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Article history:
Received 6 July 2012
Accepted 16 November 2012
Available online 26 November 2012
The paper explores the use of water injection in a turbocharged, direct injection, spark ignition engines
fuelled with ethanol where port injection of water numerically prove to be effective in increasing the
charge efciency, reducing the tendency to knock, and controlling the temperature of gases to turbine.
With injection of water in selected operating conditions, the engine may run higher compression ratios
and boost pressures and closer to maximum brake torque spark advances for improved top power output
and peak efciency as well as better part load efciencies. The paper suggests the introduction of this old
technique now used in aftermarket kits possibly evolved to direct water injection in the design stage of
novel turbocharged engines.
2012 Elsevier Ltd. All rights reserved.
Keywords:
SI engines
Turbocharging
Water injection
1. Introduction
Water injection is not a novel concept. Introduced in aircraft
engines during the 40s, water injection was a key enabler of high
power density F1 engines during the turbo era of the 80s. These
days water injection is not proposed by any original equipment
manufacturers, but only offered for retrotting of old engines.
Return of interest for high power densities highly turbocharged
engines permitting major downsizing may bring back attention to
water injection as a simple but very efcient way to reduce the
engines susceptibility to detonation cooling the air in the mixture
forced up when it was compressed by the turbo.
In internal combustion engines, water injection, also known as
anti-detonant injection (ADI), is a method for cooling the combustion
chambers of engines by adding water to the cylinder or incoming
fueleair mixture, generally allowing for greater compression ratios
and essentially eliminating the problem of knock. This system was
originally introduced in aircraft engines [1e5] from the 40s.
injection. Saab offered water injection for the Saab 99 Turbo. With
the introduction of the intercooler the interest in water injection
disappeared. The most common use of water injection today is in
vehicles with aftermarket forced induction systems, such as
turbochargers or superchargers. Such engines are commonly tuned
with a narrower margin of safety from detonation and hence
benet greatly from the cooling effects of vaporized water.
However, water injection may improve not just the power output,
but also the fuel economy if carefully included in the design of the
engine.
Control over the water injection is important. It needs to be
injected only when the engine is heavily loaded and the throttle is
wide open. Direct injection of water is also possible, and this can be
done late in the power stroke or during the exhaust stroke.
The paper resumes the water injection technology as it was
thought during the turbo era in the 90s as a very straight and
efcient way to permit higher compression ratios and boosts and
therefore better power densities and better conversion efciencies
without knock. The technology is considered for new design of high
performance engines rather than just retrotting of old engines as
done these days. Some preliminary simulations are proposed here
by using the GT-POWER code [11]. These simulations are used to
generate new ideas more than to accurately reproduce the operation of an engine with novel water injection that clearly requires an
experimental campaign.
Port water injection in Diesel and gasoline engines application is
also covered in [12e18]. The use of fuelewater mixtures proposed
in [19e25] is not considered here. Direct water injection in Diesel
engines is numerically studied in [26]. Direct water injection in
a novel 2 stroke engine with direct injection also of fuel and oxygen
is considered in [27]. In this case, the directly injected water
vaporization and steam expansion increases signicantly the
pressure work done by the gases on the piston increasing the fuel
conversion efciency.
2. Preliminary computational results
Engine performance simulations have been performed with the
GT-SUITE code [11] for a 2 l in-line four cylinder turbocharged
direct injection gasoline engine converted to pure ethanol E100.
The engine parameters are presented in Table 1. The engine has
a direct injection of ethanol within the combustion chamber.
Simulations are performed modelling combustion with a Wiebe
function [11] having parameters unchanged with airefuel equivalence ratio. This simplication may affect the quality of results when
Table 1
2 L in-line four spark ignition engine parameters.
Displacement per cylinder [l]
Number of cylinders
Engine layout
Compression ratio
Bore [mm]
Stroke [mm]
Connecting rod length [mm]
Wrist pin offset [mm]
Clearance vol. [l].
Engine type
No. of intake valve per cylinder
Intake valve dia. [mm]
Intake valve max. lift [mm]
No. of exhaust valve per cylinder
IVO [deg]
IVC [deg]
Exhaust valve dia. [mm]
Exhaust valve max. lift [mm]
EVO [deg]
EVC [deg]
0.4995
4
L-4
13
86
86
143
0
0.0550
S.I.
2
34.5
10.05
2
358(2)
619 (79)
31
10
131 (49)
384 (24)
63
0:018869 ON 3:4107 1:7
3800=AT
$
$P
$exp
AP
100
T
(1)
where Ap is a user-entered pre-exponential multiplier, ON the userentered fuel octane number (95 in the particular application to
gasoline), P the cylinder pressure [kgf/cm2], AT the user-entered
activation temperature multiplier and T the unburned gas
temperature [K]. In general, this induction time continually
decreases as combustion progresses and the unburned zone
temperature rises. The end-gas auto-ignites (knocks) if the induction time is less than the ame arrival time. The model assumes
that auto-ignition occurs when:
Zti
t0
ds
(2)
Where t0 is the start of end-gas compression, ti the time of autoignition and t the induction time, dened above. This model is used
just for a rst computational assessment of the advantages of the
knock controlled variable compression ratio operation. The model
represents major factor affecting knock. At high compression ratios,
even before spark ignition, the fueleair mixture may be compressed
to a high pressure and temperature which promotes auto-ignition. At
low engine speeds the ame velocity is slow and thus the burn time is
long, and this results in more time for auto-ignition. At high engine
speeds, there is less heat loss so the unburned gas temperature is
higher which again promotes auto-ignition. All these competing
effects are included in the Douaud and Eyzat induction time correlation [11] despite their description is quite simplied.
Only upstream fuel injection of water is considered. Different
injection locations are possible in a turbocharged engine. For aftermarket wateremethanol injectors, the most popular locations are
pre-turbocharger/centrifugal injection, pre-intercooler injection,
post intercooler injection, pre throttle body/carburettor injection,
post throttle body/carburettor injection, direct port injection or
staggered injection usually combining two of the locations above
[12]. When tted to an existing engine, the option to use one single
injector in an area where it is easy to locate is a very interesting
option that guides the design. However, in the design of a new
engine, the port injection with one injector per cylinder and
eventually the direct injection are the ones that certainly permit
a much better control of the temperature to turbine as well as of the
occurrence of knock within the cylinder.
Ethanol has a heat of vaporization at 298 K of 923.84 kJ/kg and
density of 785 kg/m3. Water has a heat of vaporization at 298 K of
244.23 kJ/kg and density 1002.5 kg/m3. Enthalpy vs. Temperature
relations for liquid and vapour ethanol and water are also different
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water in the ports and within the cylinder and therefore a much
more complicated evaporation mechanism also increases.
Fig. 1 presents the temperature to turbine, brake torque and
brake efciency increasing the amount of ethanol fuel injected in the
cylinder. As soon as the mixture is made slightly fuel rich, the torque
increases (it is very well known that the best performances of a spark
ignition engine are obtained operating fuel rich in the power curve).
Fig. 1. Temperature to turbine, engine torque, engine brake efciency and air ow rate for different air-to-fuel equivalence ratios.
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Fig. 2. Temperature to turbine, engine torque and brake efciency and air ow rate for injection of 7% water in different locations or no injection with stoichiometric air-to-fuel ratio.
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Fig. 3. Temperature to turbine, brake torque and efciency and knock index for injection of 7% water in port or no injection with stoichiometric air-to-fuel ratio with CR 13 and
CR 15.
may certainly be much more delicate, but only detailed experiments may address the issue.
4. Conclusions
Injection of water upstream of the engine cylinder has numerically proved effective in drastically reducing the temperature of
gases within the combustion chamber and at the entry of the turbine
resulting in higher power densities and better fuel conversion efciencies for same limit to knock and same temperature to turbine.
Water injection is particularly efcient. Same compression ratio,
spark advance and pressure boost combinations are not possible
with different techniques. Water injection should be included in
the design of high power densities highly turbocharged engines.
68