• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to an engine assembly and related method comprising an internal combustion engine (1) fluidly connected to an intake manifold (3) and an exhaust line (4), an EGR conduit (11) for recirculating exhaust gas (A) into the intake manifold (3), and wherein the motor assembly comprises a reformer (6) for steam reforming with a catalyst (8) and an evaporator (7), the catalyst (8) being arranged in the EGR conduit (11) reformed fuel is passed together with recirculated exhaust gas into the internal combustion engine (1). The object of the invention is to improve the processes in the reformer (6) and thus to increase the efficiency. This is inventively achieved in that at least one heat exchanger (4c) is provided, wherein at least the catalyst (8) of the reformer (6) via the at least one heat exchanger (4c) through the exhaust gas (A) of the internal combustion engine (1) is heated.
    公开号:AT521165A4
    申请号:T501452018
    申请日:2018-02-15
    公开日:2019-11-15
    发明作者:Ing Marko Certic Dipl；Paul Kapus Dr；Ing Dipl (Fh) Michael Reissig；Santos Rafael；Hindi Gustavo
    申请人:Avl List Gmbh；Fca Fiat Chrysler Automoveis Brasil Ltda；
    IPC主号:
    专利说明:

    The invention relates to an engine arrangement with an internal combustion engine, which is connected in terms of flow with an inlet line and an exhaust line, an EGR line being provided for returning exhaust gas into the inlet line, and the motor arrangement having a reformer for steam reforming with a catalytic converter and an evaporator, the catalytic converter being arranged in the EGR line such that reformed fuel is fed into the internal combustion engine together with recirculated exhaust gas.
    Furthermore, the invention relates to an associated method for operating an engine arrangement with an internal combustion engine, which is supplied by an intake line and has an exhaust line for directing exhaust gases, exhaust gases from the exhaust line being returned to the inlet line with an EGR line and fuel in a reformer is reformed and this fuel is evaporated by an evaporator and is subsequently catalytically reformed in a catalyst of the reformer.
    Such methods and the associated device are known from the prior art. Typically, a fuel conversion reformer is used to improve its caloric properties and thus increase the efficiency of an internal combustion engine through heat recovery from exhaust gas.
    In addition, it is known that by increasing the concentration of hydrogen in the reformed fuel, a burning rate and / or burning time and the stability of the combustion in the cylinders are increased and a duration of the injection is reduced. In engine arrangements known from the prior art, the hydrogen required is obtained by catalytically reforming fuel. Such a reformer is heated directly via warm, recirculated exhaust gas. However, it has been found that the amount of hydrogen obtained in this way is not sufficient to increase efficiency sufficiently.
    Although processes known from the prior art make it possible to produce the hydrogen necessary for increasing efficiency by reforming fuel, EGR rates are limited to approximately 20% to 30%.
    / 30
    Since with known engine configurations of gasoline engines, the combustion during engine operation deteriorates at higher EGR rates, which is why a further increase in efficiency is no longer possible.
    In connection with the present invention, EGR means a device for exhaust gas recirculation (also EGR: Exhaust Gas Recirculation).
    The object of the present invention is to improve the processes in the reformer and thus to maximize an increase in efficiency.
    This object is achieved according to the invention by an engine arrangement mentioned at the beginning in that at least one heat exchanger is provided, at least the catalyst of the reformer being heated by the exhaust gas of the internal combustion engine via the at least one heat exchanger.
    As a result, the endothermic reaction in the catalyst can be supplied with sufficient energy and this runs more stably, as a result of which an effect of energy recovery is maximized. Furthermore, the amount of reformed fuel can be increased via the reformer by supplying energy. This further increases the hydrogen content and increases the efficiency of the entire engine arrangement. In the context of the invention, it has been found that processes in a reformer can be influenced directly by designing and arranging a catalyst. A particular effect is that the reforming of the fuel increases the tolerance for EGR in the engine arrangement. This enables the EGR rate to be increased from approximately the current limit of 30% to up to 45%. In a particularly favorable method, the EGR rate is therefore more than 30% and up to 45% and preferably between 40% and 45%. This increase in EGR rate is directly dependent on an amount of hydrogen generated by reforming. By using the system heat, the arrangement according to the invention allows enough fuel to be produced for the production of hydrogen. The fuel which is supplied to the catalytic converter is in the form of a gaseous fuel or vaporous fuel, for example in the form of gaseous gasoline or ethanol. As a result of the inventive design of the engine arrangement, on the one hand the fuel which is fed to the reformer is upgraded by increasing the calorific value and on the other hand a concentration of hydrogen is improved.
    / 30
    It is advantageous if the exhaust line is connected to the evaporator and / or at least the catalyst of the reformer for heat exchange, the heat exchanger being arranged in the exhaust line. The at least one heat exchanger is arranged in particular in the exhaust line, with exhaust gas being conducted over a warm side of the heat exchanger. The cold side of the heat exchanger is connected to the reformer or catalyst and / or the evaporator for heat transfer to these elements. The reform process in the reformer or
    The catalyst is endothermic, which means that a temperature drops in the direction of flow over a length of the catalyst. This is expected and is even desirable: the further the temperature drops, the better the efficiency increase. It is therefore advantageous that the downstream part of the catalytic converter is heated more by heat transfer.
    It is particularly advantageous that the heat of the exhaust gas is used to a large extent or almost completely in order to at least optimize the reforming. A typical catalytic converter only works from a temperature in the range from approximately 300 ° C. to 450 ° C., in particular from 350 ° C. to 400 ° C., which means that fuel can also only be reformed at such a temperature. In order to reform fuel or a water-fuel mixture completely or almost completely, temperatures of up to about 950 ° C. are necessary. In order to optimize the reforming process, i.e. to generate as much hydrogen as possible, it is therefore necessary to generate high temperatures in the reformer. In contrast to solutions known from the prior art, a temperature of the recirculated exhaust gas is not sufficient for this. Although this enters the EGR line at a temperature of around 600 ° C, it cools down to around 400 ° C at the latest in the reformer.
    It is particularly advantageous if the heat exchanger arranged in the exhaust line exclusively heats the reformer with the catalyst or brings it to a predetermined operating temperature.
    According to the invention, the EGR line can comprise two EGR sub-lines. A first EGR sub-line forms the part via which recirculated exhaust gas is conducted into the evaporator or into the reformer. The first EGR sub-line is arranged upstream of the evaporator or the reformer. A second EGR sub-line is arranged downstream of the reformer. In this, both the recirculated exhaust gas and the evaporated and reformed fuel or a vaporized or reformed water / fuel mixture are returned to the internal combustion engine. If the heat exchanger in the exhaust line is arranged and / or designed exclusively for heating the reformer or catalyst, it may be advantageous if a further heat exchanger is provided. This can advantageously be arranged with a warm side in the second EGR sub-line, that is to say downstream of the reformer, and is designed for heat transfer to the evaporator. The evaporator does not need as high an operating temperature as the reformer, depending on a fuel or water-fuel mixture to be evaporated, which is why the heat transfer from the EGR line is sufficient. All of the heat from the exhaust line can thus be transferred to the catalyst of the reformer. In principle, however, it can also be favorable if both the heat exchanger arranged in the exhaust line and the further heat exchanger transfer heat to the evaporator. By using the waste heat from the exhaust gas or the recirculated gas in the EGR line, the gas emerging from the evaporator is kept at the maximum possible temperature - also at the entry into the catalytic converter. This maximizes energy recovery.
    According to the invention, it can also be advantageous if the evaporator is arranged in the EGR line downstream of the catalytic converter. This is particularly advantageous since the evaporator then does not have to be heated or only has to be heated slightly since a temperature difference is negative. In principle, it can also be provided that recirculated exhaust gas is passed in part to the catalytic converter and in part to the evaporator.
    It is expedient if the evaporator is connected to the flow with a fuel source, a portion of a fuel (AK) being able to be supplied to the evaporator. In particular, about 15% to 35%, preferably about 20% to 30%, particularly preferably 25% or 30%, of a total amount of fuel is fed to the evaporator. As a result, the amount of fuel that is fed directly to the internal combustion engine is reduced by this amount. It can be advantageous if at least one valve is provided for controlling a fuel supply to the evaporator. In the evaporator, the fuel is in particular completely or almost completely evaporated, so that the fuel is gaseous downstream of the evaporator and can be supplied to the reformer and / or catalyst. In addition, it can be advantageous if a temperature of the gaseous fuel is increased even further upstream or in the catalytic converter. The gaseous fuel is overheated, for which purpose a superheater is arranged.
    In order to optimize the evaporation process or a steam reforming, it can be provided that the evaporator is connected to the flow with a water source, so that water and fuel can be evaporated together as a fuel-water mixture. The steam reforming is thus further optimized, since more steam with a sufficient temperature is thus present in the EGR line, which is why more hydrogen can be generated at the output of the reformer, which further increases efficiency. This also avoids disadvantages which sometimes occur in an evaporation process and / or reforming process, in particular soot formation. It is expedient if fuel and water are mixed with one another in a predetermined ratio and / or at predetermined times. It can either be provided that the fuel and the water are mixed with one another upstream or that they are introduced into the evaporator separately from one another.
    It is advantageous if the evaporator is structurally separate from the reformer with the catalyst such that they are arranged in different lines. Nevertheless, it is advantageous if the evaporator and the catalyst are arranged in a common shell or jacket, which is referred to as a reformer. In particular, a supply line is provided for directing vaporized fuel or vaporized fuel-water mixture to the reformer.
    It is particularly advantageous if the reformer with the catalyst is arranged in the EGR line, but the evaporator is not arranged in the EGR line. However, it is important that the evaporator is arranged upstream of the reformer with respect to the fuel supply. Downstream of the evaporator, the evaporated fuel or the evaporated fuel-water mixture is then introduced into the EGR line or directly into the evaporator arranged in this EGR line with the catalyst.
    However, it can also be advantageous if the reformer with the catalyst and the evaporator are arranged in the EGR line. The reformer is with the / 30
    Catalyst arranged downstream of the evaporator, with both fuel, possibly water and recycled water flowing through both the evaporator and the reformer. For this purpose, it can in principle also be provided that the evaporator and the reformer with the catalyst are designed as a common component or are arranged in a common shell, that is to say the reformer comprises a catalyst and an evaporator. In particular, it is not necessary to heat the evaporator using its own heat transfer. A temperature of the recirculated exhaust gas in the EGR line is usually sufficient to evaporate the fuel supplied to the evaporator. On the contrary, a heat exchange between an evaporator arranged in the exhaust line and an evaporator arranged in the EGR line would lead to heat transfer from the evaporator or the fuel to the heat exchanger or exhaust line, since the exhaust gas generally has a lower temperature than the recirculated exhaust gas ,
    In all embodiments, it is expedient if the reformer with the catalyst is designed as a catalytically coated reformer. The reformer is at least partially coated with a catalytic material. As a result, fewer components are required, which saves space in the entire motor arrangement. The catalytic material enables the reforming of the fuel or the water-fuel mixture.
    It is advantageous if an EGR cooler is connected to the evaporator for heat exchange, the EGR cooler being arranged in the EGR line downstream of the reformer and designed as a further heat exchanger. The heat from the EGR cooler can in particular be used directly to heat the evaporator. The EGR cooler advantageously forms the further heat exchanger mentioned above, which means that no separate component is necessary. The EGR cooler is located in the second EGR sub-line.
    It is also advantageous if the at least one heat exchanger is designed for heat exchange with the catalyst of the reformer and / or the evaporator and is arranged in the flow direction after at least one device for exhaust gas purification in the exhaust line. This means that the exhaust gas flows through the heat exchanger as the last element in the direction of flow. The total heat of the exhaust gas can therefore be used to heat the reformer, catalyst or evaporator before it is released into the environment.
    It is expedient for a fuel line to flow into the EGR line downstream of the evaporator in the reformer, so that exhaust gas and vaporized fuel are mixed. This means that fuel is supplied via the fuel line upstream of the evaporator, and fuel evaporated downstream of the evaporator is mixed with recirculated exhaust gas and fed to the reformer, which is arranged in the EGR line. However, it can also be provided that the fuel line and the EGR line are brought together upstream of the evaporator. The recirculated exhaust gas is evaporated together with the fuel and then reformed.
    According to the invention, the internal combustion engine can be designed as a Millermotor or Atkinson engine. It is particularly favorable if it is designed as a miller motor. Simulations have shown that a particular increase in efficiency for the engine arrangement can be achieved if the internal combustion engine according to the invention operates according to the Miller cycle, that is to say that intake valves of the internal combustion engine close early in the intake cycle and the geometric compression ratio of the engine between 11 and 14. in particular between 12 and 13, particularly preferably around 11.5. The motor arrangement according to the invention is particularly advantageous in a miller motor. When using ethanol as fuel, the compression ratio can be around 15. An EGR rate is particularly significantly increased by the addition of hydrogen to the recirculated exhaust gas. In the context of the invention, an Atkinson engine is understood to mean an engine that operates in a cycle in which the inlet valves close late, whereas a Miller engine is understood to mean an engine with early-closing inlet valves. By using a motor arrangement according to the invention in a miller motor, the requirements according to which a miller cycle requires geometric compression can be met. By reforming in combination with a cooled EGR line, a further increase in compression is possible and sensible.
    / 30
    These simulations also showed that it is particularly beneficial for the efficiency if the internal combustion engine has a water injection which is designed as an intake manifold injection, as a direct injection into a combustion chamber or as a water injection into the EGR line.
    In order to further increase the efficiency, it is favorable if a turbine is arranged in the exhaust line, which is preferably arranged upstream of the device for exhaust gas purification.
    In order to keep the pressure level in the exhaust gas for the reformer, it is advantageous if the EGR line branches off the exhaust line in front of the turbine.
    This particular engine arrangement can ideally be implemented with ethanol or petrol as the fuel. Part of it, advantageously about 30%, is then evaporated and catalytically reformed as described above.
    The further goal is achieved if, in a method mentioned at the beginning, at least the catalyst of the reformer is heated by the exhaust gas of the internal combustion engine.
    In the method according to the invention, it is particularly advantageous that the heat of the exhaust gas is used to at least heat the reformer with catalyst to a predetermined operating temperature. As a result, not only energy, which is usually unnecessarily released into the environment, is used by at least one heat transfer. Instead, a reforming process is optimized in such a way that enough hydrogen is generated to achieve extremely high EGR rates.
    All of the effects, effects and advantages given for the motor arrangement also apply to the method according to the invention, which is why a repetition of the same is largely avoided.
    In order to provide sufficient reactants for the fuel, it is expedient if the reformer's evaporator is connected to a water source, so that water and fuel are evaporated together in the evaporator and then passed together into the internal combustion engine / 30 in a corresponding process. This can significantly increase the proportion of hydrogen in the reformed gas.
    The reformer is arranged in the EGR line and in the associated process, part of the exhaust gas is passed through the EGR line into the reformer and the exhaust gas is mixed with evaporated fuel after the evaporator and the catalyst of the reformer becomes part of the heat of the exhaust gas in the EGR line is heated. However, in order to bring the catalyst to an operating temperature at which enough fuel is reformed to provide enough hydrogen, at least the fuel which is supplied to the evaporator and the catalyst is passed over a cold side of at least before entering the catalyst of the reformer arranged in the exhaust line arranged heat exchanger. In terms of the method, it is consequently provided that the recirculated exhaust gas in the EGR line is conducted upstream of the catalytically coated reformer arranged in the EGR line via the heat exchanger arranged in the exhaust line. The heat of the exhaust gas is transferred to the recirculated exhaust gas, which subsequently brings the catalytically coated reformer to the necessary operating temperature. In addition, it can also be advantageous if the part of the fuel which is fed to the evaporator is also conducted upstream of the evaporator via the heat exchanger. For this, the heat exchanger can be designed as a 3-way heat exchanger. The fuel evaporated by this heat is then reformed in the warm catalytic converter. Alternatively, it can also be provided that the fuel which is fed to the evaporator is conducted downstream of the evaporator via a further heat exchanger. This further heat exchanger is arranged in particular in the EGR line downstream of the reformer and is designed as an EGR cooler.
    A special side effect is that reforming the fuel increases the tolerance for EGR in the engine assembly. As a result, the EGR rate can be increased from around 30%, which currently represents an upper limit, to up to 45. In a particularly favorable method, the EGR rate is therefore more than 30% and up to 45% and preferably between 40% and 45%.
    In order to take advantage of adhering heat from places where they are undesirable, it is advantageous if an EGR cooler is used with the reformer's evaporator at / 30
    Heat exchange is connected and in an advantageous method an EGR cooler extracts heat from a gas in the EGR line and the heat is used for the reformer's evaporator. The same effect can be achieved if the exhaust line is connected to the evaporator for heat exchange and if the heat exchanger in the exhaust line extracts heat from the exhaust gas in the exhaust line and this heat is used for the catalytic converter and / or for the evaporator.
    A favorable arrangement - especially for heat exchange in order to maintain the highest possible temperature level - results if the EGR cooler (or the cooler) is arranged in the EGR line after the reformer.
    In order to optimize the process of reforming the fuel, a special embodiment provides that a fuel line flows into the EGR line downstream of the evaporator in the reformer and that exhaust gas and vaporized fuel are mixed in a corresponding process. This particularly supports the chemical process in the catalytic converter and promotes chemical conversion.
    According to the invention, it can be favorable if an EGR rate, a metering of fuel to the engine and / or to the reformer (evaporator and / or catalytic converter), a position (temporally in engine cycle) of the injection, settings on a turbocharger (waste gate or VTG position) and / or the use of secondary air can be optimized so that a quick warm-up of the reformer is ensured. Strategies are also possible that do not mean an increase in efficiency per se or even impair the efficiency of the system for the duration of the corresponding application (internal combustion engine and reformer). However, the advantage of this is that an application time of such a special company with the poorer efficiency is relatively short and afterwards an operation with an increase in efficiency is possible without restriction. Similar strategies can also be used to maintain an operating temperature of the reformer when the engine is already in operation. In principle, such strategies can also be combined with methods known from the prior art for heating a catalyst in a gasoline engine.
    Simulations have shown that a special increase in efficiency for the engine arrangement can be achieved if the internal combustion engine as / 30
    Miller engine is executed and works according to the Miller cycle, which means that the intake valves of the internal combustion engine close early in the intake cycle.
    A similar effect arises in a preferred embodiment, in which the internal combustion engine is designed as an Atkinson engine and operates according to the Atkinson cycle and intake valves of the internal combustion engine close late in the intake cycle.
    These simulations also showed that it is particularly beneficial for the efficiency if the internal combustion engine has a water injection which is designed as an intake manifold injection, as a direct injection into a combustion chamber or as a water injection into the EGR line.
    This particular engine arrangement and the method can ideally be implemented with ethanol or petrol as fuel and these can be reformed.
    An optimally executable method results if a part of the fuel is injected directly into the internal combustion engine and if the proportion of the fuel which is passed through the reformer is up to 30% and at least part of the remaining fuel is introduced directly into the internal combustion engine ,
    The invention is explained in more detail below with reference to the non-restrictive figures. Show it:
    1 shows a motor arrangement according to the invention in a first embodiment;
    2 shows a motor arrangement according to the invention in a second embodiment;
    3 shows a motor arrangement according to the invention in a third embodiment;
    4 shows a motor arrangement according to the invention in a fourth embodiment; and
    Fig. 5 shows a reformer of the first, second, third and fourth embodiment in a schematic representation.
    A motor arrangement according to the invention in a first embodiment, as shown in FIG. 1, basically has an internal combustion engine 1 which is supplied with fuel K / 30. For combustion, charge air L is conveyed into the internal combustion engine 1 via an inlet duct 3. In the embodiment shown, the inlet line 3 has a hot-film air mass meter 3a, a compressor 3b, a charge air cooler 3c and a valve 3d, through which the charge air L flows in the order mentioned and thus reach the internal combustion engine 1.
    Exhaust gas A from the internal combustion engine 1 is transported away via an exhaust line 4. In the embodiment shown, the exhaust line 4 has a turbine 4a, a device for exhaust gas purification 4b and a device for heat exchange 4c, through which exhaust gas A flows in succession and which are arranged in succession in the exhaust line 4. The turbine 4a and the compressor 3b are mechanically connected to one another by, for example, a shaft 5, which is shown in broken lines in FIG. 1. This assembly with turbine 4a, compressor 3b and the mechanical connection through shaft 5 represents a typical exhaust gas turbocharger.
    In addition to these components, a reformer 6 is provided, which has an evaporator 7 and a catalyst 8. Furthermore, an EGR line 11 is provided for returning the exhaust gas A from the exhaust line 4 into the inlet line 3. An EGR cooler 11a and an EGR valve 11b are arranged in the EGR line 11 of the reformer 6. The exhaust gas A flows into the reformer 6 and passes through the catalytic converter 8. A portion AK of the fuel 2 (with or preferably without additionally added water) of the up to 30% of the total fuel injected into the internal combustion engine 1 at this time is also in the Reformer 6 headed. This portion AK of the fuel passes through the evaporator 7, evaporates here and is then mixed with the exhaust gas A of the EGR line 11. This mixture is fed into the catalyst 8 and undergoes a chemical reaction. The reformed gas G containing the reformed fuel is further guided and cooled in the EGR line 11 by the EGR cooler 11a, and the mass flow of the reformed gas G is controlled by the EGR valve. The reformed gas G then flows into the inlet duct 3 and is added to the charge air L and passed into the internal combustion engine 1.
    This engine arrangement uses a combined method for additional heating of the catalytic converter 8 by the exhaust gas A in the EGR line 11 and by / 30 the heat of the exhaust gas A in the exhaust system 4: The heat exchange device 4c transfers heat Q1 from the exhaust gas A to the catalytic converter 8 transferred and an endothermic reaction is supported by the additional heat Q1. The catalyst 8 is thus heated and an ongoing chemical reaction in the catalyst 8 is supplied with additional energy.
    The amount of fuel K which is reformed via the reformer 6 with or without water is advantageously up to 30%. The proportion of the fuel K which is injected directly into the internal combustion engine 1 without prior reforming is therefore more than 70%.
    The EGR line 11 has a first EGR sub-line 12 and a second EGR sub-line 13. Recirculated exhaust gas A is fed into the reformer 6 via the first EGR sub-line 12. The first EGR sub-line 12 is arranged upstream of the reformer 6. The second EGR sub-line 13 is arranged downstream of the reformer 6. In this, both recirculated exhaust gas A as well as evaporated and reformed fuel or an evaporated or reformed water-fuel mixture are returned to the internal combustion engine 1.
    Subsequently, components with the same function are given the same reference numerals and only the differences between the individual versions are explained.
    2 shows a second embodiment of the engine arrangement for reforming the fuel K, which brings about a further improvement in the efficiency. As in the first embodiment, a device for heat exchange 4c is provided in the exhaust line 4. This is also arranged after the exhaust gas purification device 4b. In addition, in this embodiment, the reformer 6 is also arranged in the EGR line 11 as in the first embodiment.
    The catalytic converter 8 is heated via the heat exchange device 4c with the additional heat Q1 and via the heat of the exhaust gas A in the EGR line 11.
    A further improvement can be achieved if the EGR cooler 11a also serves to supply heat to the reformer 6. A second heat flow Q2 is conducted from the EGR cooler 11a to the evaporator 7 and the heat of the heat flow / 30
    Q2 used to evaporate the fuel AK. A third heat flow Q3 is also conducted by the heat exchange device 4c to the evaporator 7 of the reformer 6 and used to evaporate the fuel AK.
    Versions are also possible in which the second heat flow Q2 or the third heat flow Q3 is not used for the evaporator.
    FIG. 3 shows a third embodiment in which the mass flows from the first EGR sub-line 12 and the fuel line meet in another way: the first EGR sub-line 12 leads the exhaust gas into the catalytic converter 8. The proportion of the fuel AK is in the Evaporator 7 evaporates and introduced into the first EGR sub-line 12. These two substances are reformed together in the catalytic converter 8 and passed as reformed gas G via the second EGR sub-line 13 through the EGR valve 11b and then via the EGR cooler 11a.
    The reformed gas G releases heat Q2 in the EGR cooler 11a to the evaporator 7. Furthermore, the evaporator 7 is supplied with heat Q2 via the device for heat exchange 4c in the exhaust line 4. This also gives off heat Q1 to the catalytic converter 8.
    In contrast to the first two versions, EGR valve 11b and EGR cooler 11a are interchanged in the EGR line 11.
    In a fourth embodiment, the catalytic converter 8 is additionally designed as a heat exchanger.
    5 shows the reformer 6 of the first, second, third and fourth embodiment. The reformer 6 has the catalyst 8 and the evaporator 7. The catalyst 8 is designed as a heat exchanger with a catalytic coating.
    The exhaust line 4 passes through the reformer 6 without coming into direct contact with the media for reforming. At least one partition is provided between the exhaust gas A in the exhaust line 4 and the media for reforming (the proportion of the fuel AK, the exhaust gas A in the EGR line and the reformed gas G).
    / 30
    The exhaust gas A of the exhaust line 4 forms the warm side of the heat exchanger with catalytic coating, the catalyst 8 and thus heats the catalyst 8. The exhaust gas A of the exhaust line 4 flows from the catalyst 8 further into the evaporator 7 and the heat of the exhaust gas A is used there Evaporation of the AK component of the fuel.
    The fraction AK of the fuel is fed into the reformer 6 from a fuel source (not shown in more detail) and evaporates there in the evaporator 7. After the evaporator 7, evaporated fuel VK flows into the EGR line 11 within the reformer 6.
    Furthermore, the EGR line 11 leads through the reformer 6. The vaporized fuel VK and the exhaust gas A of the EGR line 11 are mixed with one another in a mixing section M along the EGR line 11 within the reformer 6.
    The mixed gas (evaporated fuel VK with exhaust gas A) flows through the catalyst 8 designed as a heat exchanger and forms the cold side of the heat exchanger and is heated by the exhaust gas A in the exhaust line 4.
    The reformed gas G flows out of the reformer 6 after the catalytic converter 8 and has a better calorific value and a higher proportion of hydrogen and changed concentrations of the components compared to the composition before flow through the reformer 6.
    A reformer 6 of the first embodiment can have a very similar structure. The EGR line 11 and the mixing section M are missing, and the fuel is passed together with water from the evaporator 7 to the condenser 8, without prior mixing with exhaust gas A.
    All versions are intended to be operated with petrol or ethanol fuel and water injection is possible in all possible variations with all variants. Addition of water is absolutely necessary in the first version, since otherwise the fuel cannot be reformed. In the other versions 2 to 4, no addition of water to the fuel is necessary.
    / 30
    All versions can be used as Atkinson engines with internal combustion engines with early closing intake valves, as miller engines and with internal combustion engines with late closing intake valves.
    Simulations have shown that up to 30% of the fuel can be reformed. And in the third and fourth versions that use the combined method, heat recovery of 13% to 15% is possible, which contributes significantly to increasing the efficiency of the motor arrangement. The hydrogen obtained on board a vehicle can reach 0.4 kg / h in these versions, which corresponds to a concentration of up to
    4.5% in the combustion chamber of the internal combustion engine.
    In this context, extreme high tumble and plasma ignition can also serve to increase the stability of the combustion.
    Overall, it was found in the simulation that the efficiency could be increased by 12% by using the combined method as described in the third and fourth embodiment.
    权利要求:
    Claims (27)
    [1]
    1. Motor arrangement with an internal combustion engine (1) with a
    Inlet branch (3) and an exhaust branch (4) are connected to the flow, wherein an EGR line (11) is provided for returning exhaust gas (A) into the inlet branch (3), and the engine arrangement includes a reformer (6) for steam reforming with a Catalyst (8) and an evaporator (7), the catalyst (8) being arranged in the EGR line (11) in such a way that reformed fuel together with recirculated exhaust gas is fed into the internal combustion engine (1), characterized in that at least one heat exchanger (4c) is provided, at least the catalyst (8) of the reformer (6) being heated via the at least one heat exchanger (4c) by the exhaust gas (A) of the internal combustion engine (1).
    [2]
    2. Engine arrangement according to claim 1, characterized in that the exhaust line (4) with the evaporator (7) and / or at least the catalyst (8) of the reformer (6) is connected for heat exchange, the heat exchanger (4c) in the exhaust line ( 4) is arranged.
    [3]
    3. Motor arrangement according to claim 1 or 2, characterized in that the evaporator (7) is fluidly connected to a fuel source, wherein the evaporator (7) a portion of a fuel (AK) can be supplied.
    [4]
    4. Motor arrangement according to claim 1, 2 or 3, characterized in that the evaporator (7) is flow-connected to a water source, so that water and fuel can be evaporated together as a fuel-water mixture.
    [5]
    5. Motor arrangement according to one of claims 1 to 4, characterized in that the evaporator (7) is structurally separate from the reformer (6) with the catalyst (8), in particular a feed line for conducting vaporized fuel or vaporized fuel. Water mixture to the reformer (6) is provided.
    [6]
    6. Engine arrangement according to one of claims 1 to 4, characterized in that the reformer (6) with the catalyst (8) and the evaporator (7) are arranged in the EGR line (11).
    18/30
    [7]
    7. Motor arrangement according to one of claims 1 to 6, characterized in that the reformer (6) with the catalyst (8) is designed as a catalytically coated reformer.
    [8]
    8. Motor arrangement according to one of claims 1 to 7, characterized in that an EGR cooler (11b) is connected to the evaporator (7) for heat exchange, the EGR cooler (11a) in the EGR line (11) downstream in the flow direction the reformer (6) is arranged and is designed as a further heat exchanger.
    [9]
    9. Motor arrangement according to one of claims 1 to 8, characterized in that the at least one heat exchanger (4c) for heat exchange with the catalyst (8) of the reformer (6) and / or the evaporator (7) is formed and in the flow direction according to at least one Device for exhaust gas purification (4b) is arranged in the exhaust line (4).
    [10]
    10. Engine arrangement according to one of claims 1 to 9, characterized in that a fuel line in the flow direction after the evaporator (7) in the reformer (6) opens into the EGR line (11), so that exhaust gas (A) and evaporated fuel (VK ) are mixed.
    [11]
    11. Motor arrangement according to one of claims 1 to 10, characterized in that the internal combustion engine (1) is designed as a Millermotor or Atkinson engine.
    [12]
    12. Engine arrangement according to one of claims 1 to 11, characterized in that the internal combustion engine (1) has a water injection, which is designed as an intake manifold injection, as a direct injection into a combustion chamber or as a water injection into the EGR line (11).
    [13]
    13. Engine arrangement according to one of claims 1 to 12, characterized in that a turbine (4a) is arranged in the exhaust line (4).
    [14]
    14. Motor arrangement according to claim 13, characterized in that the turbine (4a) in the flow direction in front of the device for exhaust gas purification
    19/30 (4b) is arranged, in particular the EGR line (11) in front of the turbine (4a) branches off from the exhaust line (4).
    [15]
    15. Motor arrangement according to one of claims 1 to 14, characterized in that ethanol or gasoline is used as fuel (K).
    [16]
    16. A method for operating an engine assembly with an internal combustion engine (1), which is supplied by an inlet line (3) and an exhaust line (4) for conducting exhaust gases (A), with exhaust gases (A) from the exhaust line (4) an EGR line (11) is returned to the inlet line (3) and fuel (K) evaporates from an evaporator (7) and then in a catalyst (8) of a reformer (6) which is arranged in the EGR line, is catalytically reformed, characterized in that at least the catalyst (8) of the reformer (6) is heated by the exhaust gas (A) of the internal combustion engine (1).
    [17]
    17. The method according to claim 16, characterized in that water and fuel are evaporated together in the evaporator (7).
    [18]
    18. The method according to claim 16 or 17, characterized in that part of the exhaust gas (A) via the EGR line (11) is passed into the reformer (6) and the exhaust gas (A) downstream of the evaporator (7) with evaporated Fuel (VK) is mixed, at least the catalyst (8) of the reformer (6) being heated via the heat of the exhaust gas (A) in the EGR line (11).
    [19]
    19. The method according to any one of claims 16 to 18, characterized in that an EGR cooler (11a) is designed as a further evaporator and extracts heat from a gas in the EGR line (11), the heat at least for the evaporator (7 ) is being used.
    [20]
    20. The method according to any one of claims 16 to 19, characterized in that a heat exchanger (4c) extracts heat from the exhaust gas (A) in the exhaust line (4) and this heat for the catalyst (8) and / or for the evaporator (7) is being used.
    20/30
    [21]
    21. The method according to claim 20, characterized in that the heat exchange in the exhaust line (4) is carried out downstream of an expansion by a turbine (4a) and downstream of an exhaust gas purification by a device for exhaust gas purification (4b).
    [22]
    22. The method according to any one of claims 16 to 21, characterized in that a fuel line is led into the evaporator (7) to evaporate fuel, wherein evaporated fuel (VK) upstream of the reformer (6) into the EGR line (11 ) is introduced and exhaust gas (A) and evaporated fuel (VK) are mixed, in particular reformed together.
    [23]
    23. The method according to any one of claims 16 to 22, characterized in that a portion of the fuel (K) is injected directly into the internal combustion engine (1) and that the portion of the fuel (AK) which is passed through the reformer (6) , is up to 30%.
    [24]
    24. The method according to any one of claims 16 to 23, characterized in that in the reformer (6) as fuel (K, AK) ethanol or gasoline or an ethanol-water mixture or gasoline-water mixture is reformed.
    [25]
    25. The method according to any one of claims 16 to 24, characterized in that the internal combustion engine (1) works as a miller engine according to the Miller cycle, with intake valves of the internal combustion engine (1) closing early, or as Atkinson cycle, with intake valves of the internal combustion engine (1) close late.
    [26]
    26. The method according to any one of claims 16 to 25, characterized in that water is injected into the internal combustion engine (1) by a water injection which works as an intake manifold injection, as a direct injection into a combustion chamber or as a water injection into the EGR line (11).
    [27]
    27. The method according to any one of claims 16 to 26, characterized in that a part of the exhaust gas (A) in the EGR line (11) in front of the turbine (4a) is passed from the exhaust line (4).
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    同族专利:
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    BR112020016718A2|2020-12-15|
    WO2019157581A1|2019-08-22|
    AR114632A1|2020-09-30|
    AT521165B1|2019-11-15|
    引用文献:
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    WO2003050402A1|2001-12-05|2003-06-19|Clawson Lawrence G|High efficiency otto cycle engine with power generating expander|
    WO2007057720A1|2005-11-21|2007-05-24|Dionysios Choidas|System for the production of fuel|
    EP2048339A1|2006-08-04|2009-04-15|Toyota Jidosha Kabushiki Kaisha|Internal combustion engine|
    WO2009107454A1|2008-02-27|2009-09-03|Toyota Jidosha Kabushiki Kaisha|Fuel reforming apparatus|
    JP2013231360A|2012-04-27|2013-11-14|Nippon Soken Inc|Fuel reformer of internal combustion engine|
    DE112015005943T5|2015-01-13|2017-10-19|Denso Corporation|fuel reformer|
    DE202017004842U1|2016-07-20|2017-10-23|Norbert Lorenz Mergel|System for operating an internal combustion engine|DE102020106544A1|2020-03-11|2021-09-16|Bayerische Motoren Werke Aktiengesellschaft|Exhaust gas recirculation device for an internal combustion engine, internal combustion engine with an exhaust gas recirculation device, motor vehicle with an internal combustion engine and method for operating an internal combustion engine|FR2880657B1|2005-01-11|2010-05-28|Peugeot Citroen Automobiles Sa|EXHAUST GAS RECIRCULATION CIRCUIT|
    JP2009138570A|2007-12-04|2009-06-25|Toyota Motor Corp|Fuel reforming device|
    US8434296B2|2008-01-08|2013-05-07|Honda Motor Co., Ltd.|Exhaust emission control device for internal combustion engine|
    FR2928700B1|2008-03-12|2010-04-02|Peugeot Citroen Automobiles Sa|EXHAUST GAS RECIRCULATION CIRCUIT FOR INTERNAL COMBUSTION ENGINE AND INTERNAL COMBUSTION ENGINE COMPRISING SUCH A CIRCUIT|
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    AT501452018A|AT521165B1|2018-02-15|2018-02-15|ENGINE ARRANGEMENT AND METHOD OF OPERATION|AT501452018A| AT521165B1|2018-02-15|2018-02-15|ENGINE ARRANGEMENT AND METHOD OF OPERATION|
    BR112020016718-5A| BR112020016718A2|2018-02-15|2019-02-13|ENGINE CONFIGURATION AND OPERATING METHOD|
    PCT/BR2019/050044| WO2019157581A1|2018-02-15|2019-02-13|Engine configuration and operating method|
    ARP190100399A| AR114632A1|2018-02-15|2019-02-15|ENGINE CONFIGURATION AND METHODS OF OPERATION|
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