb_min = Vc) refers to the minimum possible space when the piston is at TDC (top dead center). If the piston is at BDC (bottom dead center), the following applies:

[0038] Vb = Vh + Vc, where Vh is the cylinder displacement and Vc is the compression chamber.

[0039] As is well known, for the cylinders of a piston engine, displacement Vh (also known as stroke volume) refers to the enclosed volume that depends on the working distance of a single piston stroke and the effective cross-sectional area of ​​the piston. Therefore, it defines the total displacement volume of all piston strokes in the engine. Attached Figure Description

[0040] The preferred embodiments and features of the present invention described above can be combined with each other in any way. Further details and advantages of the present invention will now be described with reference to the accompanying drawings.

[0041] Figure 1 A schematic cross-sectional view of a reciprocating piston internal combustion engine according to an embodiment of the present invention is shown.

[0042] Figure 2 A piston with a pin structure according to an embodiment of the present invention is shown.

[0043] Figure 3 A top view of a grooved piston with a pin structure according to an embodiment of the present invention is shown.

[0044] Figures 4 to 6 A diagram illustrating the combustion process of a reciprocating piston internal combustion engine according to an embodiment of the present invention is shown.

[0045] Figure 7 A top view of a grooved piston with an alternative pin structure according to another embodiment of the present invention is shown.

[0046] In all the accompanying drawings, the same or equivalent elements are indicated by the same reference numerals, and some are not described separately. Detailed Implementation

[0047] Figure 1 A schematic cross-sectional view of a reciprocating piston internal combustion engine according to an embodiment of the present invention is shown. For simplicity, only one cylinder of the plurality of cylinders 2 of the reciprocating piston internal combustion engine 1 is shown, in which the reciprocating pistons 3 are arranged in a reciprocating manner. In this example, the reciprocating piston internal combustion engine 1 is only exemplified as a diesel internal combustion engine, but the invention is not limited thereto.

[0048] The reciprocating piston 3 is designed as a grooved piston. The pin structure 10 is arranged in the groove 5 of the piston top 4. Compared with a conventional combustion chamber without a pin structure, the pin structure makes the mixture formation or combustion more uniform, and thus can at least approach the advantages and positive effects of ideal homogenization, such as NOx reduction.

[0049] The pin structure 10 has multiple pins 11. The pins have a temperature-balancing effect due to their surfaces. Through the pins 11, hot spots are cooled and cold spots are heated. This behavior affects the formation mechanism of various components of pollutants. Locally, the formation temperature of hot nitrogen oxides is not exceeded, and cold spots (which are the root cause of CO and HC emissions) are avoided. In principle, this method is applicable to any fuel that can be adequately supplied to the system using a delayed injection strategy.

[0050] In this configuration, the metal pins 11 are fixed to the piston top 4 at intervals and are not connected to each other in the combustion chamber 7. The pins 11 extend parallel to each other in a stalagmite-like manner toward the combustion chamber 7, or extend parallel to the direction of movement B of the piston 3. Alternatively, as described above, the pin structure is also arranged on the combustion chamber side in the cylinder head region. Here, the cylinder head is only schematically indicated by the dashed line 6.

[0051] Importantly, the pin structure 10 is arranged in the combustion chamber so that combustion occurs completely or almost completely within the combustion chamber equipped with the pin. When the piston 3 is in the TDC (top dead center) position, the groove 5 of the piston top 4 is part of the compression chamber 7a of the combustion chamber 7, in which the combustion of the compressed air-fuel mixture occurs.

[0052] Figure 2 A cross-sectional view of piston 3 in the TDC position during delayed fuel injection is shown. Cylinder 2 is not shown here, but it is as described... Figure 1 The structure shown is as follows.

[0053] In this configuration, fuel 8 is supplied via high-pressure nozzle 9 just before reaching the TDC (Total Discharge Cost). In principle, the type of fuel used is not important. In this example, diesel fuel is injected, for example. The pressure is necessary to supply the full amount of fuel in a short time. Combustion then occurs completely within the compression chamber 7a, which is equipped with pins. For the power process, hot gas continuously flows out of the combustion chamber. The heat from the compression and combustion processes is stored in pins 11. Heat exchange primarily occurs between the air or combustion gases and pins 11 or pin structure 10. As described above, heat exchange reduces localized temperature peaks and drops in the combustion gases, thereby preventing or at least reducing the formation of contaminants.

[0054] Optionally, an impact pin 12 may be provided in the region of the pin structure 10 for deflecting and / or distributing the introduced fuel 8 toward the pin structure 10. The impact pin 12 is arranged in the central region of the pin structure 10 and is configured with respect to the direction in which fuel is introduced into the combustion chamber and the pin structure 10 such that the introduced fuel 8 at least primarily impacts the impact pin and is deflected and / or distributed toward the pin structure 10 in the radial direction by the impact pin. Figure 1 An embodiment with an impact pin 12 is shown. Conversely, Figure 2Piston 3 without an impact pin is shown.

[0055] Figure 3 It shows having Figure 1 A top view of the grooved piston 3 with pin structure 10. It should be noted that a large number of pins 11 are arranged in a substantially uniformly distributed manner in the grooves 5 of the piston top 4. However, this represents only an exemplary embodiment.

[0056] To manufacture the pin structure, holes can be drilled in the grooved piston 3, and then the pin 11 used to form the pin structure 10 can be press-fitted into the holes. However, the grooved piston 3 with the integrated pin structure 10 can also be manufactured using a 3D printing process (e.g., laser or arc welding 3D printing). The grooved piston 3 with the integrated pin structure 10 can also be manufactured as a casting.

[0057] Figures 4 to 6 A diagram illustrating the combustion process of a reciprocating piston internal combustion engine based on an alternative method with the same combustion chamber principle is shown. Figure 2 Compared to compression engines that only have a delayed direct fuel supply near the TDC, Figures 4 to 6 The alternative method shown is to achieve partially uniform combustion by dividing the mixture.

[0058] In this configuration, the reciprocating piston internal combustion engine 30 is designed to initially supply a portion of the fuel required for the combustion process to the combustion chamber 7, forming a lean, unignitable mixture. This is as follows: Figure 4 As shown. The piston 4, with pin structure 10, is located at or near bottom dead center (BDC). During the "intake open" period of the intake valve (not shown), a pre-emptive direct center fuel supply is made via nozzle 9. In this case, the aim is to create a lean mixture 8a in the middle of the cylinder. The advantage of this is that this center fuel supply prevents fuel from being compressed into the annular gap between the cylinder liner and the piston. Figure 5 As shown, the thin, non-flammable mixture 8a is then compressed by piston movement toward the TDC, and subsequently as... Figure 6 As shown, the remaining amount of fuel required for the combustion process is supplied in the TDC region to initiate compression ignition or spark ignition.

[0059] In this configuration, the central jet 8 is radially deflected and distributed at the impact pin 12. Therefore, partially uniform combustion reduces contaminant formation without the drawback of an excessive pressure gradient due to the damping effect of the pin structure 10.

[0060] Figure 7 A top view of a grooved piston 3 with an alternative pin structure 20 according to another embodiment of the present invention is shown. It can be seen that a large number of pins 21, 22, 23, and 24 are arranged in the groove 5 of the piston top 4. Figure 3Compared to the embodiments described above, the pin does not have a circular cross-section. As an alternative or supplement to the pin with a circular cross-section, the pin structure may alternatively include pins with other cross-sections, such as pins 21, 22 with a rectangular cross-section and / or pin 24 with a crescent-shaped cross-section and / or pin 23 with a star-shaped cross-section and / or pins with other cross-sections.

[0061] Although the invention has been described with reference to specific exemplary embodiments, it will be apparent to those skilled in the art that various modifications and equivalent substitutions can be made without departing from the scope of the invention. Therefore, the invention should not be limited to the disclosed exemplary embodiments, but should include all exemplary embodiments falling within the scope of the appended claims. In particular, the invention also claims protection for the subject matter and features of the dependent claims independent of the referenced claims.

[0062] List of attached text

[0063] 1. Reciprocating piston internal combustion engine

[0064] 2 cylinders

[0065] 3. Resurrection

[0066] 4-piston top

[0067] 5 grooves

[0068] 6-cylinder head

[0069] 7 Combustion Chamber

[0070] 7a Combustion Chamber Area

[0071] 8. Fuels, such as injected diesel

[0072] 8a dilute mixture

[0073] 9 nozzles

[0074] 10-sales structure

[0075] 11-sales structure

[0076] 12 impact pins

[0077] 20 sales structure

[0078] 21 Sales Structure

[0079] 22-sales structure

[0080] 23-sales structure

[0081] 24-pin structure

[0082] 30 reciprocating piston internal combustion engine

[0083] Piston B's direction of motion

Claims

1. A reciprocating piston internal combustion engine comprising at least one cylinder (2), wherein a reciprocating piston (3) is arranged in the cylinder in a reciprocating manner, Its features are, The pin structure (10) is arranged on the combustion chamber side in the region of the cylinder head (6) and / or the region of the piston crown (4), and The reciprocating piston internal combustion engine includes an impact pin (12) disposed in the region of the pin structure (10), the impact pin being used to deflect and / or distribute introduced fuel (8) toward the pin structure (10). Among them, the impact pin (12) a) Arranged in the central region of the pin structure (10), and / or b) Regarding the direction in which fuel is introduced into the combustion chamber and the pin structure (10), it is arranged and configured such that the introduced fuel (8) at least primarily impacts the impact pin and is deflected and / or distributed radially toward the pin structure (10) through the impact pin.

2. The reciprocating piston internal combustion engine according to claim 1, wherein, The pin structure (10) a) Constructed to generate a heat storage effect and / or temperature balancing effect through the surface of the pin structure during combustion in the combustion chamber (7), and / or b) is a pin structure for forming and / or homogenizing the mixture in the combustion chamber (7), or a pin structure for promoting a more uniform mixture formation and / or combustion in the combustion chamber (7).

3. The reciprocating piston internal combustion engine according to claim 1 or 2, wherein, When the reciprocating piston (3) is at top dead center, the volume ratio of the pin structure (10) to the combustion chamber (7) is in the range of 5% to 40%, and the top dead center is TDC.

4. The reciprocating piston internal combustion engine according to claim 3, wherein, When the reciprocating piston (3) is at the top dead center, the pin structure (10) occupies a volume ratio of 10% to 20% of the combustion chamber (7).

5. The reciprocating piston internal combustion engine according to claim 1 or 2, wherein, The pin structure (10) on the combustion chamber side in the region of the piston top (4) is arranged in the groove (5) of the piston top (4) and / or extends toward the combustion chamber (7) in a stalagmite-like manner.

6. The reciprocating piston internal combustion engine according to claim 1 or 2, wherein, The pin structure (10) is arranged on the combustion chamber side in the region of the cylinder head (6). a) Arranged in the cylinder head (6), and / or b) Arranged below the cylinder head (6), and / or c) Extending from the cylinder head (6) toward the combustion chamber (7) in a stalactite-like manner.

7. The reciprocating piston internal combustion engine according to claim 1 or 2, wherein, The pin structure (10) is arranged on the combustion chamber side in the region of the cylinder head (6). a) Arranged in the recess of the cylinder head (6), and / or b) Arranged below the cylinder head (6), and / or c) Extending from the cylinder head (6) toward the combustion chamber (7) in a stalactite-like manner.

8. The reciprocating piston internal combustion engine according to claim 1 or 2, wherein, The pin structure (10) includes a plurality of pins (11) and / or is composed of a plurality of pins (11).

9. The reciprocating piston internal combustion engine according to claim 8, wherein, a) The pin structure (10) includes at least 10 pins, and / or b) The plurality of pins (11) are arranged in the combustion chamber (7) in a spaced-apart and / or unconnected manner.

10. The reciprocating piston internal combustion engine according to claim 8, wherein, a) The pin structure (10) includes at least 20 or at least 30 pins (11), and / or b) The plurality of pins (11) are arranged in the combustion chamber (7) in a spaced-apart and / or unconnected manner.

11. The reciprocating piston internal combustion engine according to claim 8, wherein, a) The length of the pin (11) is greater than the diameter of the pin, and / or b) The pin (11) is designed to be cylindrical and / or bolt-shaped, and / or c) The pin (11) extends in a manner parallel to or substantially parallel to the direction of movement (B) of the piston (3).

12. The reciprocating piston internal combustion engine according to claim 9 or 10, wherein, a) The length of the pin (11) is greater than the diameter of the pin, and / or b) The pin (11) is designed to be cylindrical and / or bolt-shaped, and / or c) The pin (11) extends in a manner parallel to or substantially parallel to the direction of movement (B) of the piston (3).

13. The reciprocating piston internal combustion engine according to claim 1 or 2, wherein, The pin structure (10) is formed of metallic and / or ceramic materials.

14. The reciprocating piston internal combustion engine according to claim 3, wherein, When the piston is in the TDC position, the pin structure (10) is arranged in the compression chamber of the combustion chamber (7) and / or in the region (7a) of the combustion chamber (7) where the compressed air-fuel mixture is burned.

15. The reciprocating piston internal combustion engine according to claim 1 or 2, wherein, The reciprocating piston internal combustion engine is a reciprocating piston internal combustion engine driven by gaseous fuel or liquid fuel.

16. The reciprocating piston internal combustion engine according to claim 3, wherein, The reciprocating piston internal combustion engine is configured to supply the combustion chamber with the fuel required for the combustion process under pressure during only one injection process, either just before reaching the top dead center or upon reaching the top dead center.

17. The reciprocating piston internal combustion engine according to claim 3, wherein, The reciprocating piston internal combustion engine is configured as follows: a) Providing the combustion chamber with a portion of the fuel required for the combustion process to generate a lean, non-flammable mixture (8a), b) The thin, non-flammable mixture (8a) is then compressed by the piston's movement toward the top dead center, and c) The remaining amount of fuel required for the combustion process is then supplied in the region of the top dead center to initiate compression ignition or spark ignition.

18. A motor vehicle comprising a reciprocating piston internal combustion engine according to any one of claims 1 to 17.

19. The motor vehicle according to claim 18, wherein, The motor vehicle in question is a commercial vehicle.

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