WO2020126251A1 - Procédé et dispositif pour réduire la température des gaz d'échappement d'un moteur à combustion interne, moteur à combustion interne - Google Patents

Procédé et dispositif pour réduire la température des gaz d'échappement d'un moteur à combustion interne, moteur à combustion interne Download PDF

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Publication number
WO2020126251A1
WO2020126251A1 PCT/EP2019/081607 EP2019081607W WO2020126251A1 WO 2020126251 A1 WO2020126251 A1 WO 2020126251A1 EP 2019081607 W EP2019081607 W EP 2019081607W WO 2020126251 A1 WO2020126251 A1 WO 2020126251A1
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WO
WIPO (PCT)
Prior art keywords
water
combustion engine
internal combustion
injector
exhaust gas
Prior art date
Application number
PCT/EP2019/081607
Other languages
German (de)
English (en)
Inventor
Alexander Eichhorn
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 WO2020126251A1 publication Critical patent/WO2020126251A1/fr

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Classifications

    • 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
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • 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
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • F01N3/04—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust using liquids
    • 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
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
    • 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
    • F02M25/0221—Details of the water supply system, e.g. pumps or arrangement of valves
    • 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
    • F02M25/0228—Adding fuel and water emulsion
    • 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
    • F02M25/028—Adding water into the charge intakes
    • 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
    • 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
    • F01N2430/00—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
    • F01N2430/04—Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics by adding non-fuel substances to combustion air or fuel, e.g. additives
    • 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
    • F01N2610/00—Adding substances to exhaust gases
    • F01N2610/01—Adding substances to exhaust gases the substance being catalytic material in liquid form
    • 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
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/021—Introducing corrections for particular conditions exterior to the engine
    • F02D41/0235—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus
    • F02D2041/0265—Introducing corrections for particular conditions exterior to the engine in relation with the state of the exhaust gas treating apparatus to decrease temperature of the exhaust gas treating apparatus
    • 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

  • the invention relates to a method for lowering the exhaust gas temperature of an internal combustion engine according to the preamble of claim 1. Furthermore, the invention relates to a device for lowering the exhaust gas temperature of an internal combustion engine according to the preamble of claim 6. The device is particularly suitable for carrying out the method according to the invention . In addition, an internal combustion engine with a device according to the invention is proposed.
  • the mode of action of water injection is primarily based on the effect of cooling the cylinder charge of the internal combustion engine by utilizing the high enthalpy of evaporation of water.
  • the process temperature is reduced, on the other hand, the tendency to knock is reduced, which results in a shift in the The center of gravity enables early firing. Both lead to a reduction in the exhaust gas temperature.
  • the water has to evaporate and extract the energy required for this from the cylinder charge. Furthermore, the effect can be increased by increasing the amount of water injected. However, there are limits to the increase in the injection quantity, the excess of which can lead to problems in the design of the water injection system.
  • the invention has for its object to ben a method and a device with the help of which the exhaust gas temperature can be further reduced, in particular when an allowable maximum of the water rate at Wasserein injection into an intake tract or a combustion chamber of an internal combustion engine is already ready is reached.
  • water or a fuel-water emulsion is introduced into a combustion chamber of the combustion engine with the aid of at least one injector of a water injection system, directly or indirectly via an intake tract of the internal combustion engine.
  • the at least one injector can accordingly be arranged directly on the combustion chamber or on an intake manifold of the intake tract of the internal combustion engine.
  • a maximum water rate for the water injection or the fuel-water emulsion injection is determined, and when the previously determined maximum water rate is reached, at least one further injector arranged on a gas tract of the internal combustion engine is switched on, with the aid of which water is injected directly into the exhaust tract .
  • the exhaust gas temperature in the exhaust tract can also be reduced by injecting water exclusively into the exhaust tract of the internal combustion engine.
  • this approach is inferior to the water injection into the intake tract or into the combustion chamber of the internal combustion engine.
  • the proposed combined injection into the intake tract or into the combustion chamber and into the exhaust tract of the internal combustion engine takes advantage of both systems. According to the proposed method, the combined injection always comes into play when the water injection in the intake tract or in the combustion chamber has reached its limit. That is, whenever a further increase in the water rate would lead to more disadvantages than advantages.
  • the disadvantages can be, in particular, too high a blow-by and / or a negative influence on the combustion stability. Furthermore, the water injection has reached its limits when a further shift in the center of gravity towards the beginning is no longer possible and a further water injection in front of or into the combustion chamber no longer leads to a reduction in the gas temperature.
  • the maximum water rate is determined in accordance with the proposed method. This ensures that the positive effects of the water injection in the intake tract or in the combustion chamber of the internal combustion engine are first exhausted and the water injection in the exhaust tract is only switched on when it is no longer possible to increase the positive effects.
  • the at least one further injector arranged on the exhaust tract is used to reduce the response time of the water injection system arranged on the suction or combustion chamber side when switching on and off.
  • a system that is used to inject a fuel-water emulsion into the combustion chamber of an internal combustion engine has, due to the principle, a longer response time than a system arranged on the suction side for injecting water. During this dead time when switching on and off, the cooling can then be achieved by injecting water into the exhaust system.
  • water is preferably injected directly into an exhaust manifold of the exhaust tract, preferably upstream of a catalytic converter and / or a particle filter.
  • the injection is preferably upstream of a turbine of the turbocharger.
  • the at least one further injector arranged on the exhaust tract is advantageously switched on and off with the aid of a control unit, preferably an engine control unit.
  • the control device the maximum water rate can be determined in advance, so that the time can then be determined when the at least one further injector is switched on or off.
  • the use of the engine control unit has the advantage that this parameter, which is required for the determination of the maximum water rate, is usually already available.
  • the injectors arranged on the intake tract or combustion chamber and the injectors arranged on the exhaust tract can preferably be controlled independently of one another with the aid of the control device. With low cooling requirements, only the injectors arranged on the suction or combustion chamber side can be controlled. Furthermore, only the injectors arranged on the exhaust tract can be controlled, for example to bridge a long on and / or off time of the injectors arranged on the combustion chamber side in the case of emulsion injection.
  • all injectors which are used to inject water or a fuel-water emulsion are supplied with water from a water tank via a common pump.
  • the number of system components required can be kept low, which also reduces costs.
  • the space requirement and the weight of the system can be reduced.
  • all injectors which are suitable for injecting water are preferably operated at the same system pressure. This measure also helps to simplify the process and the system required to carry out the process.
  • the system pressure can vary, since the fuel-water emulsion is generally subjected to high pressure.
  • the water is fed to a high-pressure pump, which is supplied with fuel via a further connection, so that the fuel-water emulsion is generated in the high-pressure pump.
  • the water pressure in the inlet area of the high-pressure pump can in turn be equal to the water pressure in the injector on the exhaust side.
  • the at least one injector arranged on the gas tract is cooled.
  • the cooling increases the robustness and thus the service life of the injector.
  • the cooling can be designed analogously to the cooling in SCR metering systems, the injection valves of which are also arranged on the exhaust tract and are therefore exposed to the high exhaust gas temperatures.
  • the injector housing can be double-walled at least in some areas and / or have cooling channels through which a cooling medium flows.
  • the proposed to solve the aforementioned problem device for lowering the exhaust gas temperature of an internal combustion engine comprises a water injection system with a water tank, a pump and at least one injector.
  • the water injection system has at least one further injector arranged on an exhaust tract of the internal combustion engine for injecting water into the exhaust tract.
  • the proposed water injection system is therefore particularly suitable for carrying out the method according to the invention, so that the same advantages described above in connection with the method can be achieved.
  • the tendency to knock can be reduced by means of the injection or combustion chamber-side injection, and an earlier ignition can be implemented with earlier centers of gravity that are more efficient, which further reduces the exhaust gas temperature.
  • the injection or combustion chamber side injection thus has the larger lever in relation to the desired reduction in the exhaust gas temperature.
  • At least one further injector arranged on the exhaust tract can be switched on in order to additionally inject water directly into the exhaust tract.
  • the injection into the exhaust tract is not limited in quantity since it does not affect the combustion, so that as much water can be injected into the exhaust tract as is necessary in order to maintain the permissible maximum exhaust gas temperature.
  • the at least one further injector is preferably arranged on an exhaust manifold of the exhaust tract. Furthermore, the arrangement is preferably carried out upstream of a catalyst and / or a particle filter. If it is a combustion engine with turbocharging, the further injector is preferably arranged upstream of a turbine of a turbocharger. The desired cooling of the Exhaust gas is therefore reached as soon as the exhaust gas enters the exhaust tract of the internal combustion engine.
  • all injectors that are used to inject water or a fuel-water emulsion can be controlled via a control unit.
  • the various injectors can preferably be controlled independently of one another with the aid of the control device, so that the at least one injector arranged on the exhaust tract can be switched on or off as required. Furthermore, if the cooling requirements are low, only the injectors arranged on the suction or combustion chamber side can be controlled.
  • the at least one injector arranged on the exhaust tract is exposed to high temperatures, it is proposed in a development of the invention that it has cooling.
  • the cooling increases the robustness and thus the service life of the injector.
  • the cooling can be designed analogously to the cooling of an injection valve of an SCR metering system.
  • the housing of the injector for receiving a cooling medium can be double-walled and / or can be equipped with cooling channels.
  • an internal combustion engine with a device according to the invention for lowering the exhaust gas temperature and a control unit, in particular engine control unit, for controlling the injectors.
  • the injectors arranged on the suction or combustion chamber side can be controlled independently of the at least one further injector arranged on the exhaust tract.
  • the connection of the at least one further injector takes place in accordance with the control unit. This is preferably set up to carry out the inventive method described at the outset.
  • Fig. 1 is a schematic representation of a device according to the invention, by means of which water can be injected into an intake tract of an internal combustion engine, and
  • Fig. 2 is a schematic representation of a device according to the invention, by means of which a fuel-water emulsion can be injected into a combustion chamber of a combustion engine.
  • the device for lowering the exhaust gas temperature of an internal combustion engine 1 shown in FIG. 1 comprises a water injection system 3 with at least one injector 2 arranged in the area of an intake tract 4 of the internal combustion engine 1.
  • water can be injected into an intake pipe 19 of the intake tract 4 .
  • the injector 2 is arranged downstream of a throttle valve 20 accommodated in the intake manifold 19.
  • a combustion chamber 5 of the internal combustion engine 1 is supplied with the air required for the combustion of fuel. With the air sucked in via the suction pipe 19, the water injected into the suction pipe 19 also reaches the combustion chamber 5.
  • the device shown in FIG. 1 comprises a water tank 10 and a pump 9, which is connected via a water line 16 to the injector 2, so that this is pumped with water 9 from the water tank 10 is feedable.
  • the water injection into the intake manifold 19 serves to reduce the exhaust gas temperature of the internal combustion engine 1.
  • the combustion process can be positively influenced.
  • a reduction in the tendency to knock and thus an early shift in the center of gravity can be achieved.
  • a high water rate is sought to enhance the effects.
  • a further increase in the water rate can have an adverse effect on the stability of the combustion.
  • the device shown in FIG. 1 has at least one further injector 7, which is arranged on an exhaust manifold 11 from an exhaust tract 6 of the internal combustion engine 1, specifically upstream one Catalyst 12 and a particle filter 13, in the present case a turbine 14 of a turbocharger is connected upstream.
  • the turbine 14 is optional.
  • water can be injected directly into the exhaust tract 6.
  • the water injection in the exhaust tract 6 does not affect the combustion, so that the water rate is not limited in this case. This means that as much water can be injected as is necessary to maintain the permissible exhaust gas temperature.
  • the additional injector 7 arranged on the exhaust tract 6 is only switched on when required, in particular when the maximum water rate on the suction or combustion chamber side has been reached.
  • the various injectors 2, 7 are jointly supplied with water via the pump 9 and the water tank 10.
  • a control device 8 is provided, the injectors or combustion chamber-side injectors 2 and the at least one further injector 7 arranged on the exhaust tract 6 being controllable independently of one another via control lines 18.
  • the injectors 2 are another preferred embodiment of a device according to the invention.
  • the injectors 2 are not arranged on the intake manifold 19 but on the combustion chamber 5.
  • the number of injectors 2 corresponds to the number of cylinders or combustion chambers 5 of the internal combustion engine 1.
  • the injection by means of the injectors 2 therefore takes place directly in the respective combustion chamber 5.
  • the injectors 2 not only water but son a fuel-water emulsion is injected, which is generated in an upstream high pressure pump 15.
  • the high-pressure pump 15 is connected to the injectors 2 via a fuel-water emulsion line 17.
  • the device of FIG. 2 has at least one additional injector 7 in the loading area of the exhaust tract 6, which can be switched on if necessary.
  • the function of the further injector 7 and the associated advantages correspond to the device of FIG. 1, so that reference can be made to this.
  • the at least one further injector 7 can be used to improve the response time when the water injection is switched on or off by means of the injectors 2.
  • the injectors need 2 to inject the fuel-water emulsion longer than pure water injectors until they are ready for use. This dead time can be bridged by means of the water injection by means of the injectors 7.
  • the invention further relates to a device in which the at least one injector of the water injection system is arranged directly on the combustion chamber and is used only for the injection of water. In this case, the fuel is injected using a separate fuel injector.

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

Abstract

L'invention concerne un procédé pour réduire la température des gaz d'échappement d'un moteur à combustion interne (1), procédé au cours duquel de l'eau ou une émulsion carburant-eau est introduite dans une chambre de combustion (5) du moteur à combustion interne (1) au moyen d'au moins un injecteur (2) d'un système d'injection d'eau (3), et ce directement ou indirectement par l'intermédiaire d'une conduite d'aspiration (4) du moteur à combustion interne (1). Selon l'invention, une vitesse d'injection d'eau ou d'émulsion carburant-eau maximale est déterminée, et lorsque cette vitesse maximale précédemment déterminée est atteinte, au moins un injecteur (7) supplémentaire agencé sur la conduite de gaz d'échappement (6) du moteur à combustion interne (1) est raccordé et permet d'injecter l'eau directement dans la conduite de gaz d'échappement (6). Cette invention concerne en outre un dispositif pour réduire la température des gaz d'échappement d'un moteur à combustion interne (1) et un moteur à combustion interne (1) équipé d'un tel dispositif.
PCT/EP2019/081607 2018-12-17 2019-11-18 Procédé et dispositif pour réduire la température des gaz d'échappement d'un moteur à combustion interne, moteur à combustion interne WO2020126251A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102018221902.8A DE102018221902A1 (de) 2018-12-17 2018-12-17 Verfahren und Vorrichtung zur Absenkung der Abgastemperatur eines Verbrennungsmotors, Verbrennungsmotor
DE102018221902.8 2018-12-17

Publications (1)

Publication Number Publication Date
WO2020126251A1 true WO2020126251A1 (fr) 2020-06-25

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WO (1) WO2020126251A1 (fr)

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Publication number Priority date Publication date Assignee Title
DE102020119056B4 (de) 2020-07-20 2023-06-07 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Brennkraftmaschine mit Wassereinspritzung

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2789839A2 (fr) * 2013-04-08 2014-10-15 Bayerische Motoren Werke Aktiengesellschaft Système et procédé d'injection d'eau pour un moteur à combustion interne
US20180038319A1 (en) * 2016-08-02 2018-02-08 Ford Global Technologies, Llc Methods and system for selecting a location for water injection in an engine
US20180274488A1 (en) * 2017-03-21 2018-09-27 Ford Global Technologies, Llc Method and system for engine water injection

Family Cites Families (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FI119949B (fi) * 2005-09-16 2009-05-15 Waertsilae Finland Oy Menetelmä turbokompressorilla varustetun mäntämoottorin yhteydessä
US8011330B2 (en) * 2007-05-30 2011-09-06 Peter Randall Systems and methods for engine emissions reduction on ships
WO2014207915A1 (fr) * 2013-06-28 2014-12-31 トヨタ自動車株式会社 Dispositif de traitement d'eau condensée pour moteur à combustion interne

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP2789839A2 (fr) * 2013-04-08 2014-10-15 Bayerische Motoren Werke Aktiengesellschaft Système et procédé d'injection d'eau pour un moteur à combustion interne
US20180038319A1 (en) * 2016-08-02 2018-02-08 Ford Global Technologies, Llc Methods and system for selecting a location for water injection in an engine
US20180274488A1 (en) * 2017-03-21 2018-09-27 Ford Global Technologies, Llc Method and system for engine water injection

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