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A method is provided for operating a bivalent internal combustion engine, which may run lean with using a fuel with wide inflammability limits, such as hydrogen, whereby a first lean region close to the stoichiometric air ratio and a second lean region, adjacent to the first in the direction of grea

A method is provided for operating a bivalent internal combustion engine, which may run lean with using a fuel with wide inflammability limits, such as hydrogen, whereby a first lean region close to the stoichiometric air ratio and a second lean region, adjacent to the first in the direction of greater λ valve are defined. The operation in the first lean region is skipped such that operation occurs either in the second lean region or at an approximately stoichiometric air ratio.

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What is claimed is: 1. Method for operating a bivalent internal combustion engine using a fuel with broad ignition limits, whereby a first lean range adjacent to a stoichiometric air ratio (λ=1) and a second lean range following the first lean range in a direction of larger λ values are d

What is claimed is: 1. Method for operating a bivalent internal combustion engine using a fuel with broad ignition limits, whereby a first lean range adjacent to a stoichiometric air ratio (λ=1) and a second lean range following the first lean range in a direction of larger λ values are defined, the method comprising the acts of: skipping operation of the engine in the first lean range while operating the engine at least between the second lean range and at approximately the stoichiometric air ratio (λ≈1) throughout operation of the engine, wherein the fuel is hydrogen. 2. Method as claimed in claim 1, wherein the first lean range essentially includes air ratios (λ) with significant nitrogen oxide emissions and the second lean range essentially includes air ratios (λ) with negligible NOx emissions. 3. Method as claimed in claim 1, wherein the first lean range is skipped via engine control. 4. Method as claimed in claim 2, wherein the first lean range is skipped via engine control. 5. Method as claimed in claim 1, wherein the internal combustion engine is operated in the second lean range over a wide power range. 6. Method as claimed in claim 4, wherein the internal combustion engine is operated in the second lean range over a wide power range. 7. Method as claimed in claim 1, wherein the internal combustion engine is operated at approximately the stoichiometric air ratio (λ≈1) when there are great power demands, whereby starting from the second lean range there is a sudden transition to the approximately stoichiometric air ratio (λ≈1). 8. Method as claimed in claim 4, wherein the internal combustion engine is operated at approximately the stoichiometric air ratio (λ≈1) when there are great power demands, whereby starting from the second lean range there is a sudden transition to the approximately stoichiometric air ratio (λ≈1). 9. Method as claimed in claim 5, wherein the internal combustion engine is operated at approximately the stoichiometric air ratio (λ≈1) when there are great power demands, whereby starting from the second lean range there is a sudden transition to the approximately stoichiometric air ratio (λ≈1). 10. Method as claimed in claim 7, wherein the transition to the approximately stoichiometric air ratio (λ≈1) is accomplished by at least one of an increased fuel supply, an increased exhaust recycling rate, and a reduced air supply. 11. Method as claimed in claim 8, wherein the transition to the approximately stoichiometric air ratio (λ≈1) is accomplished by at least one of an increased fuel supply, an increased exhaust recycling rate, and a reduced air supply. 12. Method as claimed in claim 7, wherein an exhaust aftertreatment is performed using a catalytic converter in particular in operation at λ≈1. 13. Method as claimed in claim 8, wherein an exhaust aftertreatment is performed using a catalytic converter in particular in operation at λ≈1. 14. Method as claimed in claim 9, wherein an exhaust aftertreatment is performed using a catalytic converter in particular in operation at λ≈1. 15. Method as claimed in claim 12, wherein the catalytic converter includes a three-way catalyst converter, an NOx storage catalyst, or a combination thereof. 16. Method as claimed in claim 13, wherein the catalytic converter includes a three-way catalyst converter, an NOx storage catalyst, or a combination thereof. 17. Method as claimed in claim 14, wherein the catalytic converter includes a three-way catalyst converter, an NOx storage catalyst, or a combination thereof. 18. Method as claimed in claim 12, wherein the engine is operated in a rich range at λ≦1, when using an NOx storage catalyst, depending at least briefly on at least one of a storage capacity and a loading of the NOx storage catalyst. 19. Method as claimed in claim 13, wherein the engine is operated in a rich range at λ≦1, when using an NOx storage catalyst, depending at least briefly on at least one of a storage capacity and a loading of the NOx storage catalyst. 20. Method as claimed in claim 12, wherein nitrogen oxides (NOx) are reduced by means of unburned hydrogen (H2) present in the exhaust. 21. Method as claimed in claim 13, wherein nitrogen oxides (NOx) are reduced by means of unburned hydrogen (H2) present in the exhaust. 22. Method as claimed in claim 18, wherein nitrogen oxides (NOx) are reduced by means of unburned hydrogen (H2) present in the exhaust. 23. Method as claimed in claim 19, wherein nitrogen oxides (NOx) are reduced by means of unburned hydrogen (H2) present in the exhaust. 24. Method as claimed in claim 1, wherein λ is greater than 1.3 in the second lean range. 25. Method as claimed in claim 1, wherein λ is greater than 1.8 in the second lean range. 26. Method as claimed in claim 7, wherein λ is between 1.8 and 2.5 at the sudden transition to the approximately stoichiometric air ratio (λ≈1).