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Gasoline Engine
Management System
Engine output
Fuel consumption
SI Engine Requirements
Lean limit
Catalyst Efficiency
100%
99% Stoichiometric premixed charge SI
engine
98%
- Low part load efficiency
+ Low emissions with 3-way catalyst
Stoichiometric-ideal
The control strategies
Exhaust Emissions
Cut-off
The use of fuel cut off may change the perceived amount of
engine braking felt by the driver. In addition, care must be
taken to avoid a “bump” feel when entering and when exiting
the fuel cut off mode, due to change in torque.
Idling - The objectives of the engine control system during
idle are:
Torque
coordinator
Internal Torque Ind. fuel
Torque
Demands cut-off
Coordination Realization
• Engine start-up
• Idle speed control of torque and Injection time
• Engine speed limitation
of desired
• Engine protection efficiency torque
demands Waste gate
control
Calculation of
driver‘s request
Current cylinder charge & engine speed
Subsections of the engine control system
Electronic
Control
System
Control unit
INPUT CONTROL UNIT OUTPUT
ECM Actuators
Sensors to detect
the engine operating signal to influence
conditions, such as processing the engine
engine speed, operating conditions,
actuator control
coolant temperature etc such as engine speed,
coolant temperature etc
Control unit Input signal and
output signals
Fuel delivery overview
Rollover valve
Fuel pump Fuel gauge
Control unit
Charcoal
Fuel filter canister
Injectors
Fuel rail
Fuel pressure regulator
Optimizing an Engine's Diet
Optimizing an Engine's Diet
The engine is run at some fixed throttle opening, and the load is
adjusted to keep the RPM constant. Starting with a very rich air :
fuel ratio, the mixture is adjusted leaner in small steps, and the fuel
flow is measured at each setting.
Max. Power
SI Engine Special Diets
One special circumstance that requires a
much richer than stoichiometric mixture
• Cold Starting
Typical cold start fuel-to-air ratios are
between 2-to-l and I-to-l.
• Idle Enrichment
• Acceleration
Engine Management Systems
Fuel Injection Concepts for S.I. Engines
Port Fuel Injection Gasoline Direct Injection
Diagram of Bosch Dual Fuel system: 1 – gas pressure regulator, 2 – air pressure and temperature sensor, 3 – throttle, 4 –
turbocharger’s release valve, 5 – oxygen sensor, 6 – CNG controller, 7 – diesel oil controller, 8 – CNG tanks, 9 – engine
speed sensor, 10 – gas pedal, 11 – CNG injector, 12 – knock sensor, 13 – engine temperature sensor, 14 – diesel oil
injector, 15 – engine phase sensor, 16 – high-pressure pump, 17 – diesel common rail, 18 – fuel filter, 19 – oxidation
catalyst, 20 – diesel oil tank, 21 – gas pressure and temperature sensor, 22 – CNG fuel rail
Multiple Injection System
From Pilot Injection...
PILOT MAIN
FUELLING
COMBUSTIO
N
RATE
-60° TDC +60°
FUELLING
Direct injection
Intermittent Injection
Single-point or throttle body injection (TBI)
Mono-Jetronic
Mono-Jetronic schematic diagram
1 Fuel tank, 2 Electric fuel pump, 3 Fuel filter, 4 Fuel-pressure regulator, 5 Solenoid-operated fuel injector, 6 Air-temperature
sensor, 7 ECU, 8 Throttle-valve actuator, 9 Throttle-valve potentiometer, 10 Canister-purge valve, 11 Carbon canister, 12
Lambda oxygen sensor, 13 Engine-temperature sensor, 14 Ignition distributor, 15 Battery, 16 Ignition-start switch, 17 Relay, 18
Diagnosis connection, 19 Central injection unit.
Port or multi-point fuel injection (MPFI)
Port or multi-point fuel injection (MPFI)
The "K" in K-Jetronic stands for kontinuierlich,
the German word for continuous.
Port or multi-point fuel injection (MPFI)
K-Lambda System
Port or multi-point fuel injection (MPFI)
KE-Jetronic Mechanical Electronic Fuel injection
KE3-Jetronic& KE-Motronic systems
Direct injection
Intermittent Injection
Sequential fuel injection (SFI)
Sequential fuel injection, also called sequential port fuel injection
(SPFI) or timed injection, is a type of multi-port injection.
Cold start emissions is a well known problem in the automotive industry. However, by
utilizing stratified cold starts the engine out emissions of unburned fuel prior to catalyst light-off can be
dramatically reduced. Stratified cold starts give us a bonus thanks to the improved vaporization rate; it also
enables cold starts on alternative fuels such as alcohols. This is good since alcohol fuels need much more
energy to vaporize than gasoline.
Why does this combustion system give a fuel The challenge:
consumption reduction? Why is it difficult to design a spray-guided stratified
The fuel consumption reduction is obtained in stratified combustion system which runs stable and without
(late injection combustion mode) and is due to: misfires? The challenge lies in how to create a suitable
stratified fuel cloud which must meet the following
• Much lower heat losses requirements:
• No pump losses
• Higher thermodynamic efficiency due to: • Good stratification
• Higher compression ratio • Fuel/air ratio within ignitibility limits at spark
• Lean burn (lambda > 1) • Not too small and not too steep fuel gradients
• Higher volumetric efficiency • Good mixing ability
• Fast burn • Low cycle-to-cycle variations
• Low sensibility to in-cylinder motion
• Low sensibility to back pressure
• Not too high cross-flow velocities at the spark
• Not too low and not to high turbulence levels at the
spark
• Not too sensitive to flash-boiling
Fuel Spray
Combustion of
Ultra-lean Mixture
Vehicle Fuel Consumption
Fuel
Consumption
During Idling
Fuel Consumption
during Cruising Drive
Emission Control
Improved
REALIZATION OF SUPERIOR OUTPUT
Volumetric
Efficiency
Increased
Compression
Ratio
Notice that there are conditions when the port fuel-injector located in the intake
manifold, and the gasoline direct injector, located in the cylinder both operate to
provide the proper air–fuel mixture.
SUMMARY of GDI System
1. A gasoline direct-injection system uses a fuel injector that
delivers a short squirt of fuel directly into the combustion
chamber rather than in the intake manifold, near the intake
valve on a port fuel-injection system.
2. The advantages of using gasoline direct injection instead of
port fuel-injection include:
– Improved fuel economy
– Reduced exhaust emissions
– Greater engine power
3. Some of the disadvantages of gasoline direct-injection
systems compared with a port fuel-injection system include:
– Higher cost
– The need for NOX storage catalyst in some applications
– More components
4. The operating pressure can vary from as low as 500 PSI during
some low-demand conditions to as high as 2,900 PSI.
SUMMARY of GDI System
5. The fuel injectors are open for a very short period of
time and are pulsed using a 50 to 90 V pulse from a
capacitor circuit.
6. GDI systems can operate in many modes, which are
separated into the two basic modes:
– Stratified mode
– Homogeneous mode
7. GDI can be used to start an engine without the use
of a starter motor for idle-stop functions.
8. GDI does create a louder clicking noise from the
fuel injectors than port fuel-injection injectors.
9. Carbon deposits on the injector and the backside of
the intake valve are a common problem with
engines equipped with gasoline direct-injection
systems.
REVIEW QUESTIONS about GDI
1. What are two advantages of gasoline
direct injection compared with port fuel-
injection?
2. What are two disadvantages of gasoline
direct injection compared with port fuel-
injection?
3. How is the fuel delivery system different
from a port fuel-injection system?
4. What are the basic modes of operation of
a GDI system?
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