Professional Documents
Culture Documents
Third Year
Mechanical Engineering
Semester V Term work
By
Mechanical Engineering
Don Bosco Institute of Technology
Kurla (West), Mmbai-70
(2015)
Index
1 Abstract 03
2 Introduction
04
2.1 Objectives
3 Discussion on Topic
3.1 Working principle
06
3.2 Combustion process
4 Limitations
4.1 Advantages
12
4.2 Disadvantages
5 Conclusion 15
6 Future scope 16
17
7 References
Abstract
The general demand in the market today is for two wheelers with excellent fuel
economy, superb power performance and cleaner & greener emissions. But the actual situation is
somewhat contrary in the sense that the two wheeler generally bought by the public have
characteristics which include very high levels of pollution caused by scavenging losses,
uneconomical operation because of fresh charge losses, less scope for lean operation and no
control on the engine once the valves have closed. Therefore the goal of this paper is to design an
injection system to achieve optimum emission values and noise levels. In addition this paper
looks at improving fuel consumption and drivability independent of the operating point, which is
implemented by a mechanical variable injection timing system. For this, the effect of different
head designs on the exhaust gas emissions is analyzed initially. Also a light weight and compact
Aluminum housing is designed for the pump follower junction. This is directly attached to the
overhead camshaft. A new jerk type fuel injection pump was designed based on the differences
in the physiochemical properties of diesel and petrol. The characterization of the engine is done
in carburetor mode for reference purpose. A characterization of the fuel injection pump was also
carried out.
1. Introduction
The direct injection system introduces the fuel directly in the combustion chamber, which means
that only air enters the cylinder through the manifold and the mixture of air and fuel takes place inside the
combustion chamber. This system has the possibility of running in the premixed mode previously
described if the injection of the fuel is done during the admission stroke, and in a mode called stratified if
the fuel is injected at the end of the compression stroke which means that the fuel burns while being
injected. Stratified combustion has the advantage of avoiding knock, since there is no air-fuel mixture in
the front of the flame. Gasoline needs to have a special property of anti-ignition to avoid knocking when
the pressure inside an engine's combustion chamber is very high, but in the case of stratified combustion
it is not needed; even more, different kinds of fuels can be used by the same engine.
A second advantage of stratified combustion is that, since the front of the flame doesn't reach the
cylinder wall, less amount of heat is transferred to them, increasing the work transferred to the piston. The
third advantage of this type of injection is that the combustion can be controlled by the amount of fuel
being injected, living the opportunity of not using a throttle valve at all and to reduce significantly pump
losses. This also gives better control of the flame in the combustion chamber than premixed mode, as in
premixed mode the flame propagation depends heavily on the air movement inside the combustion
chamber which is not always the same, and in stratified mode the flame is always near the injector and
controlled by the injection of the fuel and the shape of the piston.
As for the two stroke engine the big advantage is that, since the fuel is being injected when the
exhaust port is closed, the short circuit problem is totally overcome. This characteristic is very important
since this problem has not permitted the two stroke engine to be further used in the automotive industry
due to the high emissions it produces
Mixing consists on the fact that there is a small amount of residual gases which remain
trapped without being expelled, being mixed with some of the new air charge. Also in traditional
two-stroke engines the fuel air mixture disperses widely within the combustion chamber leaving
a substantial amount of fuel unburned. A normal gasoline engine has a compression ratio of
about 10 to 1 (or slightly less). One problem with increased compression ratio is that fuel can
ignite prematurely causing engine knock. Also during cold starts bulk of emissions are produced.
While four strokes are found on most automobiles and street legal motorcycles, two-stroke rules
when it comes to off-road motorcycles, small boat and personal watercraft engines and many of
the motorbikes, those serve as primary transportation in developing nations. The potential of
Two- stroke engines has become more and more subject to increasing research work trying to
optimize the Power-Weight ratio as well as the pollution emissions with the development of the
high efficient Direct Injection System. The NOx issue notwithstanding, GDI engines get high
marks in particular for the cleaner emissions. It is for this reason numerous engine companies
have toiled to build two-stroke version of the gasoline direct injection engine trying to overcome
issues like short circuiting, mixing, knocking, cold starting problems etc. which are otherwise
produced in traditional two stroke gasoline engines with carburetors.
Technical features:
Upright straight intake ports for optimal airflow control in the cylinder
Curved-top pistons for better combustion
High pressure fuel pump to feed pressurized fuel into the injectors
High-pressure swirl injectors for optimum air-fuel mixture
2. Working Principle:
The ECU uses various sensors located on the engine components. It receives inputs
from sensor in the form of voltage signals which is analyzed and adjusts the air fuel ratio and
injection timing.
In-cylinder Airflow
The GDI engine has upright straight intake ports rather than horizontal intake ports used
in conventional engines. The upright straight intake ports efficiently direct the airflow
down at the curved-top piston, which redirects the airflow into a strong reverse tumble
for optimal fuel injection.
Fuel Spray
Newly developed high-pressure swirl injectors provide the ideal spray pattern to match
each engine operational modes. And at the same time by applying highly swirling
motion to the entire fuel spray, they enable sufficient fuel atomization that is
mandatory for the GDI even with a relatively low fuel pressure of 50kg/cm2.
Method of Operation:
Gasoline direct-injection systems are characterized by injecting the fuel directly into the
combustion chamber at high pressure. As in a diesel engine, air/fuel-mixture formation takes
place inside the combustion chamber (internal mixture formation). High-pressure generation The
electric fuel pump delivers fuel to the high-pressure pump (4) at a presupply pressure of 3.5 bar.
The latter pump generates the system pressure depending on the engine operating point
(requested torque and engine speed). The highly pressurized fuel flows into and is stored in the
fuel rail.
The fuel pressure is measured with the high-pressure sensor and adjusted via the pressure-control
valve (in the HDP1) or the fuel-supply control valve integrated in the HDP2/HDP5 to values
ranging between 50 and 200 bar. The high-pressure fuel injectors (5) are mounted on the fuel
rail, also known as the common rail. These injectors are actuated by the engine ECU and spray
the fuel into the cylinder combustion chambers.
Advantages:
Although Direct Injection provides more power and efficiency, a carbon build-up occurs in the
intake valves that over time reduces the airflow to the cylinders, and therefore reduces power.
Fuel contains various detergents and can keep the intakes clean. When fuel is no longer being
sprayed in the intake valves, small amounts of dirt from intake air cakes on the intake walls, even
with air filters that prevent most of the dirt from entering the cylinder. This build-up can become
severe enough that a piece can break off and has been known to burn holes in catalytic
converters. It can also cause sporadic ignition failures. These problems have been known for
some time and technologies have been improved to reduce the carbon build-up.
Engine performance compared to conventional engines of a comparable size, the GDI engine
provides approximately 10% greater outputs at all speed. In high output mode, GDI engines
provide outstanding acceleration. Frequent operation in stratified mode reduces CO2 production
by nearly 20% and also improves the brake specific fuel consumption. Smooth transition
between operating modes is achieved. The gasoline direct injection engine provides improved
torque and fulfils future emission requirements. GDI is simple to implement and can be
retrofitted in two stroke engines. Fuel consumption was reduced by 15-20%. Higher torque 5-
10% was produced. Also good and spontaneous throttle response behavior was obtained. Best
features of all the above are expected to increase more in short term.
3. Future Scope
The development of direct injection system in petrol engine is beneficial in numerous fields like
agricultural, heavy duty works and applications where the operating conditions vary with load.
The scarcity of fossil fuels has urged the use of alternative fuels which are less costly and less
harmful to the environment. As biofuels are eco-friendly their use in direct injection engines can
lead to additional advantages in the time of high price of petroleum based fuels. The biofuels like
ethanol, methanol, butanol and their blends with petrol can be successfully used in direct
injection engines. With the use of biofuels in direct injection engines the pollution can be
reduced and efficiency can be increased. The existing two stroke engines in market can be
redesigned with direct fuel injection system instead of existing carburetor system. This is going
to replace the carburetor with combination of injector, fuel pump, crank angle encoder and
electronic control unit beside with various sensors.
4. References:
1. Internal Combustion Engine Fundamentals. McGraw Hill. 1988
2. Dave Gerr. Propeller Handbook. International Marine. 2001.@ Google Books
3. www.wikipedia.com
4. SAE Technical Paper