WO2009059837A1 - Réduction de o2 dans un réservoir à carburant - Google Patents

Réduction de o2 dans un réservoir à carburant Download PDF

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Publication number
WO2009059837A1
WO2009059837A1 PCT/EP2008/062558 EP2008062558W WO2009059837A1 WO 2009059837 A1 WO2009059837 A1 WO 2009059837A1 EP 2008062558 W EP2008062558 W EP 2008062558W WO 2009059837 A1 WO2009059837 A1 WO 2009059837A1
Authority
WO
WIPO (PCT)
Prior art keywords
exhaust gas
tank
internal combustion
combustion engine
fuel
Prior art date
Application number
PCT/EP2008/062558
Other languages
German (de)
English (en)
Inventor
Oliver Becker
Helmar Gruhl
Original Assignee
Robert Bosch Gmbh
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Robert Bosch Gmbh filed Critical Robert Bosch Gmbh
Publication of WO2009059837A1 publication Critical patent/WO2009059837A1/fr

Links

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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0076—Details of the fuel feeding system related to the fuel tank
    • F02M37/0082—Devices inside the fuel tank other than fuel pumps or filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/36—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for adding fluids other than exhaust gas to the recirculation passage; with reformers
    • 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
    • F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
    • F02M37/0047—Layout or arrangement of systems for feeding fuel
    • F02M37/0064—Layout or arrangement of systems for feeding fuel for engines being fed with multiple fuels or fuels having special properties, e.g. bio-fuels; varying the fuel composition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • biodiesel regenerative fuels and highly desulphurised mineral fuels tend increasingly to aging.
  • the aging phenomena in the fuel are reflected in the fact that the fuel forms aging products at high temperatures and with intensive oxygen input, for example by means of suction jet pumps, which are used as fuel feed pumps in the fuel tank.
  • suction jet pumps which are used as fuel feed pumps in the fuel tank.
  • the aging products contained in the fuel can attack the respective injection system of the internal combustion engine and damage it in the long run.
  • the invention it is proposed to branch off part of the exhaust gases of the internal combustion engine in the exhaust gas tract of the internal combustion engine, for example the exhaust system, and to guide it into the fuel tank.
  • the venting of the fuel tank can also be done via the exhaust system in the exhaust system of the internal combustion engine.
  • the advantage of this approach is to be seen in that the oxygen content of the exhaust gas is generally well below the oxygen content of the ambient air.
  • the proposed method according to the invention is independent of the partially - as shown above - highly complex tank geometry.
  • the single FIGURE schematically shows the intake tract and exhaust tract of an internal combustion engine with the essential components accommodated therein.
  • FIG. 1 shows an internal combustion engine 10 with intake and exhaust tract.
  • an internal combustion engine 10 be it a spark-ignited or a self-igniting internal combustion engine, comprises an intake tract 12 and an exhaust tract 14.
  • the internal combustion engine 10 may also include a supercharger, such as an exhaust gas turbocharger, through which the charge of the combustion chambers of the internal combustion engine 10 is improved and the compact internal combustion engines 10 are used to increase performance can be.
  • a supercharger such as an exhaust gas turbocharger
  • the internal combustion engine 10 comprises a flywheel 18, which is received on a crankshaft, not shown, which is set in rotation via the individual cylinders 16.
  • the fuel injection system 28 comprises a fuel distributor 30 - in the case of spark-ignited internal combustion engines 10 - or high-pressure accumulator injection systems.
  • Body 28 (common rail).
  • the injection system 28 also includes a delivery unit 32, via which the fuel is conveyed from a fuel tank 34.
  • fuel 42 is stored in the fuel tank 34.
  • the fuel 42 is sucked in via a high-pressure feed unit 32 upstream electric fuel pump 38 or a gear pump and precompressed and conveyed from the fuel tank 34.
  • the level to which fuel 42 is stored in tank 34 is indicated by reference numeral 36.
  • the internal combustion engine 10 comprises an exhaust manifold 46, which receives the expelled exhaust gas at Ausschiebetakten from the cylinders 16 and passes into the exhaust gas duct 14.
  • the exhaust gas tract 14 may comprise, for example, a catalytic converter 52, or else an exhaust gas after-treatment device, in which urea is added to the exhaust gas in order to significantly reduce the NO x emissions.
  • an exhaust system 54 Downstream of the catalytic converter 52 is located in the exhaust tract 14, an exhaust system 54, which - as schematically indicated in Figure 1 - a pre-muffler 56 and a main muffler 58 may have.
  • exhaust gas is diverted from the exhaust system 54 and directed into the fuel tank 34. This takes place via an exhaust gas feed 48.
  • the removal of the exhaust gas takes place, for example, downstream of a catalytic converter or diesel particulate filter 52 before a main silencer 58 of an exhaust system 54 in the exhaust tract 14 of the internal combustion engine 10.
  • the recirculation of the exhaust gas from the tank 34 takes place either via the exhaust gas recirculation 50 into the Exhaust system 54 behind the main muffler 58 or it can be discharged from the tank 34 via a tank vent directly into the environment. This applies to self-igniting and spark-ignited internal combustion engines 10.
  • the tank ventilation is indicated in the illustration of Figure 1 by the arrow above the tank shown in dashed lines 34.
  • the tank vent may include an activated carbon filter that filters out HC vapors.
  • the adjusting via the main muffler 58 pressure drop ensures flushing of the tank 34.
  • the exhaust gas is strongly cooled and the exhaust gas temperature is well below 800 0 C. Due to the fact that the diesel particulate filter 52 upstream of the main silencer 58, no exhaust particles, such as in the exhaust gas of a self-igniting internal combustion engine 10 possibly still contained soot particles, are conducted into the tank 34.
  • a partial flow of the exhaust gas is passed into the tank 34, which stores a regenerative fuel 42.
  • the aging process of the regenerative fuel 42 stored in the tank 34 can be slowed down.
  • the inventively proposed method of feeding a partial flow of exhaust gas into the tank 34 is completely decoupled from the very complex geometry of the fuel tank 34th Since only a partial flow of exhaust gas is diverted in the exhaust system 54, followed by only a small input of heat in the regenerative fuel 42, which is stored in the tank 34. The lower the heat input can be held in the regenerative fuel 42, the more favorable this affects the induction time, ie the period of time from which aging products are produced in the regenerative fuel 42.
  • the venting of the tank 34 takes place via the exhaust gas recirculation system 50 shown schematically in FIG. 1 behind the main silencer 58 or from the tank 34 directly into the environment; This applies to both self-igniting and spark-ignited internal combustion engines 10.
  • a higher (VGehalt can be present in the tank 34th This is by flushing the regenerative fuel 42 stocked tank with exhaust gas via the exhaust feed 48th
  • the exhaust unit 48 and exhaust conduit 50 have identical cross-sections with respect to the conduits and piping 12.
  • At least the exhaust gas recirculation 50 may be influenced from the tank 34 via at least one valve received in the exhaust gas recirculation 50
  • Example in the exhaust gas recirculation valve 50 is closed after flushing the tank 34 with exhaust gas to prevent the heat input and the H 2 O entry in the stocked in the tank 34 regenerative fuel 42 and is opened only to carry out a purge of the tank 34 ,
  • a flushing of the tank 34 with exhaust gas or with a partial flow of exhaust gas takes place within a period of minutes and is effected, for example, by the above-mentioned switching valve which is installed in the exhaust gas feed 48 or preferably in the exhaust gas recirculation 50.
  • the flushing of the tank 34 with exhaust gas takes place in such a way that the amount of heat introduced into the tank 34 is minimized and an entry of H 2 O present in the exhaust gas into the regenerative fuel 42 stored in the tank 34 is kept as low as possible.
  • the water content of exhaust gas can be quite high. Since the regenerative fuel 42, in particular biodiesel, is very hydrophilic, especially in the case of heat, after the fuel 42 has cooled down, for example after the vehicle has been turned off, the fuel can be regenerated Fuel 42 dissolved water are excreted and attack in extreme cases components of the injection system. It is therefore desirable to enter no water in the tank 34 via the exhaust gas. To avoid the entry of water into the stored in the tank 34 regenerative fuel 42, such as biodiesel, the exhaust gas on its way from the sampling point through the tank 34 to the re-injection point before the main muffler 58 below a temperature of 100 0 C.
  • the above-mentioned at least one valve which can be accommodated either in the exhaust gas feed 48 or in the exhaust gas recirculation 50, is preferably installed in the exhaust gas recirculation 50. If this valve is open, the tank 34 can be rinsed. This may, for example, follow after a prolonged vehicle standstill or normal driving during a regeneration of, for example, the diesel particulate filter 52, at which the oxygen content drops to almost zero. If the one valve, which is preferably accommodated in the exhaust gas recirculation 50, is closed, the exhaust gas accumulates in the tank 34 and neither further heat nor any water is supplied to the tank 34. Since the exhaust gas continues to press on the tank 34 via the exhaust gas feed 48, a falling tank level is automatically compensated by the fuel consumption.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

L'invention concerne un procédé de traitement de carburant renouvelable (42) stocké dans un réservoir (34), pour le fonctionnement d'un moteur à combustion interne (10). Un courant partiel de gaz d'échappement du moteur à combustion interne (10) est envoyé, via une alimentation (48), dans le réservoir (34). La purge du réservoir (34) s'effectue via un recyclage du gaz d'échappement (50), soit en retour dans la conduite de gaz d'échappement (14, 54) du moteur à combustion interne (10), soit dans l'environnement.
PCT/EP2008/062558 2007-11-07 2008-09-19 Réduction de o2 dans un réservoir à carburant WO2009059837A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102007053039.2 2007-11-07
DE102007053039A DE102007053039A1 (de) 2007-11-07 2007-11-07 O2-Reduktion im Kraftstofftank

Publications (1)

Publication Number Publication Date
WO2009059837A1 true WO2009059837A1 (fr) 2009-05-14

Family

ID=40185018

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/EP2008/062558 WO2009059837A1 (fr) 2007-11-07 2008-09-19 Réduction de o2 dans un réservoir à carburant

Country Status (2)

Country Link
DE (1) DE102007053039A1 (fr)
WO (1) WO2009059837A1 (fr)

Cited By (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009050749A1 (de) * 2009-10-27 2011-05-05 Airbus Operations Gmbh System und Verfahren zum Inertisieren eines Volumens in einem Fahrzeug
JP2013024072A (ja) * 2011-07-19 2013-02-04 Aisan Industry Co Ltd 燃料貯蔵装置
CN110304261A (zh) * 2019-04-30 2019-10-08 南京航空航天大学 一种飞机发动机尾气回收式燃油箱惰化系统

Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3323425C1 (de) * 1983-06-29 1984-10-11 Daimler-Benz Ag, 7000 Stuttgart Inertisierbarer Kraftstofftank für einen Verbrennungsmotor
US5533493A (en) * 1991-03-21 1996-07-09 Siemens Automotive, S.A. Method and device for verifying the operating condition of a system for recovering vapors originating from the fuel tank of a motor vehicle
JPH09193674A (ja) * 1996-01-17 1997-07-29 Honda Motor Co Ltd 燃料タンク装置
GB2326592A (en) * 1997-06-25 1998-12-30 Stephen John Bradley Inerting fuel tanks
JP2001115899A (ja) * 1999-10-14 2001-04-24 Kayseven Co Ltd ジメチルエーテルを燃料として用いる内燃機関の燃料供給装置
US6301888B1 (en) * 1999-07-22 2001-10-16 The United States Of America As Represented By The Administrator Of The Environmental Protection Agency Low emission, diesel-cycle engine

Patent Citations (6)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE3323425C1 (de) * 1983-06-29 1984-10-11 Daimler-Benz Ag, 7000 Stuttgart Inertisierbarer Kraftstofftank für einen Verbrennungsmotor
US5533493A (en) * 1991-03-21 1996-07-09 Siemens Automotive, S.A. Method and device for verifying the operating condition of a system for recovering vapors originating from the fuel tank of a motor vehicle
JPH09193674A (ja) * 1996-01-17 1997-07-29 Honda Motor Co Ltd 燃料タンク装置
GB2326592A (en) * 1997-06-25 1998-12-30 Stephen John Bradley Inerting fuel tanks
US6301888B1 (en) * 1999-07-22 2001-10-16 The United States Of America As Represented By The Administrator Of The Environmental Protection Agency Low emission, diesel-cycle engine
JP2001115899A (ja) * 1999-10-14 2001-04-24 Kayseven Co Ltd ジメチルエーテルを燃料として用いる内燃機関の燃料供給装置

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102009050749A1 (de) * 2009-10-27 2011-05-05 Airbus Operations Gmbh System und Verfahren zum Inertisieren eines Volumens in einem Fahrzeug
DE102009050749B4 (de) * 2009-10-27 2013-07-18 Airbus Operations Gmbh System und Verfahren zum Inertisieren eines Volumens in einem Fahrzeug
US8561389B2 (en) 2009-10-27 2013-10-22 Airbus Operations Gmbh System for inerting a volume in a vehicle
JP2013024072A (ja) * 2011-07-19 2013-02-04 Aisan Industry Co Ltd 燃料貯蔵装置
CN110304261A (zh) * 2019-04-30 2019-10-08 南京航空航天大学 一种飞机发动机尾气回收式燃油箱惰化系统

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Publication number Publication date
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