Gasoline Direct Injection

Gasoline Direct Injection
CHAPTER -1
INTRODUCTION
I n recent years, legislative and market requirements have driven the need to reduce fuel consumption while meeting increasingly stringent exhaust emissions. This trend has dictated increasing complexity in automotive engines and new approaches to engine design. A key research objective for the automotive engineering community has been the potential combination of gasoline engine specific power with diesel like engine efficiency in a cost competitive, production feasible power train. !ne promising engine development route for achieving these goals is the potential application of lean burn direct injection "#I$ for gasoline engines. In carburetors the fuel is sucked due to the pressure difference caused by the incoming air. This will affect the functioning of the carburetor when density changes in air are appreciable. There was a brief period of electronically controlled carburetor, but it was abandoned due to its complex nature. !n the other hand in fuel injection the fuel is injected into the air. TRANSITION OF FUEL SUPPLY SYSTEM The transition of the fuel supply system used in automobiles is graphically shown below. In carburetor the fuel from the fuel chamber is sucked in by the pressure variation caused due to the incoming air. The fuel then mixes with the air and reaches the cylinder through the inlet manifold. %here as in a port injection system the fuel to the cylinder is supplied by a separate fuel injector placed near the inlet valve of the cylinder. And in a direct injection system the fuel to the cylinder is supplied by a fuel injector placed inside the cylinder.
Fig1: Transition of Fuel Supply System
&'A(T)* +
Theoryofoperation
The major advantages of a ,#I engine are increased fuel efficiency and high power -yed -hane *a.a / 0100//2/03
output. In addition, the cooling effect of the injected fuel and the more evenly dispersed mixtures allow for more aggressive ignition timing curves. )missions levels can also be more accurately controlled with the ,#I system. The cited gains are achieved by the precise control over the amount of fuel and injection timings which are varied according to the load conditions. In addition, there are no throttling losses in some ,#I engines, when compared to a conventional fuel injected or carbureted engine, which greatly improves efficiency, and reduces 4pumping losses5 in engines without a throttle plate. )ngine speed is controlled by the engine control unit6engine management system ")7-$, which regulates fuel injection function and ignition timing, instead of having a throttle plate which restricts the incoming air supply. Adding this function to the )7- requires considerable enhancement of its processing and memory, as direct injection plus the engine speed management must have very precise. The engine management system continually chooses among three combustion modes8 ultra lean burn, stoichiometric, and full power output. )ach mode is characteri.ed by the air fuel ratio. The stoichiometric air fuel ratio for petrol "gasoline$ is /9.:8/ by weight, but ultra lean mode can involve ratios as high as 2;8/ "or even higher in some engines, for very limited periods$. These mixtures are much leaner than in a conventional engine and reduce fuel consumption. <ltra lean burn mode is used for light load running conditions, at constant or reducing road speeds, where no acceleration is required. The fuel is not injected at the intake stroke but rather at the latter stages of the compression stroke, so that the small amount of air fuel mixture is optimally placed near the spark plug. This stratified charge is surrounded mostly by air which keeps the fuel and the flame away from the cylinder walls for lowest emissions and heat losses. The combustion takes place in a toroidal "donut shaped$ cavity on the piston5s surface.=citation needed> This technique enables the use of ultra lean mixtures impossible with carburetors or conventional fuel injection. -toichiometric mode is used for moderate load conditions. ?uel is injected during the intake stroke, creating a homogenous fuel air mixture in the cylinder. ?rom the stoichiometric ratio, an optimum burn results in a clean exhaust emission. ?ull power mode is used for rapid acceleration and heavy loads "as when climbing a hill$. The air fuel mixture is homogenous and the ratio is slightly richer than stoichiometric, which helps prevent knock "pinging$. The fuel is injection. #irect injection may also be accompanied by other engine technologies such as variable valve timing "@@T$ and tuned6multi path or variable length intake manifolding "@AI7, or @I7$. %ater injection or "more commonly$ exhaust gas recirculation "),*$ may help reduce the high nitrogen oxides "B!x$ emissions which can result from burning ultra lean mixtures. It is also possible to inject more than once during a single cycle. After the first fuel charge has been ignited, it is possible to add fuel as the piston descends. The benefits are more power and economy, but certain octane fuels have been seen to cause exhaust valve erosion. ?or this reason, most companies have ceased to use the ?uel -tratified Injection "?-I$ operation during normal running. Tuning up an early generation ?-I power plant to generate higher power is difficult, since the only time it is possible to inject fuel is during the induction phase. &onventional injection engines can inject throughout the 9 stroke sequence, as the injector squirts onto the back of a closed valve. A direct injection engine, where the injector injects directly into the cylinder, is limited to the suction stroke of the piston. As the *(7 increases, the time available to inject fuel decreases. Bewer ?-I systems that have sufficient fuel pressure to inject even late in compression phase do not suffer to the same extentC -yed -hane *a.a + 0100//2/03
however, they still do not inject during the exhaust cycle "they could but it would just waste fuel$. 'ence, all other factors being equal, an ?-I engine needs higher capacity injectors to achievethesa. The first use of direct gasoline injection was on the 'esselman engine invented by -wedish engineer Donas 'esselman in /3+;. 'esselman engines used the ultra lean burn principle and injected the fuel in the end of the compression stroke and then ignited it with a spark plug, it was often started on gasoline The first use of direct gasoline injection was on the 'esselman engine invented by -wedish engineer Donas 'esselman in /3+;. 'esselman engines used the ultra lean burn principle and injected the fuel in the end of the compression stroke and then ignited it with a spark plug, it was often started on gasoline and then switched over to run on diesel or kerosene. The hesselman. #irect gasoline injection was used on production aircraft during %%II, with ,erman "Dunkers Dumo +/0, #aimler Een. #E 20/, both /3F:$, -oviet "-hvetsov A-h 1+, /39F, &hemical Automatics #esign Eureau G HE Hhimavtomatika$ and <- "%right * FF;0, /399$ designs. The first automotive direct injection system used to run on gasoline was developed by Eosch, and was introduced by ,oliath and ,utbrod in /3;+. The /3;; 7ercedes Een. F00-A, the first sports car to use fuel injection, =citation needed> used direct injection. The Eosch fuel injectors were placed into the bores on the cylinder wall used by the spark plugs in other 7ercedes Een. six cylinder engines "the spark plugs were relocated to the cylinder head$. Aater, more mainstream applications of fuel inject #uring the late /3:0s, the ?ord 7otor &ompany developed a stratified charge engine they called I(ro&oJ "programmed combustion$, utili.ing a unique high pressure pump and direct injectors. !ne hundred &rown @ictoria cars were built at ?ord5s Atlanta Assembly in 'apeville, ,eorgia utili.ing a (ro&o @1 engine. The project was canceled for several reasons8 electronic controls, a key element, were in their infancyC pump and injector costs were extremely highC and lean combustion produced nitrogen oxides in excess of near future <nited -tates )nvironmental (rotection Agency ")(A$ limits. Also, the three way catalytic co In /332 gasoline direct injection reappeared in the automotive market. 7itsubishi was the first with a ,#I engine in the Dapanese market with its ,alant6Aegnum5s 9,3F /.1 A inline four. It was subsequently brought to )urope in /33: in the &arisma, although )urope5s then high sulphur unleaded fuel led to emissions problems, and fuel efficiency was less than expected. It also developed the first six cylinder ,#I powerplant, the 2,:9 F.; A @2, in /33:. 7itsubishi applied this technology widely, producing over one million ,#I engines in four families by +00/. In /33: Bissan released the Aeopard featuring the @KF0## equipped with direct injection. In /331, Toyota5s #9 direct injection system first appeared on various Dapanese market vehicles equipped with the -L and BL engines. Toyota later introduced its #9 system to )uropean markets with the /AL ?-) engine found in the +00/ Avensis. and <- markets in +00; with the F,* ?-) engine found in the Aexus ,- F00. Toyota5s +,* ?-) @2 uses a more advanced direct injection system, which combines both direct and indirect injection using two fuel injectors per cylinder, a traditional port fuel injector "low pressure$ and a direct fuel injector "high pressure$. In /333, *enault introduced the +.0 I#) "Injection #irect -yed -hane *a.a F 0100//2/03
)ssence$, first on the 7egane. *ather than following the lean burn approach, *enault5s design uses high ratios of exhaust gas recirculation to improve economy at low engine loads, with direct injection allowing the fuel to be concentrated around the spark. Aater gasoline direct injection engines have been tuned and marketed for their high performance as well as increased fuel efficiency. (-A (eugeot &itron, 'yundai and @olvo licensed 7itsubishi5s ,#I technology in /333, with 'yundai building the first ,#I @1. Although other companies have since developed gasoline direct injection engines, the acronym 4 remainregistered. In +000, the @olkswagen ,roup introduced its gasoline direct injection engine in the @olkswagen Aupo, a /.9 litre inline four unit, under the product name I?uel -tratified InjectionJ "?-I$. The technology was adapted from Audi5s Ae 7ans prototype race car *1. @olkswagen ,roup marques use direct injection in its +.0 A ?-I turbocharged and naturally aspirated four cylinder engines. Aater, a +.0 litre inline four unit was introduced in the model year +00F Audi A9. (-A (eugeot &itron introduced its first ,#i "'(i$ engine in +000 in the &itron &; and (eugeot 902. It was a +.0 liter /2 valve )%/0 # unit with /90 hp "/09 k%$, In +00/, ?ord introduced its first )uropean ?ord engine to use direct injection technology, badged -&i "-mart &harge injection$ for #irect Injection -park Ignition "#I-I$. The range will include some turbocharged derivatives, including the /./ litre, three cylinder turbocharged unit showcased at the +00+ ,eneva -how. This new /.1 litre #uratec -&i naturally aspirated engine made its production debut in the ?ord 7ondeo in +00F. In +00+, the Alfa *omeo /;2 with a direct injection engine, the DT- "Det Thrust -toichiometric$ went on sale and today the technology is used . In +00F, E7% introduced a low pressure gasoline direct injection B:F @/+. This initial E7% setup could not enter lean burn mode, but the company introduced its second generation 'igh (recision Injection "'(I$ system on the updated B;+ straight 2 in +002 which used high pressure injectors. This system surpasses many others with a wider envelope of lean burn time, increasing overall efficiency. (-A is cooperating with E7% on a new line of engines which made its first appearance in the +00: 7IBI &ooper -. 'onda released their own direct injection system on the -tream sold in Dapan. 'onda5s fuel injector is placed directly atop the cylinder at a 30 degree angle rather than a slanted angle. -ince +009, ,eneral 7otors has released three such direct injected engines8 in +009, a /;; hp "//2 k%$ version of the +.+ A )cotec used in the !pel6@auxhall @ectra and -ignum in +00;, a +.0 A turbocharged )cotec for the new !pel ,T, (ontiac -olstice ,M(, and the -aturn -ky *ed Aine, in +00: the same engine was used in the -uper -port versions of the &hevrolet &obalt and the ''*. Also in +00:, the F.2 A AAT became available in the redesigned &adillac &T- and -T-. The F.2 A was added to the +003 model ,7& Acadia, &hevrolet Traverse, -aturn !utlook, Euick )nclave and the +0/0 &hevy &amaro. In +009 Isu.u produced the first ,#i engine sold in a mainstream American vehicle, standard on the +009 Axiom and optional on the +009 *odeo. Isu.u claimed the benefit of ,#i is that the vapori.ing fuel has a cooling effect, allowing a higher compression ratio "/0.F8/ versus 3./8/$ that boosts output by +0 hp "/; k%$, and that 0 to 20 mph times drop from 1.3 to just :.; seconds, with the quarter mile being cut from /2.; to/;.1seconds. In +00;, 7a.da began to use their own version of direct injection in the 7a.daspeed2 and later on the &M : sport utility, and the new 7a.daspeedF in the <- and )uropean market. It is referred to as #irect -yed -hane *a.a 9 0100//2/03
In +002, E7% released the new B;9 twin turbo charged direct injection inline six engine for its FF;i &oupe and later for the FF;i -edan, ;F;i series and the /F;i models. 7ercedes Een. released its direct injection system "&harged ,asoline Injection, or I&,IJ$ on the &A- F;0 &,I featuring common rail, pie.o electric direct fuel injectors. The &A- F;0 &,I offers +3+ E'( versus +:+ E'( for the &A- F;0, with reduced carbon dioxide emissions and improved fuel economy. In +00:, ?ord introduced its new ?ord )coEoost engine technology designed for a range of global vehicles "from small cars to large trucks$. The engine first appeared in the +00: Aincoln 7H* &oncept under the name Twin?orce. The new global )coEoost family of 9 cylinder and 2 cylinder engines features turbocharging and direct injection technology ",T#I G ,asoline Turbocharged #irect Injection$. A +.0 litre version was unveiled in the +001 ?ord )xplorer America. In +003, ?errari began selling the front engine &alifornia with a direct injection system, and announced that its new 9;1 Italia car will also feature a direct injection system, a first for ?errari mid rear engine setups. (orsche also began selling the 33:Ns and &ayman equipped with direct injection. ?ord produced the new generation Taurus -'! and ?lex with a F.; A twin turbo )coEoost @ 2 with direct injection. 'olden has also added two direct injection engines as standard on the @2 variant &ommodore5s under the name of -I#I or -park Ignition #irect Injection.=citation needed> The Infiniti )ssence concept car is powered by a direct injected twin turbo @2. The Daguar Aand *over AD @1 ,en III ;.0 litre engine "introduced in August +003 for the +0/0 model In +0/0 Infiniti will produce the 7;2 which includes #I.=citation needed> Also in +0/08 7otus 7otorcycles is developing, with Hatech )ngines, a direct injected @9 engine named the H7@9 as the powertrain for their 7-T motorcycles. +0/08 'yundai -onata +0/0 model will come with # The benefits of direct injection are even more pronounced in two stroke engines, because it eliminates much of the pollution they cause. In conventional two strokes, the exhaust and intake ports are both open at the same time, at the bottom of the piston stroke. A large portion of the fuel6air mixture entering the cylinder from the crankcase through the intake ports goes directly out, unburned, through the exhaust port. %ith direct injection, only air comes from the crankcase, and fuel is not injected until the piston rises and all ports are closed. Two types of ,#i are used in two strokes8 low pressure air assisted, and high pressure. The former, developed by !rbital )ngine &orporation of Australia "now !rbital &orporation$ injects a mixture of fuel and compressed air into the combustion chamber. %hen the air expands it atomi.es the fuel. The !rbital system is used in motor scooters manufactured by Aprilia, (iaggio, (eugeot and Hymco, in outboard motors manufactured by 7ercury and Tohatsu, and in personal watercraft manufactured by Eombardier *ecreational(roduct"E*($. In the early /330s, ?icht ,mb' of Hirchseeon, ,ermany developed a high pressure direct injector for use with two stroke engines. !utboard 7arine &orporation "!7&$ licensed the technology in /33; and introduced it on a production outboard engine in /332. !7& purchased a controlling interest in ?icht in /331. Eeset by extensive warranty claims for its ?icht outboards and prior and concurrent management financial problems, !7& declared bankruptcy in #ecember +000 and the engine manufacturing portion and brands ")vinrude !utboard 7otors and Dohnson !utboards$, including the ?icht technology, were )vinrude introduced the ) Tec system, an improvement to the ?icht fuel injection, in +00F, based on <.-. patent 2,F31,;//. In -yed -hane *a.a ; 0100//2/03
+009, )vinrude received the )(A &lean Air )xcellence Award for their outboards utili.ing the ) Tec system. The ) Tec system has recently also been adapted for use in performance two strokesnowmobiles. Oamaha also has a high pressure direct injection "'(#I$ system for two stroke outboards. It differs from the ?icht6) Tec and !rbital direct injection systems because it uses a separate, belt driven, high pressure, mechanical fuel pump to generate the pressure necessary for injection in a closed chamber. This is similar . )nviro?it, a non profit corporation sponsored by &olorado -tate <niversity, has developed direct injection retrofit kits for two stroke motorcycles in a project to reduce air pollution in -outheast Asia, using technology developed by !rbital &orporation of Australia. The %orld 'ealth !rgani.ation says air pollution in -outheast Asia and the (acific causes ;F:,000 premature deaths each year. The /00 million two stroke taxis and motorcycles in that part of the world are a major cause. &ode named Eobcat, the new twin fuel engine from ?ord is based on a ;.0A @1 engine block but uses )1; cylinder injection and gasoline port injection. The engine was co developed with )thanol Eoosting -ystems, AA& of &ambridge, 7assachusetts, which calls its trademarked process #I !ctane Eoost. The direct injection of ethanol increases the octane of regular gasoline from 11 3/ octane to more than /;0 octane. The Eobcat project was unveiled to the <nited -tates #epartment of )nergy and the -A) International in April +003.
Direct fuel injection efine #irect fuel injection is a fuel delivery technology that allows gasoline engines to burn fuel more efficiently, resulting in more power, cleaner emissions, and increased fuel economy. Ho! irect fuel injection !or"# ,asoline engines work by sucking a mixture of gasoline and air into a cylinder, compressing it with a piston, and igniting it with a sparkC the resulting explosion drives the piston downwards, producing power. Traditional "indirect$ fuel injection systems pre mix the gasoline and air in a chamber just outside the cylinder called the intake manifold. In a direct injection system, the air and gasoline are not pre mixedC air comes in via the intake manifold, while the gasoline is injected directly into the cylinder. A $%nt%&e# of irect fuel injection &ombined with ultra precise computer management, direct injection allows more accurate control over fuel metering "the amount of fuel injected$ and injection timing "exactly when the fuel is introduced into the cylinder$. The location of the injector also allows for a more optimal spray pattern that breaks the gasoline up into smaller droplets. The result is more complete combustion in other words, more of the gasoline is burned, which translates to more power and less pollution from each drop of gasoline. -yed -hane *a.a 2 0100//2/03
Di#% $%nt%&e# of irect fuel injection The primary disadvantages of direct injection engines are complexity and cost. #irect injection systems are more expensive to build because their components must be more rugged they handle fuel at significantly higher pressures than indirect injection systems and the injectors themselves must be able to withstand the heat and pressure of combustion inside the cylinder. Ho! 'uc( 'ore )o!erful %n efficient i# irect injection* &adillac sells the &T- with both indirect and direct injection versions of its F.2 liter @2 engine. The indirect engine produces +2F horsepower and +;F lb ft of torque, while the direct version develops F09 hp and +:9 lb ft. #espite the additional power, )(A fuel economy estimates for the direct injection engine are / 7(, higher in the city "/1 7(, vs /: 7(,$ and equal on the highway. Another advantage8 &adillacPs direct injection engine runs on regular "1: octane$ gasoline. &ompeting cars from Infiniti and Aexus, which use F00 hp @2 engines with indirect injection, require premium +%#oline irect injection ,+DI- continue# to .e % !e%)on in t(e tec(nolo&/ %r'our/ of %uto'%"er# in t(eir fi&(t to re uce CO01 M%nuf%cturer# .elie$e t(%t (o'o&eneou# %))lic%tion# of +DI !ill .e o'in%nt o$er t(e ne2t fi$e /e%r# %n !ill .eco'e 'ore clo#el/ %##oci%te !it( .oo#tin& ,tur.o or #u)erc(%r&e - to %c(ie$e (i&( le$el# of en&ine c%)%cit/ o!n#i3in&1 M%tt(e! 4eec(%' re)ort#. #irect injection means injecting fuel directly into the cylinder instead of premixing it with air in separate intake ports. Although this allows foremissions more precisely, it also demands more advanced engine management technologies. ,asoline injection is not a new concept. In /3;+, the ,utbrod -uperior 200 and the ,oliath :00 ,( were the first vehicles world wide to feature a direct injection system "manufactured by Eosch$ as standard equipment. &ompared to earlier models fitted with carburetors, this technology reduced fuel consumption by +0Q while increasing the engine output by +0Q. Eosch had borrowed this idea from the aerospace industryC the company had been developing gasoline injection pumps for aircraft since /3F:. The manifold injection system gradually replaced the conventional carburetor. In /32:, the # Detronic system by Eosch was the first electronically controlled gasoline injection system world wide, and was installed in the @% /200 TA. Ey /3:+, /1 automakers were installing this system. ?our years later, Eosch introduced a gasoline injection system with oxygen control providing the basis for effective exhaust gas control using a three way catalytic converter.
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In Dapan, 7itsubishi 7otors was the first to introduce ,#I technology, launching it on the ,alant6AegnumPs 9,3F, which was later rolled out in )urope in /331. In /333, (-A (eugeot &itroen borrowed "under license$ the ,#I technology from 7itsubishi 7otors and introduced a ,#I engine. This was subsequently withdrawn from the market in +00/. @% and E7% subsequently introduced their own finely tuned ,#I engines, marketing their high performance. ,oing forward, according to #r -ebastian -chilling, engineering director, )urope, ,asoline )7- R (owertrain (roducts, #elphi, the main drivers to introduce ,#I are reduction in fuel consumption and improved vehicle performance. 'e said8 SThe cooling effect caused by in cylinder evaporation significantly reduces the knocking tendency and allows an increase in efficiency of the engine via an increased compression ratio. )specially for turbocharged engines this helps to reduce enrichment requirements significantly. The compression ratio on these new ,#I engines can now be increased with less knocking tendency, which leads again to very efficient engines by using the benefits of the low end torque like diesel engines. *unning the engine in lean stratified mode like diesel engines, it is possible to reduce the pumping losses and increase the thermal efficiency, enabling very low fuel consumption. In addition, any new alternative gasoline combustion system, like controlled auto ignition or homogeneous charge compression ignition, will need a direct control of the combustion by direct injection of fuel into the combustion chamber. -o ,#I is clearly the preferred solution for future gasoline engines offering a broad range of different applications.S #elphi used the +00: IAA show in ?rankfurt to launch its new gasoline direct injection system that is optimised for the increasing use of turbochargers and bio fuels. At the centre of the companyPs system, dubbed 7ultec /0, is a new multi hole injector, designed for homogeneous lambda combustion. It is available with spray preparation options optimised for a variety of combustion chamber shapes and static flow requirements. SIn the past, stricter emission legislation always triggered the development and introduction of new technologies,S said -chilling. SThe main driver for ,#I is the reduction of fuel consumption and &!+ emissions, while maintaining or improving the engine performance. )specially while there are different competitors already on the market, it is an exciting challenge for #elphi. #elphi has a two ,#I injector strategy in order to fulfil the market demands for both homogeneous =with the 7ultec /0 injector> and as stratified engines =with the 7ultec +0 injector>.S
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-chilling believes that there are several synergies between diesel direct injection systems and gasoline direct injection systems. 'e said8 SThe ,#I technology for gasoline engines is using today injection pressures up to +00 bar, while in the meantime the diesel injection systems, depending on application, are around +,000 bar. Independent of the differences in working pressure range, there are synergies in the area of production processes, especially for injector and pump manufacturing. In addition, the sensing and the control software can offer some additional synergies following a consequent systems approach.S Eosch designs and develops injection systems which allow vehicles to run on diesel, gasoline, gasoline and natural gas or gasoline and ethanol, either alternatively or as a mixture. This year, Eosch will deliver about 300,000 gasoline direct injection systems, and estimates for +0/0 exceed + million. The company believes that its new generation of the ,#I systems makes combustion more efficient and increases overall engine efficiency. #r -teffen Eerns, executive vice president )ngineering ,asoline -ystems, Eosch, told us8 S%ith #I, =direct injection gasoline> it is possible to reduce fuel consumption and &!+ =carbon dioxide> emission by about /;Q and to meet current and future emission regulations. ThatPs the reason why car manufacturers are more and more interested in using #I,. ?or Eosch this opens up significant market potential.S Eosch claims that its current, second generation gasoline direct injection system, known as #I 7otronic, contributes to improved mixture preparation and further reduces emissions of carbon dioxide, hydrocarbons and nitrous oxides. The main elements of the #I 7otronic system include the '#(; high pressure pump, which is characteri.ed by compact dimensions and low weight. The magnetically controlled high pressure injection '#)@; valve permits a spraying pattern with up to seven individual jets depending on the application. SThe second generation #I 7otronic contributes to improved mixture preparation and provides for considerably reduced emissions of &!+, hydrocarbons and B!x =nitrous oxides>,S added Eerns. S<sing optimised cold starting combustion processes which provide for faster heat up of the catalytic converter, emission values are even below the strictest -<A)@ "super ultra low emission vehicle$ limits in the <.-. And the #I 7otronic even has the potential to fulfil future emission regulations. At the same time our second generation of gasoline direct injection system provides the basis for a whole series of new approaches to reduce consumption and &!+8 the spray guided combustion process, control of intake and exhaust valves, and above all turbocharging, which allows engines to be smaller. This Pdownsi.ingP has now been adapted in several series manufactured engines and further projects are set to follow.S -yed -hane *a.a 3 0100//2/03
7eanwhile, #ensoPs engineers are developing high pressure fuel injection "+,000 bar$ technology, precision fuel injection technology and sensors for auxiliary control. Their aim is to reduce exhaust gas emissions and create systems that contain total costs by simplifying after treatment processes. The company is developing various after treatment systems for exhaust gas, including cordierite based diesel particulate filters, lean B!x traps, and urea selective catalytic reduction systems. #enso used the +00: IAA show in ?rankfurt to reveal its latest generation common rail system. In a speech to journalists, Hoichi ?ukaya, president and &)! of #enso &orp, said8 S!ur +00 7ega (ascal diesel common rail system will be introduced to the market next year. =It> achieves the worldPs highest fuel injection pressure up to nine injections during each combustion cycle. In addition, the injector for the new system features a unique mechanism that reduces the amount of leakage fuel returning to the tank. In turn, this reduces the amount of fuel supplied from the pump to the injector, decreasing the pumpPs workload.S #enso &orp also believes that there is a large amount of commonalities and synergy effect between ,#I and diesel. STo realise low costs, reduced development time and high quality, we partly commonise production processes and structures of ,#I and diesel components, such as injectors, pumps and sensors, and their control software,S said !samu ?ukasawa, senior manager, (owertrain 7anagement -ystems )ngineering department, #enso &orp. SEut the balance between flexibility and commonality is important.S In responding to stricter emission regulations, #enso has continued to develop and provide high quality performance products. ?ukasaw added8 SThe key point is to realise low cost after treatment systems for B!x and (7 reduction. %e believe that this will lead to business expansion.S #espite the initial forecasts for a booming ,#I market, the reality is that the adoption of the technology has been slower. ,oing forward, however, just auto expects to see an increasing adoption of ,#I for gasoline engines over the next few years. 'owever, if the fuel economy benefits can be truly demonstrated and gasoline direct injection can be proven to be a better solution over competing technologies, the potential market could be much higher. In Borth America, however, the relatively low fuel price has resulted in little incentive to introduce fuel saving technologies, whether ,#I or diesel. )mission legislation, however, could change that and lead to the future expansion of ,#I technology.
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#aimler rally drivers -pielvogel6-inghartinger8 I*espect for the challenges to comeJ 6 IThe greatest adventure I have ever let myself in forJ Eettina -inghartinger and Andrea -pielvogel, two female #aimler A, employees, left -tuttgart in their 7ercedes Een. @iano 9matic today to join the official lineup for the Aicha des ,a.elles women5s rally. After a short sea crossing from -ete, ?rance to Tangiers, 7orocco, followed by the team presentation and technical verification on /1 7arch, the Aicha des ,a.elles *ally will start off and end in )ssaouira on 7orocco5s Atlantic coast on +: 7arch +0/0. II have enormous respect for the challenges to come,J says Andrea -pielvogel,. 'er colleague Eettina -inghartinger, a communications employee, adds8 IThis is probably the greatest adventure I have ever let myself in for.J Another highlight awaits them even before the start of the rally8 the ship with all the participants and equipment will be the very first to dock in the newly constructed harbor in )ssaouira. The king of 7orocco has also confirmed that he will be present to welcome the rally participants in person. The Aicha des ,a.elles *ally The IAicha des ,a.elles *ally +0/0T is organised by women for women, and its patron is the king of 7orocco. A total of F0 mainly African nations are taking part. The route covers a distance of almost +;00 kilometres, and there are seven stages. In contrast to other competitions of this kind, the key requirement of the *allye des ,a.elles is navigation using only maps, coordinates and a compass G without the aid of ,(-. It is not the fastest team that wins, but rather the team that finds the shortest route between the checkpoints in the given time. There are penalty points if a detour is taken, technical assistance is requested or any checkpoints are missed out. !vernight stops during the two marathon stages of the rally are spent in the desert. 'elping each other is very much in the spirit of this rally, which has a humanitarian purpose. All the takings go to a charity which subsidises mobile clinics, orphanages and the construction of wells in 7orocco. The I,a.ellesJ also bring many tons of donated items to 7orocco with them each year, and these are distributed during the rally. #ai mler A, employees taking part in the rally @ehicles from 7ercedes Een. were already successful in this rally last year. In the /3th event of this series, the world5s only rally for women, the two professional drivers Deanette Dames and Anne 7arie !rtola achieved first place in their category in a 7ercedes Een. @iano 9matic. This Irish6?rench duo also won the separate ranking for first time participants in their class. This year the two professionals will be driving for #aimler again G this time in an all wheel drive 7ercedes Een. -printer 9U9. The opportunity for the two amateurs Andrea -pielvogel and Eettina -inghartinger to be at the starting line is due to an in house competition organised by #aimler A,. IAady racing drivers wantedVJ G this was the online announcement in Danuary with which #aimler invited its female employees to apply for a place in the Aicha des ,a.elles desert rally. 7ore than +00 responded, and twelve of these were eventually shortlisted. Andrea -pielvogel and Eettina -inghartinger emerged as the final winners. -yed -hane *a.a 0100//2/03 //
Andrea -pielvogel and Eettina -inghartinger will drive a 7ercedes Een. @iano 9matic for #aimler in this year5s rally. This all wheel drive, standard specification vehicle was already used in last year5s rally, and has only been given a complete technical overhaul and minor racing modifications for this year5s event. Items in the list of IextrasJ for the //0 k% "/;0 hp$ four cylinder diesel @iano include a rollover cage, bucket seats, harness seat belts, an aluminium underbody guard and special sand tyres. Eettina -inghartinger8 IAast year the team won the event #aimler rally drivers -pielvogel6-inghartinger8 I*espect for the challenges to the Eettina -inghartinger and Andrea -pielvogel, two female #aimler A, employees, left -tuttgart in their 7ercedes Een. @iano 9matic today to join the official lineup for the Aicha des ,a.elles women5s rally. After a short sea crossing from -ete, ?rance to Tangiers, 7orocco, followed by the team presentation and technical verification on /1 7arch, the Aicha des ,a.elles *ally will start off and end in )ssaouira on 7orocco5s Atlantic coast on +: 7arch +0/0. II have enormous respect for the challenges to come,J says Andrea -pielvogel,. 'er colleague Eettina -inghartinger, a communications employee, adds8 IThis is probably the greatest adventure I have ever let myself in for.J Another highlight awaits them even before the start of the rally8 the ship with all the participants and equipment will be the very first to dock in the newly constructed harbor in )ssaouira. 4e#t ne! tec(8sAutomobile Magazine recently recogni.ed stability control as its Jtechnology of the year.J As much as I value this feature, the award confuses me, as stability control has been widely available for a few years. I5d have given the award to direct injection instead.
%hat is direct injectionW In conventional gasoline engines, fuel is injected into the intake runner behind the valve, not directly into the cylinder. %ith direct injection, fuel is injected directly into the cylinder relatively late in the compression stroke. This was not done earlier because it requires much higher fuel line pressures, over +,000 pounds per square inch "psi$ vs. about 90 psi with conventional fuel injection.
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!nly in the +002 model year did direct injection become available in the <nited -tates in more than one or two models, and it remains far from common. Eut it should spread quickly over the next few years, and I suspect that in five years the majority of gasoline powered cars will have it. -o you can probably look forward to more power and better fuel economy in your next ride engines produce more power AB# get #irect benefits include a more even fuel air mixture and a cooling effect inside the cylinder. As a result, it5s possible to compress the mixture more without risking premature detonation. &ompression ratios for direct injected engines tend to be about /+8/ without boost from a turbocharger or supercharger, and about /08/ with it. Eoth numbers are about /.;8/ higher than conventional engines.
%hy does this matterW %ell, owing to the higher compression and the more even mixture, direct injection better fuel economy. Taken toTaken to the extreme, we get the new Aexus A-, which earns )(A ratings of /3 city and +: highway despite weighing in at over 9,+00 pounds and being powered by a F10 horsepower 9.2 liter @1. The previous A- earned slightly lower ratings despite weighing a couple hundred pounds less and having /0+ fewer horses under the hood. -imilarly, @%5s ,TI and ,AI with their +00 horse turbo four and nifty #-, transmission earn ratings of +; city and F/ highway. !nly in the +002 model year did direct injection become available in the <nited -tates in more than one or two models, and it remains far from common. Eut it should spread quickly over the next few years, and I suspect that in five years the majority of gasoline powered cars will have it. -o you can probably look forward to more power and better fuel economy in your next ride. 5%nt 'ore u#eful %n 'ore
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Bosc Motronic M!D" gasoline #irect injection$ Die#el $#1 &%#oline6 t(e fi&(t &oe# on #iesel was once a dirty word in the automotive industry. It represented particulates, pollutants, and poor performance, and its attraction for car users was limited mainly to those who wanted low fuel consumption and covered great distances such as taxi operators. 'owever, from the late /3:0s, its private car potential improved, partly due to the effect of turbocharging. Then in the early /330s, its popularity started to plateau in some areas as gasoline fueled cars became more efficient. There were those who thought that diesel had had its dayC but they were wrong. #iesel is making a come back in many parts of the world where fuel is costly X and it is likely to go on strengthening its position, particularly because of its low &!+ emissions. It is also gaining acceptance at the top end of the market. @olkswagen unveiled a luxury concept model at the ?rankfurt 7otor -how powered by a @/0 diesel and E7% revealed its sporty concept L3 with a diesel engine. 7ercedes Een., Audi, and E7% all have diesel engine options for their executive cars and Alfa *omeo offers a fine common rail diesel engine option for its /;2 sports sedan. Daguar is likely to enter the diesel market fairly soon. Ten years ago, the diesel segment in %estern )urope accounted for some /9Q of salesC now it has almost -yed -hane *a.a 0100//2/03 /9
doubled to +:Q. (articularly significant is the profile of diesel passenger vehicles fitted with direct injection engines over the same period X from almost nothing to :;Q.
-o diesel can now combine performance, economy, low &! + levels X and demonstrate reduced noise levels. Eut gasoline technology is on the move, too. If direct injection was good for diesel power units, it was equally good for gasoline, and now that technology is gaining momentum in the market place. A company with a particularly significant role in both areas is Eosch, which sees the application of advanced technology bringing significant gains in terms of economy and emissions efficiency. Eosch has developed the 7otronic 7)#:, an electronically controlled system for gasoline direct injection. *olf Aeonhard, )ngineering 7anager of Eosch )ngine 7anagement ",asoline #ivision$ said that 7)#: allows an average fuel consumption savings of /;Q, with up to 90Q in the part load range8 STo be able to meet our ambitious goals, we propose a path that we have already successfully implemented, from direct injection in a pre chamber or intake channel to direct injection in the combustion chamber.S In the /3F0s, Eosch developed direct injection gasoline technology for aircraft engines and in the early /3;0s applied it to cars at opposite ends of the car performance spectrum8 the 7ercedes Een. F00-A gull wing sports car and the little 200 cm F ,utbrod. It was originally employed to raise available engine powerC now the targets are also improved fuel consumption and emissions. *eduction of emissions in )urope is a mix of voluntary action by the auto industry and legal requirements by international legislators. These changes include the reduction of &!+ emissions from an average of /12 g6km in /33; to /90 in +001. -aid Aeonhard8 S'igh pressure direct injection has helped the diesel engine gain a new image X from the thrifty diesel engine with an undeniably harsh combustion noise, to a powerful, even thriftier engine with a noise level acceptable for even luxury class automobiles.S Bow Eosch is extrapolating its diesel engine high pressure direct injection experience into gasoline engines. It uses a pressure reservoir and a fuel rail charged by a pump to a -yed -hane *a.a 0100//2/03 /;
regulated pressure up to /+ 7(a "/:90 psi$. ?uel is injected directly into the combustion chamber by electromagnetic injectors. EoschPs 7)#: regulates the operating modes of the direct injection gasoline engine. &ontrolled by the test values of a broadband oxygen sensor, 7)#: enables various operating modes including stratified charge with Aambda values greater than /.0 "a high amount of excess air$ X a significant element in the reduction of fuel consumption. -tratified charge is used in the part load range of a spark ignition engine with direct injection. Aeonhard said EoschPs particular expertise is in dividing the combustion chamber into two .ones8 a combustible air6fuel mixture at the spark plug cushioned in a thermally insulated layer comprising air and residual gas. %ith this specific stratified charge, the Aambda value in the combustion chamber is between about /.; and F.0. S&onsequently, gasoline direct injection in part load operation has the greatest cost savings compared to traditional processes, achieving savings at idle up to 90Q,S he said. S%ith increasing load, the 7)#: switches to an homogenous cylinder charge.S An added bonus is torque is increased by up to ;Q. Aeonhard also underlined the importance of low sulfur fuel as part of the attainment of maximum benefit from direct injection gasoline technology. -ources at Eosch believe that by +00: Severy second new spark ignition engine will have direct injection.S Hlaus Hrieger, 7anager of #evelopment of the #iesel Injection Technology division of Eosch, made it clear that although @1 diesel engines are now fitted to luxury cars, this is just the beginning8 S)ngines with a higher number of cylinders, and more power and torque, are currently being developed for production readiness. A major motivation for development work of diesel passenger vehicles is the reduction of harmful pollutants,S he stated. In fact, emissions from diesel engines with regard to B!x and particles show a reduction of about 1;Q over the past /0 years, while specific engine power has risen by about 30Q. *eduction of &!+ levels is also a priority for automakers. Hrieger said that this requires a wide range of technical work to achieve permanent reductions including lower average vehicle weightC the use of smaller, highly stratified enginesC new transmission technologiesC and new methods of subsequent treatment of exhaust for a more consumption favorable6performance friendly design. Hrieger said the next generation of common rail technology would allow injection pressures of up to /20 7(a "+F ksi$ and was now under development8 SIn addition, by using a new generation of control units, the precision of injection amount and start is raised further.S The single cylinder unit injector system "<I-$, now in production and with +0; 7(a "F0 ksi$, Shas the highest pressure potential of all injection systems.S !ne module is used per cylinder, with pump and no..le combined. Eosch is now working on next generation <I- said to be significantly more compact and suitablefor four valves per cylinder engines. It features electrical control of pre injection. A pie.o actuator for common rail injector systems is also being developed and is scheduled for series production in +00+. It is also more compact than the current solenoid controlled design. SIt allows multiple injection at very flexible time increments between individual injections,S said Hrieger. S(re injection amounts of less than / mm F "0.0002 inF$ per stroke can be controlled. !ur further injection amounts of less than / mm F "0.0002 inF$ per stroke can be controlled. !ur further development work is now focused on three to five fold injection. This splitting -yed -hane *a.a 0100//2/03 /2
helps to reduce noise even more, reduce emissions further, and control the subsequent treatment of exhaust.S #evelopment work is also focusing on Aambda control for A major challenge still facing diesel technology engineers is the reduction diesel engines to meter the injection amount even more precisely. of noise. Although engines are quieter, the effect of low temperatures presents a problem, causing an unacceptable StruckyS sound. 'owever, said Hrieger, this is being addressed via a faster warmup period8 S%ith the development of a ceramic glow plug, advance glow temperatures increase to values up to /+00Y& "++00Y?$. The pre glow time has been reduced to less than + s. At the same time, the energy requirement is significantly less compared to present glow plugs
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OPERATIN+ DIFFICULTIES FOR A CAR4URETOR1 -ome problems associated with comfortable running of the carburetor are discussed here. 1$ Ice formation: The vaporisation of the fuel injected in the current of the air requires latent heat and the taken mainly from the incoming air. As a result of this, the temperature of the air drops below the dew point of the water vapour in the air and it condenses and many times free.e into ice if the temperature falls below dew point temperature. %$ &apour 'oc(: The improved volatility of modern fuels and the necessity of providing heat to prevent the ice formation, has created carburetion difficulties due to vaporisation of fuel in pipes and float chamber. The heating may also occur due to petrol pipes being near the engine. If the fuel supply is large and supply is small, a high velocity will result causing high vacuum. This causes considerable drop which may also cause the formation of vapour bubbles. If these bubbles formed accumulate at the tube bend, then they may interrupt the fuel flow from the tank or the fuel pump and engine will stop because of lack of fuel. -yed -hane *a.a 0100//2/03 /:
@apour lock is formed because of rapid bubbling of fuel and usually happens in hot summer. )$ Bac( Firing: #uring the starting of an engine under cold working conditions, the usual manipulation of the choke varies the mixture from too lean to too rich. A very lean mixture will burn very slowly and the flame may still exist in cylinder when the exhaust valve is about to open. The fresh charge in the intake manifold is about to open. The fresh charge in the intake manifold is not so diluted as when inducted into the cylinder and mixed with the clearance gases and consequently burn more rapidly than the charge in the cylinder. If lean charge comes in contact with flames existing in the cylinder, there will be flash of flame back through the intake manifold, burning the charge therein and causing the customary back firing in the carburetor.
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AD7ANTA+ES OF FUEL IN8ECTION O7ER CAR4URETOR 8The fuel injection eliminates several intake manifold distribution problems. !ne of the most difficult problems in a carbureted system is to get the same amount and richness of air fuel mixture to each cylinder. The problem is that the intake manifold acts as a storing device, sending a richer air fuel mixture to the end cylinders. The air flows readily around the corners and through various shaped passages. 'owever the fuel, because it is heavier is unable to travel as easily around the bends in the intake manifold. As a result, some of fuel particles continue to move to the end of the intake manifold, accumulating there. This enriches the mixture going the end cylinder. The center cylinder closest to the carburetor gets the leanest mixture. The port injection solves this problem because the same amount of fuel is injected at each intake valve port. )ach cylinder gets the same amount of air fuel mixture of the same mixture Another advantage of the fuel injection system is that the intake manifold can be designed for the most efficient flow of air only. It does not have to handle fuel. Also, because only a throttle body is used, instead of a complete carburetor, the hood height of the car can be lowered. %ith fuel injection, fuel mixture requires no extra heating during warm up. Bo manifold heat control valve or heated air system is required. Throttle response is -yed -hane *a.a 0100//2/03 /1
faster because the fuel is under pressure at the injection valves at all times. An electric fuel pump supplies the pressure. The carburetor will depend on differences in air pressure as the force that causes the fuel to feed into the air passing through. ?uel injection has no choke, but sprays atomi.ed fuel directly into the engine. This eliminates most of the cold start problems associated with carburetors. )lectronic fuel injection also integrates more easily with computeri.ed engine control systems because the injectors are more easily controlled than a mechanical carburetor with electronic add ons. 7ulti port fuel injection "where each cylinder has its own injector$ delivers a more evenly distributed mixture of air and fuel to each of the enginePs cylinders, which improves power and performance. -equential fuel injection "where the firing of each individual injector is controlled separately by the computer and timed to the enginePs firing sequence$ improves power and reduces emissions.
ELECTRONIC FUEL IN8ECTION The main components of electronic fuel injection are described below. /. )ngine &ontrol <nit ")&<$ +. -ensors F. ?uel Injectors
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!ngine *ontrol +nit ,!*+-: This unit is the heart of electronic injection system which is responsible for metering the quantity of fuel supplied to each cylinder. The unit contains a number of printed circuits boards on which, a series of transistors, diodes and other electronic components are mounted. This makes the vital data analysing circuits responding to various input signals. After processing the input data, the power output circuits in the control unit generates current pulses which are transmitted to the solenoid injectors to operate the injector for the required period. ?or example, when the pedal of the vehicle is stepped on, the throttle valve "this is the valve that regulates how much air enters the engine$ opens up more, letting in more air. The engine control unit ")&<$ SseesS the throttle valve open with the help of sensors and increases the fuel rate in anticipation of more air entering the engine. It is important to increase the fuel rate as soon as the throttle valve opensC otherwise, when the gas pedal is first pressed, there may be a hesitation as some air reaches the cylinders without enough fuel in it. -ensors monitor the mass of air entering the engine, as well as the amount of oxygen in the exhaust. The )&< uses this information to fine tune the fuel delivery so that the air to fuel ratio is just right. The )&< generally works in two operating modes, namely open loop and closed loop. In closed loop !xygen sensor is used to sense the quantity of excess !xygen in the smoke and this information is used for the next cycle of injection. This is also called feedback mode. !n the other hand in open loop system the !xygen sensor is not used.
ECU
En&ine E2(%u#t Fig%: .pen loop .peration mo#e
ECU
En&ine
O2/&en Sen#or
E2(%u#t
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+0
Fig): *lose# loop .peration mo#e
!ngine Sensors: In order to provide the correct amount of fuel for every operating condition, the engine control unit ")&<$ has to monitor a huge number of input sensors. 'ere are just a few8
Fig/: &arious Sensors use# in a GDI system

Mass airflow sensor Tells the )&< the mass of air entering the engine Oxygen sensor The device measures the amount of oxygen in the exhaust gas
and sends this information to the electronic control unit. If there is too much oxygen, the mixture is too lean. If there is too little, the mixture is too rich. In either case, the electronic control unit adjusts the air fuel ratio by changing the fuel injected. It is usually used with closed loop mode of the )&<.
T rottle position sensor 7onitors the throttle valve position "which determines how much air goes into the engine$ so the )&< can respond quickly to changes, increasing or decreasing the fuel rate as necessary
-yed -hane *a.a 0100//2/03
+/
*oolant temperature sensor Allows the )&< to determine when the engine has reached its proper operating temperature
&oltage sensor 7onitors the system voltage in the car so the )&< can raise the idle speed if voltage is dropping "which would indicate a high electrical load$
Manifol# absolute pressure sensor 7onitors the pressure of the air in the intake manifold. The amount of air being drawn into the engine is a good indication of how much power it is producingC and the more air that goes into the engine, the lower the manifold pressure, so this reading is used to gauge how much power is being produced.
!ngine spee# sensor 7onitors engine speed, which is one of the factors used to calculate the pulse width.
*ran( Angle sensor
7onitors the position of the piston and gives the
information to the )&<. Accordingly the )&< adjusts the valve timing. Fuel Injectors: The solenoid operated fuel injector is shown in the figure above. It consists of a valve body and needle valve to which the solenoid plunger is rigidly attached. The fuel is supplied to the injector under pressure from the electric fuel pump passing through the filter. The needle valve is pressed against a seat in the valve body by a helical spring to keep it closed until the solenoid winding is energi.ed. %hen the current pulse is received from the electronic control unit, a magnetic field builds up in the solenoid which attracts a plunger and lifts the needle valve from its seat. This opens the path to pressurised fuel to emerge as a finely atomised spray. The amount of fuel supplied to the engine is determined by the amount of time the fuel injector stays open. This is called the pulse width, and it is controlled by the )&<. The injectors are mounted in the intake manifold so that they spray fuel directly at the intake valves. A pipe called the fuel rail supplies pressuri.ed fuel to all of the injectors.
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Fig2: !lectronic Fuel Injector
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)A)&T*!BI& ?<)A IBD)&T!*
/. 7ultipoint ?uel Injection "7(?I$ +. ,asoline #irect Injection ",#I$ MULTI POINT FUEL IN8ECTION ,MPFI)ngines with multi port injection have a separate fuel injector for each cylinder, mounted in the intake manifold or head just above the intake port.
Fig0: Fuel Injection in a M1FI system Thus, a four cylinder engine would have four injectors, a @2 would have six injectors and a @1 would have eight injectors. 7ulti port injection systems are more expensive because of the added number of injectors. Eut having a separate injector for each cylinder makes a big difference in performance. The same engine with multi port injection will typically produce /0 to 90 more horsepower than one with carburetor because of better cylinder to cylinder fuel distribution. Injecting fuel directly into the intake ports also eliminates the need to preheat the intake manifold since only air flows through the manifold. This, in turn, provides more freedom for tuning the intake plumbing to produce maximum torque. -yed -hane *a.a +F 0100//2/03
+ASOLINE DIRECT IN8ECTION ,+DI-
Fig": A GDI System In conventional engines, fuel and air are mixed outside the cylinder. This ensures waste between the mixing point and the cylinder, as well as imperfect injection timing. Eut in the ,#I engine, petrol is injected directly into the cylinder with precise timing, eliminating waste and inefficiency. Ey operating in two modes, <ltra Aean &ombustion 7ode and -uperior !utput 7ode, the ,#I engine delivers both unsurpassed fuel efficiency and superior power and torque. The ,#I engine switches automatically between modes with no noticeable shift in performance. All the driver notices is a powerful driving experience, and much lower fuel bills. ItPs the best engine on the -yed -hane *a.a 0100//2/03 ?ig8 : +9
market. A ,asoline direct injection system consist various components as shown in the figure below.
CHAPTER 9
MA8OR O48ECTI7ES OF THE +DI EN+INE <ltra low fuel consumption, which betters that of diesel engines. Superior power to conventional MPI THE DIFFE E!"E #ET$EE! !E$ %DI &!D "' E!T MPI For fuel supply(
conventional engines use a fuel injection syste)( w*ic* replace+ t*e car,uretion syste)- MPI or Multi.Point Injection( w*ere t*e fuel is injecte+ to eac* inta/e port( is currently t*e one of t*e )ost wi+ely use+ syste)sHowever( even in MPI engines t*ere are li)its to fuel supply response an+ t*e co),ustion control ,ecause t*e fuel )ixes wit* air ,efore entering t*e cylin+er- Mitsu,is*i set out to pus* t*ose li)its ,y +eveloping an engine w*ere gasoline is +irectly injecte+ into t*e cylin+er as in a +iesel engine( an+ )oreover( w*ere injection ti)ings are precisely controlle+ to )atc* loa+ con+itionsT*e %DI engine ac*ieve+ t*e following outstan+ing c*aracteristics
!3tremely precise control of fuel supply to ac ie4e fuel efficiency t at e3cee#s t at of #iesel engines by enabling combustion of an ultra5lean mi3ture supply$
&ery efficient inta(e an# relati4ely ig compression ratio uni6ue to t e GDI engine #eli4er bot ig performance an# response t at surpasses t ose of con4entional M1I$ O'T0I!E: Major Specifications ,*omparison 7it M1FI-
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Ite' Eore x -troke "mm$ #isplacement Bumber of &ylinders Bumber of @alves &ompression *atio &ombustion &hamber Intake (ort ?uel -ystem
+DI 1/.0 x 13.0 /1F9 IA 9 Intake8 +, )xaust8 + /+.0 &urved Top (iston <pright -traight In &ylinder #irect Injection
Con$ention%l MPFI /0.; ?lat top (iston -tandard (ort Injection F.F FEATURES
?uel (ressure "7(a$ ;0 T8N844NN4MM47M84N44888ECHNICAL C
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T)&'BI&AA ?)AT<*)T e GDI engines foun#ation tec nologies There are four technical features that make up the foundation technologiesB described below.
The <pright -traight (ort supplies optimal airflow the cylinder. The &urved top (iston controls combustion by helping shape the air fuel mixture. Fig8:(ump Four Tec nicalthe Features The 'igh (ressure ?uel supplies high pressure needed for direct in cylinder injection. -yed -hane *a.a 0100//2/03 +2 into Intake
The 'igh (ressure -wirl Injector controls the vapori.ation and dispersion of the fuel spray.
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7AD!* &'A*A&T)*I-TI&- !? T') ,#I )B,IB)

#irect Injection )ngine )fficiency
A +0/0 )cotec +.9A engine fuel rail. This part distributes fuel to the injectors. #irect injection engines literally give you more bang for your buck, for two main reasons. !ne, they use a SleanerS fuel air mixture ratio. -econd, the way the fuel disperses inside the chamber allows it to burn more efficiently. AetPs take a quick look at each. The ratio of air to fuel as it burns in an engine will have certain, predictable effects on engine performance, emissions of pollutants and fuel efficiency. %hen the amount of air in the mixture is high, compared to the amount of fuel, itPs known as a SleanS mixture. %hen the reverse is the case, itPs called a SrichS fuel mixture. #irect injection engines use a mixture of 90 or more parts air to one part fuel, written as 908/. That compares to a normal gasoline enginePs mix of /9.:8/. A leaner mixture allows fuel to be burned much more conservatively. -yed -hane *a.a 0100//2/03 +:
A second efficiency plus for direct injection engines is that they can burn their fuel more completely. The fuel can be squirted directly where the combustion chamber is hottest in a gasoline engine that means it ends up close to the spark. %ith a traditional gasoline engine, the fuel air mixture disperses widely within the chamber, leaving a substantial amount unburned and therefore ineffective. -o what about the rest of the engineW #o direct injection engines represent a radical departure from the known and accepted principles of internal combustionW The short answer is Sno.S To be sure, direct injection engines do use a few special bits and technical tricks8

A nifty piece of hardware called a fuel r%il, to distribute fuel to the injectors -pecial programming for the engine management computer to handle the calculations of flow rate, fuel droplet si.e, emissions controls and other things you donPt want to think about while driving -pecial c%t%l/tic con$ertor# to handle direct injection enginesP notoriously high oxides of nitrogen emissions "B!x$ The B!x issue notwithstanding, gasoline direct injection engines get high marks in particular for their cleaner emissions. ItPs for this reason that numerous engine companies have toiled to build two stroke versions of the gasoline direct injection engine. %hile four strokes are found on most automobiles and street legal motorcycles, two strokes rule when it comes to off road motorcycles, small boat and personal watercraft engines and many of the motorbikes that serve as primary transportation in developing nations.
0ower fuel consu)ption an+ *ig*er output:

<sing methods and technologies, the ,#I engine provides both lower fuel consumption and higher output. This seemingly contradictory and difficult feat is achieved with the use of two combustion modes. (ut another way, injection timings change to match engine load. ?or load conditions required of average urban driving, fuel is injected late in the compression stroke as in a diesel engine. Ey doing so, an ultra lean combustion is achieved due to an ideal formation of a stratified air fuel mixture. #uring high performance driving conditions, fuel is injected during the intake stroke. This enables a homogeneous air fuel mixture like that of in conventional 7(I engines to deliver higher output. Two "o),ustion Mo+es: In response to driving conditions, the ,#I engine changes the timing of the fuel spray injection, alternating between two distinctive combustion modes stratified charge "<ltra Aean combustion$, and homogenous charge "-uperior !utput combustion$. -yed -hane *a.a 0100//2/03 +1
<nder normal driving conditions, when speed is stable and there is no need for sudden acceleration, the ,#I engine operates in <ltra Aean 7ode. A spray of fuel is injected over the piston crown during the latter stages of the compression stroke, resulting in an optimally stratified air fuel mixture immediately beneath the spark plug. This mode thus facilitates lean combustion and a level of fuel efficiency comparable to that of a diesel engine. The ,#I engine switches automatically to -uperior !utput 7ode when the driver accelerates, indicating a need for greater power. ?uel is injected into the cylinder during the pistonPs intake stroke, where it mixes with air to form a homogenous mixture. The homogenous mixture is similar to that of a conventional 7(I engine, but by utilising the unique features of the ,#I, an even higher level of power than conventional petrol engines can be achieved.
Fig9: T7o combustion mo#es In.cylin+er &irflow: The ,#I engine has upright straight intake ports rather than hori.ontal 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.
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Precise "ontrol over t*e &ir1Fuel Mixture: The ,#I enginePs ability to precisely control the mixing of the air and fuel is due to a new concept called wide spacing,S whereby injection of the fuel spray occurs further away from the spark plug than in a conventional petrol engine, creating a wide space that enables optimum mixing of gaseous fuel and air. In stratified combustion "<ltra Aean 7ode$, fuel is injected towards the curved top of the piston crown rather than towards the spark plug, during the latter stage of the compression stroke. The movement of the fuel spray, the piston headPs deflection of the spray and the flow of air within the cylinder cause the spray to vapourise and disperse. The resulting mixture of gaseous fuel and air is then carried up to the spark plug for ignition. The biggest advantage of this system is that it enables precise control over the air to fuel ratio at the spark plug at the point of ignition.
Fig11: 1recise *ontrol o4er t e A:F ;atio The ,#I enginePs intake ports have been made straight and upright to create a strong flow that facilitates mixing of the air and fuel. Air is drawn smoothly and directly down through the intake ports toward the cylinder, where the piston head redirects it, forcing it into a reverse vertical tumble flow, the most effective flow pattern for mixing the air and fuel and carrying the mixture up to the spark plug. The ,#I enginePs pistons boast unique curved tops forming a rounded combustion chamber the most effective shape for carrying the gaseous fuel up to the spark plug. In addition to its ability to mix thoroughly with the surrounding air, the fuel spray does not easily wet the cylinder wall or the piston head. In homogeneous combustion "-uperior !utput 7ode$, fuel is injected during the intake stroke, when the piston is descending towards the bottom of the cylinder, vapourising into the air flow and following the piston down. Again, itPs all in the timing. Ey selecting the optimum timing for the injection, the fuel spray follows the movement of the piston, but cannot catch up.
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In this case, as the piston moves downward and the inside of the cylinder become larger in volume, the fuel spray disperses widely, ensuring a homogenous mixture. Fuel Spray: Bewly 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 atomi.ation that is mandatory for the ,#I even with a relatively low fuel pressure of ;0kg6cm+.
Fig1%: Fuel Spray * aracteristics Opti)i2e+ "onfiguration of t*e "o),ustion "*a),er : The curved top piston controls the shape of the air fuel mixture as well as the airflow inside the combustion chamber, and has an important role in maintaining a compact air fuel mixture. The mixture, which is injected late in the compression stroke, is carried toward the spark plug before it can disperse. Re%li3%tion of lo!er fuel con#u')tion In conventional gasoline engines, dispersion of an air fuel mixture with the ideal density around the spark plug was very difficult. 'owever, this is possible in the ,#I engine. ?urthermore, extremely low fuel consumption is achieved because ideal stratification enables fuel injected late in the compression stroke to maintain an ultra lean air fuel mixture. An engine for analysis purpose has proved that the air fuel mixture with the optimum density gathers around the spark plug in a stratified charge. This is also borne out by analy.ing the behavior of the fuel spray immediately before ignition and the air fuel mixture itself. As a result, extremely stable combustion of ultra lean mixture with an air fuel ratio of 90 is achieved as shown below. -yed -hane *a.a 0100//2/03 F/
Fig11: *ombustion of ultra lean mi3ture Co'.u#tion of Ultr%-le%n Mi2ture In conventional 7(I engines, there were limits to the mixtures leanness due to large changes in combustion characteristics. 'owever, the stratified mixture of the ,#I enabled greatly decreasing the air fuel ratio without leading to poorer combustion. ?or example, during idling when combustion is most inactive and unstable, the ,#I engine maintains a stable and fast combustion even with an extremely lean mixture of 90 to / air fuel ratio.
Fig1%: <eat an# 1ressure 4ariation
CHAPT
ER :
7EHICLE FUEL CONSUMPTION Fuel "onsu)ption +uring I+ling: The ,#I engine maintains stable combustion even at low idle speeds. 7oreover, it offers greater flexibility in setting the idle speed. &ompared to conventional engines, its fuel consumption during idling is 90Q less.
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Fig1): *omparison of Fuel consumption Fuel "onsu)ption +uring "ruising Drive: At 90km6h, for example, the ,#I engine uses F;Q less fuel than a comparably si.ed conventional engine.
Fig1/: Tor6ue fluctuation = fuel consumption #etter Fuel Efficiency: The concept of wide spacing makes it possible to achieve a stratified mixture, enabling the ,#I engine to offer stable, ultra lean combustion, allowing a significant improvement in fuel efficiency. In addition to ultra lean combustion, the ,#I engine achieves a higher compression ratio because of its anti knocking characteristic and precise control of injection timing. These features contribute to drastically lower fuel consumption. The ,#I engine improves fuel economy by FFQ in the Dapanese /0 /; mode driving cycle which represents typical urban driving conditions.
E)ission "ontrol: (revious efforts to burn a lean air fuel mixture have resulted in difficulty to control B!x emission. 'owever, in the case of ,#I engine, 3:Q B!x reduction is achieved by utili.ing high rate ),* ")xhaust ,as *atio$ such as F0Q that is allowed by the stable combustion unique to the ,#I as well as a use of a newly developed lean B!x catalyst. -yed -hane *a.a 0100//2/03 FF
REALI;ATION OF SUPERIOR OUTPUT To achieve power superior to conventional 7(I engines, the ,#I engine has a high compression ratio and a highly efficient air intake system, which result in improved volumetric efficiency. In high load operation, a homogeneous mixture is formed. "%hen extra power is needed, the ,#I engine switches automatically to -uperior !utput 7ode.$ Eecause it burns a homogenous mixture in this mode, the ,#I engine functions like any other 7(I engine. 'owever, by maximising its technical features, the ,#I engine achieves substantially higher power than a conventional engine. !ne of the principal reasons for this is that a fine spray of fuel is injected in a wide shower directly into the cylinder, where it vapourises instantly into the air flow. This causes the air to cool and contract, allowing additional air to be drawn in and improving volumetric efficiency. The cooling of the intake air prevents knocking, and results in higher power output. Another reason for the ,#I enginePs ability to offer such superb power is that it prevents knocks. %ith conventional 7(I engines, strong knocking occurs during acceleration. This is caused by petrol adhering to the intake ports. The low octane elements of the fuel are forced into the cylinder immediately after accelerating, where they mix with air and ignite, causing knocking. %ith the ,#I engine, fuel is injected directly into the cylinder and burned completely, meaning that transient knocking is suppressed. This in turn, allows higher output in the early stages of acceleration, when power is most needed. The most significant feature of petrol direct injection is the fact that engine technology has finally achieved precise control over formation of the air6fuel mixture. %e have capitalised on this achievement to develop an innovative anti knock technology called Two -tage 7ixing. In high load, when it is necessary to supply large amounts of fuel, a homogenous air6fuel mix is used to prevent partially dense mixtures that cause soot to form. In contrast, the new Two -tage 7ixing technology prevents soot even during stratified mix, when a dense mixture forms. This is how knocking can be prevented. In Two -tage 7ixing, about /69 of the total volume of fuel is injected during the intake stroke. This forms an ultra lean fuel mixture which is too lean to burn under normal conditions. The remaining fuel is injected during the latter stages of the compression stroke. The key is that the air6fuel mixture is divided into a very lean air6fuel mixture and a rich air6fuel mixture. Hnocking occurs most frequently in a stochiometric mixture, but -yed -hane *a.a 0100//2/03 F9
is less likely to occur when the mixture becomes leaner or richer. Eecause the rich mixture is formed immediately before ignition, there is no time for the chemical reaction that causes knocking to take place. This is another of the factors that prevent knocking. 7ore important to note, is that the emission of soot is prevented, even when a dense air6fuel mixture is formed, and excess air is not sufficient. If air were the only gas present in the combustion chamber as is the case with an ordinary diesel engine the enriched charge would cool, causing soot to form. %ith Two -tage 7ixing, the enriched charge, created in the part of the chamber where the dense air6fuel mixture exists, shifts toward the other side of the chamber, where the mixture is leaner, as it burns. At this point, the enriched charge causes the ultra lean mixture, which is too lean to burn under ordinary circumstances, to ignite. The combustion of the ultra lean mixture, in turn, causes the enriched charge to re ignite. It is this process that suppresses the formation of soot. This is the first time in the long history of petrol engines that direct control of combustion has been used to suppress knocking, and it further underscores the importance of achieving precise control over the air6fuel mixture. I)prove+ 3olu)etric Efficiency: &ompared to conventional engines, the 7itsubishi ,#I engine provides better volumetric efficiency. The upright straight intake ports enable smoother air intake. And the vapori.ation of fuel, which occurs in the cylinder at a late stage of the compression stroke, cools the air for better volumetric efficiency.
Fig12: *omparison of &olumetric efficiency
Increase+ "o)pression atio: The cooling of air inside the cylinder by the vapori.ation of fuel has another benefit, to minimi.e engine knocking. This allows a high compression ratio of /+, and thus improved combustion efficiency.
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Fig10: *omparison of compression ratio
CHAPTER 1<
ACHIE7EMENTS Engine perfor)ance: &ompared to conventional 7(I engines of a comparable si.e, the ,#I engine provides approximately /0Q greater outputs and torque at all speeds.
Fig1": *omparison of !ngine performance 3e*icle &cceleration: In high output mode, the ,#I engine provides outstanding acceleration. The following chart compares the performance of the ,#I engine with a conventional 7(I engine.
Fig18: *omparison of 4e icle acceleration -yed -hane *a.a 0100//2/03 F2
CONCLUSION
A $%nt%&e# ?requent operation in stratified mode. *eduction of &!+ production by nearly +0 percent. (rovides improved torque. ?ulfills future emissions requirements. 3:Q B!x reduction is achieved. Improve the brake specific fuel consumption. -mooth transition between operation modes.
Con#u'er 4enefit *educed fuel consumption /; +0Q 'igher torque ; /0Q <p to ;Q more power -pontaneous response behavior
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REFERENCES
/$ )B)*,O R )B@I*!B7)BTAA ABAAO-I-, IB&. I&ost R Eenefits of the ,asoline #irect Injection )ngineJ, Arlington, @A +++03. +$ O!B, DIB HI7, I)ffect of 7otion on ?uel -pray &haracteristics in A ,#I )ngineJ, Institute for Advanced )ngineering, /333 0/ 0/::. F$ #!7H<B#%A*, IA course in I& enginesJ. 9$ &*!<-)6AB,AIB, IAutomotive mechanicsJ. ;$ www.mitsubishi motors.co.jp 2$ www.auto.howstuffswork.com :$ www.boschusa.com 1$ www.delphi.com
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Gasoline Direct Injection

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Fig1: Transition of Fuel Supply System