EP4643000A1 - Procédé d'injection d'un fluide et système d'injecteur pour un moteur de véhicule - Google Patents

Procédé d'injection d'un fluide et système d'injecteur pour un moteur de véhicule

Info

Publication number
EP4643000A1
EP4643000A1 EP23838130.5A EP23838130A EP4643000A1 EP 4643000 A1 EP4643000 A1 EP 4643000A1 EP 23838130 A EP23838130 A EP 23838130A EP 4643000 A1 EP4643000 A1 EP 4643000A1
Authority
EP
European Patent Office
Prior art keywords
heating
fluid
intensity
current
injection
Prior art date
Legal status (The legal status 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 status listed.)
Pending
Application number
EP23838130.5A
Other languages
German (de)
English (en)
Inventor
Thierry Cochet
Alexis Laurent
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Phinia Delphi Luxembourg SARL
Original Assignee
Phinia Delphi Luxembourg SARL
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 Phinia Delphi Luxembourg SARL filed Critical Phinia Delphi Luxembourg SARL
Publication of EP4643000A1 publication Critical patent/EP4643000A1/fr
Pending legal-status Critical Current

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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
    • 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
    • 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
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to 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
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
    • F01N3/0293—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust injecting substances in exhaust stream
    • 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
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/029—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust
    • F01N3/0293—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust injecting substances in exhaust stream
    • F01N3/0296—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles by adding non-fuel substances to exhaust injecting substances in exhaust stream having means for preheating additional substances
    • 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
    • F01N9/00—Electrical control of exhaust gas treating apparatus
    • 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
    • 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
    • F02D19/06—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 pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0686—Injectors
    • 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
    • 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
    • F02M53/00—Fuel-injection apparatus characterised by having heating, cooling or thermally-insulating means
    • F02M53/04—Injectors with heating, cooling, or thermally-insulating means
    • F02M53/06—Injectors with heating, cooling, or thermally-insulating means with fuel-heating means, e.g. for vaporising
    • 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
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
    • 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
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1453—Sprayers or atomisers; Arrangement thereof in the exhaust apparatus
    • F01N2610/146—Control thereof, e.g. control of injectors or injection valves
    • 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
    • F01N2610/14—Arrangements for the supply of substances, e.g. conduits
    • F01N2610/1486—Means to prevent the substance from freezing
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1812—Flow rate
    • 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
    • F01N2900/00—Details of electrical control or of the monitoring of the exhaust gas treating apparatus
    • F01N2900/06—Parameters used for exhaust control or diagnosing
    • F01N2900/18—Parameters used for exhaust control or diagnosing said parameters being related to the system for adding a substance into the exhaust
    • F01N2900/1806—Properties of reducing agent or dosing system
    • F01N2900/1821—Injector parameters
    • 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 pertains to fluid injector heating. More precisely, the invention pertains to fluid injectors for vehicle engines. The invention also provides an injection system.
  • a vehicle engine unit is typically equipped with fuel injectors, and auxiliary injectors which are dedicated to the injection of other functional fluids.
  • auxiliary injectors are typically adapted for delivering water, or water-based solutions.
  • the water-based solutions enclose aqueous urea solutions (e.g. AdBlue) which are prone to freezing. Upon freezing, the associated injector is clogged and disabled until warmer conditions are encountered or triggered.
  • AdBlue aqueous urea solutions
  • a combustion engine forms a powerful heat source which is convenient for deicing the inner sensors or fluid injectors arranged in the gas exhaust line.
  • an aqueous urea solution injector may freeze albeit the combustion engine moves the vehicle, or switched on.
  • a vehicle powered by an internal combustion engine and driving down a mountain pass in freezing condition may encounter a situation wherein at least one of its injectors freezes. Indeed, the ambient temperature is low but the energy required for driving the vehicle remains too low for heating enough the gas exhaust line.
  • the document US2013275025A1 provides a method for controlling a fuel injector during start-up of a fuel injected internal combustion engine.
  • the fuel injector has a heater element configured to heat liquid fuel, such as gasoline, ethanol, gasoline/alcohol blends, diesel, or JP-8 within the fuel injector and indicate heater temperature.
  • the controller is configured to estimate a fuel temperature based on the heater temperature, determine a crankshaft angle at which to initiate an injection event based on the fuel temperature, and initiate the injection event at the determined crankshaft angle.
  • the method comprises a step of determining the engine operating parameters. Based on these parameters, the method encloses a step of determining if the engine temperature is greater than an engine temperature threshold.
  • the document US2015267671A1 describes a method for controlling electrical power applied to a fuel heater.
  • the method includes applying power to the heater, determining a value for an electrical parameter that varies as a function of the temperature of the heater, and determining a value representative of the time rate of change of the electrical parameter.
  • the method further includes determining the value of the electrical parameter corresponding to a change in the time rate of change of the electrical parameter.
  • the method also executes a comparison on the change in the time rate of the electrical parameter with respect to a predetermined threshold.
  • the document US4886032A describes a method for a vehicle engine having fuel injectors with a solenoid coil in a housing for passing fuel into the engine.
  • the engine includes an electrical control unit with an alternate normal engine run mode and an injector heating mode and a temperature sensing switch to signal the electrical control so that the fuel pump and engine starter are deenergized and the injector coils are energized for a timed period so that the injectors are heated and subsequently the temperature of fuel passed therethrough is increased by heat transfer therefrom during a subsequent start and run mode of operation.
  • a constant voltage is applied to the injector coil during an injector heating mode at low temperatures prior to starting the engine. The constant voltage corresponds to the maximum battery voltage. This coil energizing opens the injectors, however since the fuel pump is deactivated, no fuel sprays into the engine.
  • this method does not allow to heat the injectors when the pump pressurizes the fluid. In addition, the heating generates thermal shocks to the injectors.
  • the invention intends to improve or to solve at least one drawback of the prior art.
  • the invention aims at allowing heating of the fluid injector when the fluid is pressurized without injecting said fluid. It is another objective of the invention to avoid the thermal shock risk for the fluid injector upon heating.
  • the invention also aims at optimizing the thermal shock risk and the fluid flow management when the injected fluid is pressurized upstream the fluid injector.
  • the invention provides a method for injecting a fluid in an internal combustion engine system; the internal combustion engine system comprising: an internal combustion engine; a duct; a fluid pump adapted to pressurize the fluid; a fluid injector configured for injecting a fluid from the fluid pump in the duct or in the internal combustion engine, the fluid injector comprising: an actuation coil; the method comprising the steps of: o heating the actuation coil with a first heating current including a first heating intensity; then o pressurizing the fluid at an injection pressure with the fluid pump;
  • the method further comprises the steps of: o heating the actuation coil with a second heating current including a second heating intensity; then o injecting fluid through the fluid injector by feeding the actuation coil with an injection intensity of an injection current; the second heating intensity being inferior to the injection intensity in order to keep closed the fluid injector during the step of heating the actuation coil with the second heating current.
  • the at the step of heating the actuation coil with the first heating current comprises a first intensity peak equal to a maximum intensity of the injection current.
  • the first heating current comprises a hold intensity between the intensity peak and the second heating intensity.
  • the hold intensity represents from 90% to 50% of the maximum intensity of the injection current, preferably from 80% to 60% of the maximum intensity of the injection current.
  • the first intensity peak comprises a gradual intensity increase up to the maximum intensity of the injection current, preferably the gradual intensity increase comprises a constant intensity increase ratio until said maximum intensity of the injection current.
  • the first heating current comprises first heating pulses
  • the method comprises a step of measuring a system temperature; and a step of comparing the system temperature with a first temperature threshold; if the system temperature is lower than the first temperature threshold, the first heating pulses comprise a constant heating intensity; if the system temperature is of at least the first temperature threshold, each of the first heating pulses comprise a decreasing heating intensity; preferably the system temperature is an injector temperature or an exhaust temperature.
  • the first heating current comprises first heating pulses with a variable pulse width which increases over time.
  • the method further comprises a step of measuring an ambient air temperature, the method executing the step of heating the actuation coil with the first heating current if the ambient air temperature is colder than a second temperature threshold.
  • the step of heating the actuation coil with the first heating current comprises a fixed time duration after which the step of pressurizing and the step of heating the actuation coil with the second heating current are executed.
  • the injection current comprises a series of injection pulses at an injection frequency
  • the second heating current comprises a second series of second heating pulses at a second frequency which is smaller than the injection frequency
  • the fluid is a urea aqueous solution and/or the duct is gas exhaust pipe in fluid flow communication with the internal combustion engine.
  • the fluid comprises water and/or the duct is an air intake pipe in fluid flow communication with an air inlet of the internal combustion engine.
  • the duct extends from the combustion engine, and comprises duct section which is at least at 1 m away from the combustion engine, preferably at least at 1.5 m away from the combustion engine, said duct section being in thermal exchange with the ambient air, the fluid injector being arranged along said duct section.
  • the step of pressurizing is a step of starting to pressurize the fluid.
  • the fluid is a liquid, for instance liquid fuel.
  • the fluid comprises a freezing temperature of at most 0°C, or at most -10°C.
  • the fluid injector is in fluid flow communication with the fluid injector.
  • the second heating intensity is lower than the first heating intensity, preferably the maximum of second heating intensity is lower than the minimum of the first heating intensity.
  • the step of injecting is a step of feeding the actuation coil with an opening current in order to open the fluid injector and to inject fluid through the fluid injector by means of the fluid injector and the fluid pump ; the second heating intensity being lower than the injecting intensity in order to avoid injection during the step of heating the actuation coil with the second heating current and/or in order to keep closed the fluid injector during the step of feeding the actuation coil with the second heating current.
  • the fluid injector comprises a closing element adapted to close fluid injection through the fluid injector, the actuation coil being adapted to move the closing element from a closed position to an open position allowing fluid injection.
  • the injecting current is an opening current.
  • the internal combustion engine system comprising: an internal combustion engine; a duct; a fluid injector configured for injecting a fluid in the duct or in the internal combustion engine, the fluid injector comprising: an actuation coil; and a fluid pump adapted to pressurize the fluid upstream the fluid injector ; the method comprising the steps of:
  • the method further comprises the steps of
  • the first heating current comprises first heating pulses with a variable pulse width which increases over time.
  • an internal combustion engine system for an automotive vehicle, the internal combustion engine system which comprises : an internal combustion engine; a duct; a fluid injector configured for injecting a fluid in the duct or in the internal combustion engine, the fluid injector comprising: an actuation coil ; and a fluid pump adapted to pressurize the fluid upstream the fluid injector; a control unit, the internal combustion engine system is remarkable in that it further comprises an electronic control unit (30) adapted to carry out the method in accordance with the invention.
  • Figure 1 is a side view of an automotive vehicle with an internal combustion engine system in accordance with a preferred embodiment of the invention.
  • Figure 2 is a flow chart of a method in accordance with a preferred embodiment of the invention.
  • Figure 3 is a temporal graph illustrating the injection current and heating currents in accordance with a preferred embodiment of the invention.
  • Figure 4 is a temporal graph illustrating the first heating current with different pulse width modulations in accordance with a preferred embodiment of the invention.
  • Figure 5 is a temporal graph illustrating the first heating current with, and without, a current peak and a hold current in accordance with a preferred embodiment of the invention.
  • Figure 6 is a temporal graph highlighting the differences between the pulses of the injection current, the first heating current and the second heating current in accordance with a preferred embodiment of the invention.
  • Figure 7 is a temporal graph of a comparison of pulse profiles of the first heating current in accordance with a preferred embodiment of the invention.
  • Figure 1 is a schematic representation of an automotive vehicle 10 with an internal combustion engine system 12.
  • the internal combustion engine system 12 is embedded in the automotive vehicle 10.
  • the internal combustion engine system 12 comprises an internal combustion engine 14, and a plurality of ducts 16.
  • the ducts 16 comprise an air intake pipe 18 and a gas exhaust pipe 20.
  • the air intake pipe 18 is in fluid flow communication with an air inlet of the internal combustion engine 14.
  • the air intake pipe 18 provides fresh air intended to feed combustion in the internal combustion engine 14.
  • the gas exhaust pipe 20 is in fluid flow communication with the internal combustion engine 14, and channels exhaust gas products out of the automotive vehicle 10.
  • a fluid is stored in a fluid tank 22.
  • the fluid is a urea aqueous solution.
  • a urea aqueous solution comprises a freezing point at -10°C.
  • the fluid comprises water.
  • the fluid is sucked from the tank 22, and pressurized toward the internal combustion engine 14 by a fluid pump 24.
  • the fluid pump 24 is adapted to pressurize fluids.
  • the fluid pump 24 is adapted for pressurizing the fluid at 5 bars or more.
  • the internal combustion engine system 12 includes temperature measuring means.
  • the temperature measuring means include an outer thermometer 26 adapted to measure the air temperature outside the automotive vehicle 10.
  • the temperature measuring means include also an inner thermometer 28 adapted to measure a system temperature of the internal combustion engine system 12.
  • the inner thermometer 28 is adapted to measure gas temperature in the gas exhaust pipe 20.
  • the temperature measuring means may comprise further temperature sensors.
  • the internal combustion engine system 12 comprises at least one fluid injector 30, preferably several fluid injectors 30.
  • the fluid injectors 30 comprise at least one fluid injector 30 equipping the air intake pipe 18 in order to inject water therein.
  • the fluid injectors 30 comprise at least one fluid injector 30 equipping the gas exhaust pipe 20 in order to spray the urea aqueous solution therein.
  • Each or at least one fluid injector 30 comprises body with a seat passage and a closing element therein which is adapted to open or close the seat passage; thereby allowing or preventing injection of fluid pressurized by the pump 24.
  • the closing element may be a pintle. It may generally be a movable element mating with the seat passage.
  • the fluid injector 30 may be configured such that the fluid pressure urges the closing element toward the opening direction.
  • Such a fluid injector 30 is well known by the skilled person; such that its functioning will not be detailed further.
  • the fluid injector 30 further comprises an actuation coil; also designated as solenoid; adapted to generate a magnetic field actuating the closing element upon application of an injection current or actuation current. Due to its electric resistance, the actuation coil heats when it is powered by a current. By thermal conduction, applying a heating current to the actuation coil heats the body, and the fluid injector 30 as a whole. This also heats the fluid contained in said fluid injector 30. This heating phenomenon is intended to enable deicing, to avoid freezing of the fluid flowing through or enclosed in the fluid injector 30.
  • the automotive vehicle 10 comprises a fuel tank and a fuel pump (not illustrated) delivering fuel to the internal combustion engine 14.
  • the fuel pump is separate and distinct form the liquid pump 24.
  • the liquid pump 24 may be an auxiliary pump.
  • the system 10 further comprises an electronic control unit 40 (ECU).
  • the electronic control unit 40 controls the current applied to the actuation coil.
  • the electronic control unit 40 is configured to control the application of an injection current to the actuation coil in order to open the fluid injector 30, and to perform an injection event.
  • the electronic control unit 40 is configured to control a first heating current and a second heating current; at least.
  • the electronic control unit 40 may be a computer, for instance a vehicle inboard computer.
  • the electronic control unit 40 comprises a processor 42 and a memory 44 adapted to store a computer program.
  • the computer program comprises instructions which, when executed by the computer and/or the electronic control unit 40, cause the internal combustion engine system 12 to carry out the injection method in accordance with the invention.
  • the computer program may be stored on a flash memory.
  • the electronic control unit may comprise a programmable electronic card.
  • Figure 2 represents a diagram of a method for injecting a fluid in an internal combustion engine system.
  • the injecting a fluid in an internal combustion engine system may correspond to the one as described in relation with figure 1.
  • the method comprises the following steps, for instance executed in the sequence as listed below:
  • the step of measuring 100 an ambient air temperature may be initiated upon ignition of the internal combustion engine, or at a given time interval from switching on of the automobile vehicle.
  • the method is executed provided ambient air temperature is colder than the second temperature threshold.
  • each of the first heating current, the second heating current and the injection current comprise current pulses.
  • the current pulses are heating pulses which contribute to heat the fluid injector through its actuation coil.
  • the current pulses are separated by current cuts, where the intensity becomes null.
  • the actuation coil notably the fluid injector, does not heat. Its temperature remains constant or decreases depending on the environment temperature.
  • At least one of the first heating current and the second heating current comprise a constant current.
  • the step of heating 102 the actuation coil with the first heating current comprises a first intensity peak equal to a maximum intensity of the injection current.
  • the maximum intensity of the injection current uses the maximum power of the power supply of the internal combustion engine system. This implies that the first intensity peak uses the maximum power available in the electric feeding circuit. Heating is thereby more efficient.
  • the step of heating 102 the actuation coil with the first heating current may generally be a step of pre-heating.
  • the first heating current comprises a hold intensity at an intensity level between the intensity peak and the second heating intensity.
  • the first intensity peak comprises a gradual intensity increase up to the maximum intensity of the injection current. This intensity increase is a function of a constant ratio and of time. The gradual intensity increase comprises a constant intensity increase ratio until the maximum intensity of the injection current, and until the first intensity peak.
  • the hold intensity of the first heating current represents from 90% to 50% of the maximum intensity of the injection current, respectively the first intensity peak; preferably from 80% to 60% of the maximum intensity of the injection current, respectively the first intensity peak.
  • heating is at higher level than a hold current of the injection current. This facet of the invention promotes heating.
  • the first heating current comprises first heating pulses. After the step of comparing 106, if the system temperature is lower than the first temperature threshold, the first heating pulses comprise a constant heating intensity; if the system temperature is of at least the first temperature threshold, each of the first heating pulses comprise a decreasing heating intensity.
  • the system temperature is an injector temperature or an exhaust temperature.
  • the exhaust temperature is an exhaust gas temperature, or an exhaust pipe temperature.
  • the first heating pulses optionally comprise a variable pulse width which increases over time.
  • the step of heating the actuation coil with the first heating current comprises a fixed time duration after which the step of pressurizing and the step of heating the actuation coil with the second heating current are executed; and/or the injection current comprises a series of injection pulses at an injection frequency, and the second heating current comprises a second series of second heating pulses at a second frequency which is smaller than the injection frequency.
  • the fuel pump is disabled. It is cut.
  • the fuel pump is disabled.
  • the second heating intensity represents at most 80% of the injection intensity, preferably at most 50% of the injection intensity.
  • the injection intensity may exhibit intensity variation during injection.
  • the second heating intensity may be of at most 80% of the minimum intensity of the injection intensity, preferably of at most 50% of the minimum intensity of the injection intensity. The difference between the injection intensity and the second heating intensity provides a safety margin in order to avoid unexpected injection by the fluid injector, while ensuring heating.
  • Figure 3 provides a temporal graph superposing the injection current IC, the first heating current HC1, the second heating current HC2 as applied to the actuation coil of the fluid injector as described in figure 1.
  • the injection current IC and the heating current each comprise heating pulses.
  • the injection period IPE of the injection current IC is shorter than the heating period(s) HP of the heating currents HC1 and HC2, which are optionally equal.
  • the injection period IPE may be a first period defined by the engine throttle; and the heating period HPE may generally correspond to a second period.
  • the injection period IPE defines an injection frequency which is higher than the heating frequency.
  • the injection period IPE varies when the engine throttle changes.
  • the second heating current comprises a second series of second heating pulses at a second frequency which is smaller than the injection frequency, preferably at least ten times smaller than the injection frequency. The computation and the control of the heating current is easier.
  • the injection pulses of the injection current IC comprise current peaks raising at 1.1 A, and a hold current at about 0.42 A.
  • the current peak lasts about 3 ms to 5 ms.
  • the injection period IPE may be of about 250 ms.
  • the injection pulse width may be of at most 20%, preferably at most 5%.
  • Figure 4 offers a comparison of different pulse widths for the first heating current HC1.
  • the heating period HPE of the first heating current HC1 is set to 1 s. However, other durations may be selected.
  • the fluid injector is heated with first a series of heating pulses which comprise a first pulse width PW1.
  • the first pulse width PW1 may be of 40%, or more generally between 30% to 60%.
  • the first pulse width PW1 is higher than the injection pulse width.
  • a pulse width is defined as a proportion of the pulse duration over the whole period between two subsequent pulse starts.
  • the first heating pulses of the first heating current HC1 may comprise a constant intensity.
  • these first heating pulses reach 0.9 A.
  • the selected first pulse width PW1 allows a gentle heating of the fluid injector, thereby mitigating the thermal shock risk.
  • a pulse width modulation is applied.
  • the pulse width increases up to a second pulse width PW2.
  • the first heating pulses become longer.
  • the second pulse width PW2 may be of 80%, or more generally between 70% and 90%.
  • Figure 5 presents different profiles of first heating pulses HPU1 of the first heating current HC1.
  • the first heating current HC1 comprises first heating pulses HPU1 (only one represented) with different pulse profiles depending on the injector temperature, or more generally a system temperature. If the system temperature is lower than the first temperature threshold, the first heating pulse HP1 comprises a constant current value equal to the injection current.
  • each of the first heating pulses comprises a current peak CP and a hold current HC; which are respectively a heating current peak and a heating hold current.
  • the hold current HC comprises a first hold intensity Hll and follows the current peak CP which comprises a first intensity peak I Pl.
  • the hold current HC may be lower than the peak current PC.
  • the first hold intensity Hll may be lower than the maximum intensity of the injection current, and thus of the current available in the electric circuit of the system.
  • the first intensity peak IP1 is higher than the first hold intensity Hll.
  • Figure 6 presents a comparison of the different current levels of the current pulses of the injection current IC, of the first heating current HC1 and of the second heating current HC2.
  • the injection pulse IP lotted with a dotted line
  • the injection current IC is represented with a same duration, notably a same period, as the first heating pulse HPU1 of the first heating current HC1 and the second heating pulse HPU2 of the second heating current HC2.
  • Both of the injection pulse IP and the first heating pulse HP1 comprise a current peak CP at the first intensity peak IP1 and/or the maximum intensity of the injection current IC. They may have a same intensity value of 1.1 A. In practice their time durations differ. As apparent from the present figure, the injection pulse IP and the first heating pulse HP1 comprise a hold current.
  • the hold current HC of the injection pulse IP is intended to keep the fluid injector in an open position during a predefined duration in order to inject a targeted quantity of fluid depending on the fluid pressure.
  • the hold current HC of the injection pulse IP comprises an injection hold intensity IHI which is the lowest level of the injection pulse.
  • the hold current HC of the first heating current HC1 comprises a first holding intensity Hll which is higher than the injection hold intensity IHI of the injection pulse IP. Then, heating is increased and freezing is avoided.
  • the second heating current HC2 comprises a second heating intensity HI2 which reaches an intensity of 0.3 A, for instance.
  • the second heating current HC2 is lower than the injection current IC. More precisely, the second heating intensity HI2 is lower than the injection hold intensity IHI.
  • the injection hold intensity IHI comprises an intensity level which, at least, maintains open the fluid injector.
  • the injection hold intensity IHI is between the first holding intensity Hll and the second heating intensity HI2.
  • the second heating current HC2 allows heating while staying at distance from intensity conditions at which opening and injection occurs through the fluid injector. Then, uncontrolled injection is prevented while countering the effects of low temperatures. This enlarges the functionality range of the fluid injector.
  • Figure 7 is a temporal graph comparing temperatures of a controlled first heating phase (plotted with a dotted line) and a non-controlled first heating phase (plotted with a solid line).
  • the time (t) is illustrated at the abscissa axis
  • the temperature (T) is illustrated at the ordinate axis.
  • the first heating phase is followed by a second heating phase with a lower heating intensity when pressure is established. This lower heating intensity is inferior to the injection intensity in order to keep closed the fluid injector.
  • the first heating phase is controlled by the current peaks CP
  • the second heating phase is controlled by the hold currents HC.
  • the hold currents HC follows the current peaks CP, and may result in different temperature profiles depending on the applied current peak CP.
  • the temperature profile resulting from the current peak CP exhibits a sudden temperature rise at the beginning of the first heating pulse HPU1.
  • the temperature profile resulting from the current peak CP comprises a gradual heating increase up to an injection point.
  • the injection point is obtained by means of the injection current, preferably reaching the maximum intensity of the injection current (not illustrated) or the first intensity peak I Pl.
  • the gradual temperature increase comprises a substantially constant temperature increase ratio over time. This ratio is applied until reaching the maximum of the injection current and/or of the first heating current HC1.
  • the temperature of the first heating current HC1 follows a straight temperature ramp TR (illustrated with a chain dotted line). Then, temperature is steadily increasing. This offers a compromise between high temperature and thermal shock management.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention fournit un procédé d'injection d'un fluide dans un système de moteur à combustion interne comprenant : un moteur à combustion interne ; un conduit ; un injecteur de fluide d'un fluide dans le conduit ou dans le moteur à combustion interne, l'injecteur de fluide comprenant : une bobine d'actionnement ; et une pompe à fluide mettant sous pression le fluide. Le procédé comprend les étapes consistant : à chauffer (102) la bobine d'actionnement avec un premier courant de chauffage comprenant une première intensité de chauffage ; puis à mettre sous pression (108) le fluide à une pression d'injection avec la pompe à fluide ; à chauffer (110) la bobine d'actionnement avec un second courant de chauffage comportant une seconde intensité de chauffage ; puis à injecter (112) un fluide à travers l'injecteur de fluide en alimentant la bobine d'actionnement avec une intensité d'injection d'un courant d'injection ; la seconde intensité de chauffage étant inférieure à l'intensité d'injection afin de maintenir fermé l'injecteur de fluide pendant l'étape de chauffage de la bobine d'actionnement avec le second courant de chauffage.
EP23838130.5A 2022-12-30 2023-12-27 Procédé d'injection d'un fluide et système d'injecteur pour un moteur de véhicule Pending EP4643000A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB2219857.6A GB2625827B (en) 2022-12-30 2022-12-30 Method for injecting a fluid and injector system for a vehicle engine
PCT/EP2023/087850 WO2024141558A1 (fr) 2022-12-30 2023-12-27 Procédé d'injection d'un fluide et système d'injecteur pour un moteur de véhicule

Publications (1)

Publication Number Publication Date
EP4643000A1 true EP4643000A1 (fr) 2025-11-05

Family

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Application Number Title Priority Date Filing Date
EP23838130.5A Pending EP4643000A1 (fr) 2022-12-30 2023-12-27 Procédé d'injection d'un fluide et système d'injecteur pour un moteur de véhicule

Country Status (5)

Country Link
EP (1) EP4643000A1 (fr)
KR (1) KR20250129727A (fr)
CN (1) CN120435616A (fr)
GB (1) GB2625827B (fr)
WO (1) WO2024141558A1 (fr)

Families Citing this family (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN119222071B (zh) * 2024-10-15 2026-01-30 浙江吉利控股集团有限公司 混合燃料的预热方法、输送方法、预热系统及汽车

Family Cites Families (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4886032A (en) 1988-11-22 1989-12-12 Chrysler Motors Corporation Fuel injector heating method
US5201341A (en) * 1991-03-19 1993-04-13 Nippon Soken, Inc. Electromagnetic type fluid flow control valve
GB2307513A (en) * 1995-11-25 1997-05-28 Ford Motor Co Solenoid fuel injector with heating
JP2000345916A (ja) * 1999-06-03 2000-12-12 Toyota Motor Corp 気体燃料噴射装置
JP2009531602A (ja) * 2006-03-28 2009-09-03 コンティネンタル オートモーティブ システムズ ユーエス， インコーポレイティッド 燃料インジェクタをアクチュエートおよび加熱するためのコイル
DE102007017459B4 (de) * 2007-04-03 2018-06-14 Robert Bosch Gmbh Verfahren zur Dosierung von Reduktionsmittel zum Abgas eines Verbrennungsmotors und Steuergerät
US20130275025A1 (en) 2012-04-11 2013-10-17 Delphi Technologies, Inc. System and method for controlling a heated fuel injector in an internal combustion engine
US9587604B2 (en) 2014-03-19 2017-03-07 Delphi Technologies, Inc. Method for controlling a fuel heater
US9689293B2 (en) * 2014-08-19 2017-06-27 Continental Automotive Systems, Inc. Reductant delivery unit for automotive selective catalytic reduction with optimized fluid heating
GB2545674B (en) * 2015-12-21 2021-03-31 Bamford Excavators Ltd Dosing module

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Publication number Publication date
GB2625827B (en) 2025-03-26
GB2625827A (en) 2024-07-03
CN120435616A (zh) 2025-08-05
GB202219857D0 (en) 2023-02-15
KR20250129727A (ko) 2025-08-29
WO2024141558A1 (fr) 2024-07-04

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