Thank you wirbelwind262.
The crobar becomes "brighter" than the text.
At low load, they do not add water. For a vehicle more than motorized it is probably "suitable". For a quiet vehicle or used tranquilou, this certainly corresponds to a higher load. This does not predict the place or places of injection of fuel and water.
Finally, for an atmospheric Diesel, the Gillier Pantone solution with the injection of water into the intake duct is not against the flow of the BMW system. However, the fact that the diesel is in a big excess of air all the time does not justify to seek at all costs to densify the air to increase the available oxygen and to improve the performances ...
Improved performance on an atmospheric diesel seems to be little related to the temperature of the intake air. When I warm the intake air to 80 ° C on my R19, the cons is the same! Just the sound of the engine changes (softer, like a gasoline).
BMW Patent injecting water in an engine
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Reason is the madness of the strongest. The reason for the less strong it is madness.
[Eugène Ionesco]
http://www.editions-harmattan.fr/index. ... te&no=4132
[Eugène Ionesco]
http://www.editions-harmattan.fr/index. ... te&no=4132
Flytox wrote:Improved performance on an atmospheric diesel seems to be little related to the temperature of the intake air. When I warm the intake air to 80 ° C on my R19, the cons is the same! Just the sound of the engine changes (softer, like a gasoline).
On an atmo I do not know..But on a turbo D I had a very concrete experience feedback with a Renault space phase 1 ..
After typing a pig I had climbed the bumper before patched without his spoiler way TGV ... The air was no longer forced to the intercooler ..Perfs drop and increased consumption ... Same concern with my zedisc TD brought up with parts of atmo on the front (a simple plastoc cache not the same) more guidance to the intercooler..Low of perfs. changed immediately glaring difference ...
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The only thing safe in the future. It is that there may chance that it conforms to our expectations ...
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Interesting reaction on anteriority: https://www.econologie.com/forums/post283282.html#283282
These patents (marked X) should also go through our analyzes
These patents (marked X) should also go through our analyzes
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I have a question about improving the performance of the bmw water injection engine.
Is this a calculation at full load? or in partial load?
(partial load = no water injection)
In the first case, we can think that the injection of water improves the combustion, while in the second case we can think that the gain would be obtained by the increase of the compression ratio, and there the injection of water would serve to protect the engine at full load?
Is this a calculation at full load? or in partial load?
(partial load = no water injection)
In the first case, we can think that the injection of water improves the combustion, while in the second case we can think that the gain would be obtained by the increase of the compression ratio, and there the injection of water would serve to protect the engine at full load?
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"It is now well known that a turbocharger allows more air to flow into an engine while recirculating some of the exhaust gases with the air in the engine's intake. Having more air. air for a given volume of the combustion chambers makes it possible to increase the power of an engine without enlarging the latter. However, when an engine is smaller, for a given power, the friction is lower and the surface of the combustion chambers are smaller, offering less control over heat loss through the cylinder walls and the engine head, all of which translates into increased engine efficiency and therefore lower fuel consumption.
The problem is that by compressing a gas it heats it up and a hot gas has a lower density, which defeats the desired effect, ie getting more air into the engine. We must therefore cool the compressed gases using a radiator (called the intercooler in English). But when the engine is running at higher rpm with a large load, this radiator is no longer sufficient for the task, hence the idea of adding a water injection system in the form of a mist after the radiator, before air and recirculated exhaust gases enter the engine. This results in a drop in temperature which increases the density of the air and allows more air to enter the engine, even at high rpm and heavy load. "
It is clear that the principle is intended for a competition vehicle engine where the rule is to gain power without increasing the size of the cylinders.
No real interest for a Cool car
Yes and no. Obtaining equivalent power / torque at lower engine speed with a "downsized" engine also goes in the direction of lower consumption. AMHA the result must be very dependent on the character that the manufacturer wants to give to the engine (economy or performance).
Maybe a bit of a glimpse of the consumption by weight loss engine
Usually manufacturers do not break down in search / optimization of lightening (see the average weight of the vehicles which increases regularly since 20 or 30 years), and the block machine equips as many possible models as it is heavy or light only the price counts.
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Reason is the madness of the strongest. The reason for the less strong it is madness.
[Eugène Ionesco]
http://www.editions-harmattan.fr/index. ... te&no=4132
[Eugène Ionesco]
http://www.editions-harmattan.fr/index. ... te&no=4132
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As long as there is not too much (in proportion to the air drawn in) no risk ...
No car has ever been drowned while driving in the fog ...
No car has ever been drowned while driving in the fog ...
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Christophe wrote:As long as there is not too much (in proportion to the air drawn in) no risk ...
No car has ever been drowned while driving in the fog ...
Interesting ... A car traveling in fog consumes you less
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The only thing safe in the future. It is that there may chance that it conforms to our expectations ...
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