EP2789839B1 - Système et procédé d'injection d'eau pour un moteur à combustion interne - Google Patents

Système et procédé d'injection d'eau pour un moteur à combustion interne Download PDF

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Publication number
EP2789839B1
EP2789839B1 EP14156485.6A EP14156485A EP2789839B1 EP 2789839 B1 EP2789839 B1 EP 2789839B1 EP 14156485 A EP14156485 A EP 14156485A EP 2789839 B1 EP2789839 B1 EP 2789839B1
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EP
European Patent Office
Prior art keywords
water
fuel
injectors
injected
internal combustion
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EP14156485.6A
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German (de)
English (en)
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EP2789839A3 (fr
EP2789839A2 (fr
Inventor
Martin Böhm
Stephan Knips
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Bayerische Motoren Werke AG
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Bayerische Motoren Werke AG
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Publication of EP2789839A3 publication Critical patent/EP2789839A3/fr
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/03—Adding water into the cylinder or the pre-combustion chamber
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/30—Controlling fuel injection
    • F02D41/3094—Controlling fuel injection the fuel injection being effected by at least two different injectors, e.g. one in the intake manifold and one in the cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/04—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M69/00—Low-pressure fuel-injection apparatus ; Apparatus with both continuous and intermittent injection; Apparatus injecting different types of fuel
    • F02M69/04—Injectors peculiar thereto
    • F02M69/042—Positioning of injectors with respect to engine, e.g. in the air intake conduit
    • F02M69/046—Positioning of injectors with respect to engine, e.g. in the air intake conduit for injecting into both the combustion chamber and the intake conduit

Definitions

  • the invention relates to a method for water injection for an internal combustion engine in the form of a gasoline engine.
  • the generic US 5,875,743 describes a method for operating a diesel engine, in which water is injected into the combustion chambers of the diesel engine in certain load ranges.
  • the diesel engine is operated in a medium load range at medium and high speeds in a so-called HCCI mode in which a homogeneous lean mix is injected either into the intake manifold upstream of the combustion chamber or directly into the combustion chambers.
  • a water addition is not provided in HCCI mode.
  • water is mixed with the diesel fuel injected directly into the combustion chamber for cooling.
  • a water addition in a cylinder of an internal combustion engine can also be done to obtain from a hydrocarbonaceous fuel by a reforming process hydrogen, which in turn can be added to the actual fuel.
  • a combustion engine is in the JP 2007-332891A shown.
  • EP 2 071 164 A1 discloses a method of operating a gasoline engine wherein at full load fuel is injected via first injectors into the combustion chambers and via the second injectors into the intake manifold.
  • WO 2006/079172 A1 discloses a method of operating an Otto engine having injectors disposed in the combustion chambers and in the intake manifold, wherein at full load, fuel and water are injected via injectors into the combustion chambers.
  • the object of the invention is to optimize a water injection.
  • the fuel injection is preferably carried out either exclusively in the combustion chamber or exclusively in the Saugrohrabites, but not in both areas simultaneously.
  • the water injection preferably always takes place only in the combustion chamber and not in the Saugrohrabites, but it can be suspended depending on the load range of the internal combustion engine or its operating mode.
  • no water can be injected in a first load range or operating mode of the internal combustion engine, and fuel can be injected into the combustion chambers exclusively via the first injectors.
  • This mode of operation is approximately favorable in the case of a cold start of the internal combustion engine or in the regeneration of a catalytic converter, ie in cases where heating of the internal combustion engine or generation of a high exhaust gas temperature is desired.
  • a second load range which is in particular in a medium speed range below the full load, preferably no water is injected, and fuel is injected exclusively via the second injectors in the respective Saugrohrabites.
  • This second load range may, depending on the internal combustion engine, for example below 4,000 1 / min and below about 200 Nm (or less than 100 Nm / liter displacement).
  • a third load range which is in a medium speed range substantially at full load, however, water is injected via the first injectors into the combustion chambers and fuel is injected exclusively via the second injectors in the Saugrohrabites.
  • This third load range for example, at less than 4,000 1 / min and from about 200 Nm (or from about 100 Nm / liter displacement) are.
  • the cooling effect is desired by injected water and ensures, for example, an increase in performance of Internal combustion engine.
  • the timing of the water injection may be offset from the timing of the fuel injection in the duty cycle of the internal combustion engine.
  • a fourth load range which is in particular in a high speed range substantially at full load, water and fuel can be injected via the first injectors in the combustion chambers.
  • This fourth load range may, for example, be above 4,000 rpm and above approximately 150 Nm (or approximately 75 Nm / liter displacement).
  • the method described above is practicable, for example, with a system for injecting water for an internal combustion engine having first injectors each injecting a liquid directly into a combustion chamber of the internal combustion engine and second injectors each injecting a liquid into a suction pipe in front of the combustion chamber.
  • the fuel supply valve and the water supply valve are switchable so that the first injectors are in fluid communication with the fuel tank as well as with the water reservoir and the second injectors in fluid communication with the fuel tank can be brought.
  • this system allows to provide the fuel supply in two ways, regardless of the water injection, namely on the one direct injection by the first injectors directly into the combustion chamber and the other via a port injection before the combustion chamber, wherein the fuel mixes with the introduced air.
  • the System thus allows to optimize the performance and the fuel consumption over the entire working range of the internal combustion engine.
  • the injection timing of the water injection may be varied and shifted with respect to the time of fuel injection.
  • the first injectors are preferably preceded by a high-pressure pump, which can be brought into fluid communication with the fuel tank via the fuel supply valve and via the water supply valve with the water reservoir.
  • the high-pressure pump advantageously corresponds to the usual high-pressure fuel pump of a direct-injection system, which is used to generate the necessary injection pressure for the first injectors. Water and fuel may be mixed before or in the pump and the mixture injected. It is also possible, if no fuel is to be supplied via the first injectors, only to promote water with the high-pressure pump.
  • the water supply valve is preferably a metering valve, via which the water injection is freely adjustable up to a predetermined maximum flow. In this way one gains another variable parameter that can be used to optimize combustion.
  • the necessary injection pressure for the second injectors can usually already be achieved by a fuel prefeed pump upstream of the high-pressure pump, which is usually part of the direct injection system.
  • an additional water pump is preferably connected between the water reservoir and the water supply valve, which promotes water to the high pressure pump.
  • the fuel supply valve, the water supply valve and also the water pump are preferably switched by a control unit as needed, the control unit advantageously also the second injectors can drive.
  • the control unit is connected, for example, to an engine electronics of the internal combustion engine or integrated into these.
  • FIG. 1 schematically shows a system 10 for injection of water for an internal combustion engine 12, in which the internal combustion engine 12 in addition to conventional fuel and water or a mixture of water with other liquids can be supplied.
  • the internal combustion engine 12 is a gasoline engine and the fuel is gasoline.
  • the amount of water injected is less than the amount of fuel injected.
  • the internal combustion engine 12 has a plurality of combustion chambers 14, in each of which an unillustrated piston is moved to generate the drive energy.
  • Each of the combustion chambers 14 is in direct flow communication with a first injector 16, which injects liquid supplied by a high pressure pump 18 into the combustion chamber 14.
  • the high-pressure pump 18 generates, for example, a pressure of 200 to 250 bar.
  • the combustion chambers 14 are also supplied via a suction pipe 20, a gas mixture for combustion of the fuel, wherein a separate Saugrohrabchanging 22 leads to each of the combustion chambers 14.
  • a second injector 24 is arranged, which can inject a liquid in the Saugrohrabites 22 in front of the combustion chamber 14.
  • the internal combustion engine 12 is provided with a turbocharger so that compressed air, optionally mixed with recirculated exhaust gas, is introduced into the intake manifold 20.
  • the compressed charge air is cooled in a charge air cooler 26, which is downstream of a compressor 28 in terms of flow.
  • the compressor 28 is driven by a turbine 30 in the exhaust system 32.
  • the charge air flow is controlled in a known manner by an air mass meter 34.
  • one or more exhaust treatment systems 36 are provided here, for example, conventional catalysts or particulate filters that absorb pollutants from the exhaust.
  • the fuel is supplied to the high pressure pump 18 and the second injectors 24 from a fuel tank 38.
  • a fuel line connected to the fuel tank 38 branches into a fuel line 44 leading to the second injectors 24 and a fuel line 46 leading to the high pressure pump 18 and to the first injectors 16.
  • a valve 40 disposed in the fuel line 46 upstream of the high pressure pump 18 allows shutoff of the fuel flow to the first injectors 16.
  • the injection pressure for the second injectors 24 is generated here alone via a fuel feed pump 42, which also delivers the fuel from the fuel tank 38 to the high-pressure pump 18.
  • the injection via the second injectors 24 is controlled by valves of the injectors 24. It would also be possible to use a further valve in the fuel line 44 from the fuel tank 38 to the second injectors 24 or to place the valve 40 at the branch of the fuel lines 44, 46 and form it, for example as a 3/2-way valve to a To selectively open or close fuel supply to the high-pressure pump 18 or to the second injectors 24.
  • a water reservoir 48 is connected to the high-pressure pump 18 via a water supply pump 50 and a water supply valve 52 in a water supply line 54.
  • the water supply valve 52 is designed as a metering valve, so that the water flow to the high pressure pump 18th and about the injected amount of water can be varied.
  • the necessary prefeed pressure can be set via the water feed pump 50, this can for example generate a pressure of about 1 to 10 bar.
  • the water reservoir 48 has, for example, a volume of 8 to 10 liters.
  • control of the second injectors 24, optionally the first injectors 16, the fuel supply valve 40, the water supply valve 52 and the water supply pump 50 is here taken over by a control unit 56 which can communicate via control lines 58 with these components (in the FIG. 1 For reasons of clarity, only one of the lines is provided with a reference numeral).
  • the control unit 56 also receives information from a pressure sensor 60 located upstream of the water supply valve 52 in the water supply 54, and from a temperature sensor 62 which measures the temperature of the water in the water supply 48.
  • a level gauge 64 monitors the level of the water in the water reservoir 48 and also reports this to the control unit 56th
  • the inlet of the water supply line 54 is here protected by a filter 66, which filters out contaminants from the water.
  • a heater 68 is provided for heating the water in the water reservoir 48 to prevent it from freezing at low ambient temperatures or thaw at low ambient temperatures when starting the vehicle.
  • the heater is also controlled via the control unit 56 here.
  • the system 10 may be switched so that fuel is selectively injected through the first injectors 16 at high pressure directly into the combustion chambers 14 or alternatively under low pressure via the second injectors 24 in the Saugrohrabête 22 and from there with the combustion chambers 14 supplied air flow enters the combustion chambers 14.
  • fuel is supplied either via the first injectors 16 or via the second injectors 24.
  • the choice of fuel injection is, as will be described below, depending on the load range or operating mode in which the internal combustion engine 12 is working.
  • Water can be mixed with the fuel injected via the first injectors 16 directly into the combustion chambers 14 via the water supply line 54.
  • the mixing takes place here directly in the high pressure pump 18 or in a supply line directly upstream of the high pressure pump 18.
  • the interconnection is designed so that water also reaches the high pressure pump 18 when the fuel supply valve 40 is closed and the fuel exclusively via the second injectors 24 is injected into the suction pipe sections 22. In this case it is also possible to choose the timing of the water injection so that it does not coincide with the fuel injection.
  • the water injection is switched on only in certain load ranges, in which a performance improvement by the water supply can be achieved.
  • the water supply is turned off when the level gauge 64 indicates too low a level or the temperature sensor 62 a too low temperature in the water reservoir 48, which is at risk of freezing.
  • FIG. 2 It is shown how the system 10, the water and fuel injection in different load ranges of the internal combustion engine 12 can be varied.
  • load ranges or operating modes are given.
  • the details of the individual load ranges are, of course, variable at the discretion of the skilled person.
  • Injection via the first injectors 16 is marked with a "B", injection via the second injectors 24 with an "S".
  • a first load range or operating mode I which corresponds to a cold start of the internal combustion engine, but also alternatively during operation of the motor vehicle a state in which a regeneration of the exhaust gas treatment plants 36 is to be made, the fuel is exclusively via the first injectors 16 in the combustion chambers 14 injected. There is no water discharge. In these operating modes, rapid heating of the internal combustion engine 12 or a high exhaust gas temperature is desired.
  • a second load range II which is in a medium speed range and at a torque below the full load of the internal combustion engine 12 (in the example of FIG. 2 below about 4,000 1 / min and below about 200 Nm)
  • a torque below the full load of the internal combustion engine 12 in the example of FIG. 2 below about 4,000 1 / min and below about 200 Nm
  • the fuel is injected completely via the second injectors 24 into the suction pipe sections 22 in front of the combustion chambers 14.
  • the fuel supply valve 40 in the fuel line 44 is closed.
  • the high pressure pump 18 may be turned off in this case.
  • a third load range III which is also in a medium speed range, but at a higher load, especially at full load (in the example of FIG. 2 below about 4,000 rpm and at torques of above about 200 Nm)
  • the fuel injection continues to take place exclusively via the second injectors 24 in the Saugrohrabête 22 in front of the combustion chamber 14, but it is simultaneously water through the first injectors 16 in the Combustion chambers 14 injected.
  • Water is now conveyed via the water supply pump 50, the water supply valve 52 and the high-pressure pump 18 from the water reservoir 48 to the first injectors 16 and injected with high injection pressure into the combustion chambers 14. There it can develop a cooling effect and thus positively influence the combustion in the combustion chambers 14.
  • a fourth load range IV which is here at high speed and preferably also at full load (above about 4,000 rpm and at torques above about 150 Nm)
  • the water injection via the first injectors 16, which changes fuel injection is finally maintained however, from the second injectors 24 to the first injectors 16.
  • Fuel and water are mixed in and before the high pressure pump 18, respectively.
  • the amount of water to be injected is determined by controlling the flow through the water supply valve 52 by the control unit 56.
  • the mixture of water and fuel is injected via the first injectors 16 into the combustion chambers 14.
  • the amount of water to be injected may e.g. Even within the load ranges can still be varied within a certain range to optimally adjust the combustion process.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Fuel-Injection Apparatus (AREA)

Claims (5)

  1. Procédé d'injection d'eau dans un moteur à combustion interne réalisé sous la forme d'un moteur à essence selon lequel de l'eau est injectée dans les chambres de combustion (14) du moteur à combustion interne par des premiers injecteurs (16), uniquement dans des plages de charge définies du moteur à combustion interne (12) et du carburant est injecté, en fonction de la plage de charge soit directement dans les chambres de combustion (14) du moteur à combustion interne (12) par les premiers injecteurs (16), soit dans une tubulure d'aspiration (20) située en amont des chambres de combustion (14) par l'intermédiaire de seconds injecteurs (24), et, dans une troisième plage de charge (III) qui est située dans une plage de vitesses de rotation médianes essentiellement à pleine charge, de l'eau est injectée dans les chambres de combustion (14) par les premiers injecteurs (16), et du carburant est injecté dans la tubulure d'aspiration (20) exclusivement par les seconds injecteurs (24).
  2. Procédé conforme à la revendication 1,
    caractérisé en ce que
    dans une première plage de charge (I), lors du démarrage du moteur à combustion interne (12), il n'y a pas d'injection d'eau et du carburant est injecté dans les chambres de combustion (14) exclusivement par les premiers injecteurs (16).
  3. Procédé conforme à l'une des revendications 1 et 2,
    caractérisé en ce que
    dans une seconde plage de charge (II) qui est située dans une plage de vitesses de rotation moyennes au-dessous de la pleine charge, il n'y a pas d'injection d'eau et du carburant est injecté dans la tubulure d'aspiration (20) exclusivement par les seconds injecteurs (24).
  4. Procédé conforme à l'une des revendications précédentes,
    caractérisé en ce que
    dans une quatrième plage de charge (IV) qui est située en particulier dans une plage de vitesses de rotation élevées, essentiellement à pleine charge de l'eau et du carburant sont injectés dans les chambres de combustion (14) par les premiers injecteurs (16).
  5. Procédé conforme à l'une des revendications précédentes,
    caractérisé en ce que
    la troisième plage de charge (III) est située au-dessous d'environ 4000 1/min et au-dessus d'environ 100 Nm/litre de cylindrée.
EP14156485.6A 2013-04-08 2014-02-25 Système et procédé d'injection d'eau pour un moteur à combustion interne Active EP2789839B1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
DE102013206102.1A DE102013206102A1 (de) 2013-04-08 2013-04-08 System und Verfahren zur Wassereinspritzung für eine Verbrennungskraftmaschine

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EP2789839A2 EP2789839A2 (fr) 2014-10-15
EP2789839A3 EP2789839A3 (fr) 2014-11-05
EP2789839B1 true EP2789839B1 (fr) 2016-07-13

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DE102017203927A1 (de) 2017-03-09 2018-09-13 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zur Beimischung eines Fluids in eine Verbrennungsluft einer Brennkraftmaschine
DE102018207997A1 (de) * 2018-05-22 2019-11-28 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine

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DE102018203328A1 (de) 2018-03-06 2019-09-12 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zur Beimischung eines Fluids in eine Verbrennungsluft einer Brennkraftmaschine
DE102018208000A1 (de) 2018-05-22 2019-11-28 Bayerische Motoren Werke Aktiengesellschaft Verbrennungskraftmaschine für ein Kraftfahrzeug, insbesondere für einen Kraftwagen, sowie Verfahren zum Betreiben einer solchen Verbrennungskraftmaschine
DE102018209984A1 (de) * 2018-06-20 2019-12-24 Robert Bosch Gmbh Kühlsystem für eine Brennkraftmaschine, Verfahren zum Betreiben
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DE102018217182B4 (de) 2018-10-08 2020-06-04 Continental Automotive Gmbh Wasserfilter, Wasserfördereinheit, Wasservorratsbehälter, Wassereinspritzsystem, Verbrennungsmotor und Fahrzeug
DE102018217176B4 (de) 2018-10-08 2020-06-10 Continental Automotive Gmbh Fluidpumpe, Wasserfördereinheit, Wassereinspritzsystem, Verbrennungsmotor und Fahrzeug
DE102018217179B4 (de) 2018-10-08 2023-06-29 Vitesco Technologies GmbH Fluidpumpe, Wasserfördereinheit, Wassereinspritzsystem, Verbrennungsmotor und Fahrzeug
DE102018217177B4 (de) * 2018-10-08 2022-12-22 Vitesco Technologies GmbH Fluidpumpe, Wasserfördereinheit, Wassereinspritzsystem, Verbrennungsmotor und Fahrzeug
DE102018217178A1 (de) 2018-10-08 2020-04-09 Continental Automotive Gmbh Fluidpumpe, Wasserfördereinheit, Wassereinspritzsystem, Verbrennungsmotor und Fahrzeug
DE102018217181B4 (de) * 2018-10-08 2023-11-09 Vitesco Technologies GmbH Verwendung einer elektrisch angetriebenen Strömungspumpenstufe, einer Wasserfördereinheit, eines Wassereinspritzsystems, eines Verbrennungsmotors sowie eines Fahrzeugs
DE102018217175B4 (de) 2018-10-08 2024-02-01 Vitesco Technologies GmbH Fluidpumpe, Wasserfördereinheit, Wassereinspritzsystem, Verbrennungsmotor und Fahrzeug
DE102018217180A1 (de) 2018-10-08 2020-04-09 Continental Automotive Gmbh Fluidpumpe, Wasserfördereinheit, Wassereinspritzsystem, Verbrennungsmotor und Fahrzeug
DE102018217759A1 (de) * 2018-10-17 2020-04-23 Robert Bosch Gmbh Verfahren zur Bestimmung von Wasser in Kraftstoff
DE102018221902A1 (de) * 2018-12-17 2020-06-18 Robert Bosch Gmbh Verfahren und Vorrichtung zur Absenkung der Abgastemperatur eines Verbrennungsmotors, Verbrennungsmotor
FR3107655B1 (fr) 2020-02-28 2022-02-11 Sogefi Filtration Spa Agencement de filtration et utilisation d’un dispositif de filtration, avec fonction anti-bulles, pour epurer une eau destinee a une chambre de combustion d’un vehicule
FR3118480B1 (fr) 2020-12-31 2022-11-18 Sogefi Filtration Spa Agencement de filtration et utilisation d’un dispositif de filtration, pour epurer une eau destinee a une chambre de combustion d’un vehicule

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DE102017203927A1 (de) 2017-03-09 2018-09-13 Bayerische Motoren Werke Aktiengesellschaft Vorrichtung zur Beimischung eines Fluids in eine Verbrennungsluft einer Brennkraftmaschine
US11067038B2 (en) 2017-03-09 2021-07-20 Bayerische Motoren Werke Aktiengesellschaft Device for adding a fluid to combustion air of an internal combustion engine
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DE102018207997A1 (de) * 2018-05-22 2019-11-28 Bayerische Motoren Werke Aktiengesellschaft Brennkraftmaschine

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EP2789839A3 (fr) 2014-11-05
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