Você está na página 1de 113

Electronic Fuel

Injection
A modern gasoline injection system uses
pressure from an electric fuel pump to spray
fuel into the engine intake manifold.
Like a carburetor, it must provide the engine
with the correct air-fuel mixture for specific
operating conditions.
Unlike a carburetor, however ,PRESSURE,
not engine vacuum, is used to feed fuel into the
engine .
This makes the gasoline injection
system very efficient
A gasoline injection system has several possible
advantages over a carburetor type of fuel system.
Some advantages are as follows:
* Improved atomization. Fuel is forced into the
intake manifold under pressure that helps break
fuel droplets into a fine mist.
* Better fuel distribution. Equal flow of fuel
vapors into each cylinder.
* Smoother idle. Lean fuel mixture can be used
without rough idle because of better fuel
distribution and low-speed atomization.
* Lower emissions. Lean efficient air-
fuel mixture reduces exhaust pollution.
* Better cold weather drivability. Injection
provides better control of mixture enrichment
than a carburetor.
* Increased engine power. Precise metering of
fuel to each cylinder and increased air flow can
result in more horsepower output.
* Fewer parts. Simpler, late model, electronic fuel
injection system have fewer parts than modern
computer-controlled carburetors.
There are many types of gasoline
injection systems.
A basic knowledge of the different
classifications :
* single- or multi-point injection
* indirect or direct injection
Single and Multipoint EFI Systems
Fuel injection systems classified by point of injection.

Single Point Fuel Injection (Throttle Body Injection - TBI)


Injector located inside
throttle body, sits on
top of inlet manifold. Air in

Fuel in
Injector sprays
Injector
fuel from above
throttle valve. Throttle body

ECU controls
injector opening.
Throttle valve

Inlet manifold
Single and Multipoint EFI Systems
Multipoint Fuel Injection
Injector located in each
branch of inlet manifold,
below throttle valve. Air in

Injectors spray fuel Throttle valve


directly into each port. Injectors
x 4, x6,
Fuel in x8 etc.
ECU controls
opening of injectors.

Inlet manifold
A multi-point injection system, also called port injection, has an
injector in the port (air-fuel passage) going to each cylinder.

Gasoline is sprayed into each intake port and toward each intake
valve. Thereby, the term multipoint (more than one location)
fuel injection is used.
Overview of a computer-controlled high-pressure common rail
V-8 diesel engine
Electronic Injectors
The injectors can survive the excessive temperature and
pressure of combustion by using the fuel that passes through
it as a coolant
An indirect injection system
sprays fuel into the engine
intake manifold.
Most gasoline injection
systems are of this type.
Direct injection forces fuel
into the engine combustion
chambers. Diesel injection
systems are direct type.
So Gasoline electronic
Direct Injection System
is Classified as : multi-point and Direct injection systems
Fuel System Diagrams and Schematics

Fuel System Block Diagrams - 1 System and


subsystem
Each block represents a
blocks
system.

Lines represent
connections between
systems.

Arrows represent direction


of flow.

Connection lines
Direction of
information
flow/control
Fuel System Block Diagrams - 2 System and
Connection lines component
Each block represents a blocks
component.

Lines represent connections


between systems.

Arrows represent
direction of flow.

Direction of
information
flow/control
Electronic control unit
In automotive electronics, electronic control unit (ECU) is
a generic term for any embedded system that controls one or
more of the electrical systems or subsystems in a motor
vehicle.
An engine control unit (ECU), also known as power-train
control module (PCM), or engine control module (ECM)
is a type of electronic control unit that determines the
amount of fuel, ignition timing and other parameters an
internal combustion engine needs to keep running. It does
this by reading values from multidimensional maps which
contain values calculated by sensor devices monitoring the
engine.
Working of ECU
Control of fuel injection: ECU will determine the quantity
of fuel to inject based on a number of parameters. If the
throttle pedal is pressed further down, this will open the
throttle body and allow more air to be pulled into the
engine. The ECU will inject more fuel according to how
much air is passing into the engine. If the engine has not
warmed up yet, more fuel will be injected .
Control of ignition timing : A spark ignition engine
requires a spark to initiate combustion in the combustion
chamber. An ECU can adjust the exact timing of the spark
(called ignition timing) to provide better power and
economy.
Control of idle speed : Most engine systems have idle
speed control built into the ECU. The engine RPM is
monitored by the crankshaft position sensor which plays a
primary role in the engine timing functions for fuel
injection, spark events, and valve timing. Idle speed is
controlled by a programmable throttle stop or an idle air
bypass control stepper motor.
Common rail and Pressure sensor
The term "common rail" refers to the fact that all of the fuel
injectors are supplied by a common fuel rail which is
nothing more than a pressure accumulator where the fuel is
stored at high pressure. This accumulator supplies multiple
fuel injectors with high pressure fuel.
Fuel Injection System
Electronic Fuel Injection uses various engine sensors and control
module to regulate the opening and closing of injector valve.

Fuel delivery system

Air induction system

Sensor system

Computer control system


Fuel Delivery system
Electrical Fuel Pump draws fuel from
tank and forces it into the regulator.

Pressure Regulator controls the amount


of pressure that enters the injector and any
extra fuel is returned to the fuel tank.

Fuel Injector is simply a coil or solenoid


operated valve.

Spring pressure holds the injector closed.

When engaged, the injector sprays fuel


into the engine.

Injector Pulse Width indicates the time each


Injector is energized (Kept Open).
Sensor System

Monitors engine operating condition and reports this information


to ECM (computer).

Sensors are electrical devices that change resistance or voltage


with change in condition such as temperature, pressure and
position.
Engine Sensors
Oxygen Sensor measures the oxygen content in engine
exhaust.
Mounted on the exhaust system before the
catalytic converter.

Voltage out-put of O2 sensor changes with


the change in oxygen content of exhaust.

Lean mixture decreases the voltage.


Rich mixture increases the voltage.

Signal is sent to ECM and the ECM changes the time that an injector
is open or close.
Engine Sensors
Throttle Position Sensor (TPS)
Variable resister connected to the
throttle plate.

Change in throttle angle =


change in resistance.

Based on the resistance, ECM


richens or leans the mixture.
Engine Sensors
Engine Temperature Sensor

Monitors the operating temperature of the engine.


Exposed to engine coolant.
Engine cold = Low Resistance = Rich Mixture
Engine Hot = High Resistance = Lean Mixture.
Engine Sensors
Mass Air Flow Sensor (MAF)

Measures the amount of outside air entering the engine.

Contains an air flap or door that operates a variable resistor.

Helps computer to determine how much fuel is needed.


Engine Sensors
Inlet Air Temperature Sensor

Measures the temperature of air entering the engine.

Cold air (more dense) = More fuel for proper AF ratio.


Engine Sensors
Crankshaft Position Sensor

Detects engine speed.

Changes injector timing and duration.

Higher engine speed = More fuel


Throttle Body Injection
Uses one or two injectors.

Injectors (pulse) spray fuel into the


top of throttle body air horn.

Atomized fuel mixes with air and


drawn into the engine.

Fuel pressure regulator is spring loaded


and is part of the housing.

Fuel is being injected whenever


the engine is running, also called
CIS: Continuous Injection System.
EFI
EFI Multi port Injection System
Injector is pressed into the runner(Port)
in the intake manifold.
Injector sprays towards an engine
intake valve.

Each cylinder has its own


injector
EFI Direct fuel Injection System

Injectors are pressed into the


combustion chamber and spray fuel
directly into the combustion chamber.
CATALYTIC CONVERTOR
Introduction:
A catalytic convertor is a vehicle emission control device that converts
toxic pollutants in exhaust gas to less toxic pollutants by catalyzing a
redox reaction.
Catalytic convertors are used in internal combustion engines fueled by
either petrol(gasoline) or diesel.

Invented by:
Eugene Houndry

Year of invention:
1950

4/19/2017 Footer Text 33


Construction:
The catalyst support:
The core is usually a ceramic monolith with a honey comb structure.
The Wash coat:
A wash coat is a carrier for the catalytic materials & is used to disperse the
materials over large surface area.
The catalysts:
The catalyst itself is made up of mixtures of precious metals such as platinum,
palladium, rhodium etc
Rhodium is used as reduction catalyst.
Palladium is used as oxidation catalyst.
Platinum is used as both for reduction & oxidation
Catalyst.

4/19/2017 Footer Text 34


Working:
Due to partial combustion, gases such as oxides of nitrogen, carbon monoxide
& un burnt hydrocarbons enter the catalytic convertor through the exhaust valve.

There are basically two ceramic blocks,


ceramic block 1 contains platinum & rhodium and ceramic block 2
contains platinum and palladium as catalyst.

As toxic gases enter 1st ceramic block oxides of nitrogen are 1st to react.
1. 2NOx xO2 +N2

The N2,O2,CO,HC enters the 2nd ceramic block.


1. 2CO+O2 2CO2

2. HC + O2 H2O + CO2

4/19/2017 Footer Text 35


Types:-
Two-way:
Involves two types of oxidation reaction
1. Oxidation of carbon monoxide to carbon-di-oxide
2CO+O2 2CO2
2. Oxidation of hydrocarbons
CxH2x+2+ [(3x+1)/2] O2 xCO2+(x+1) H2O (combustion reaction)

4/19/2017 Footer Text 36


Three-way:-
Oxidation-reduction reactions
1. Reduction of oxides to nitrogen & oxygen:
2NOx xO2 +N2
2. Oxidation of carbon monoxide to carbon-di-oxide:
2CO+O2 2CO2
3. Oxidation of un burnt hydrocarbons:
CxH2x+2 + [(3x+1)/2] O2 xCO2 + (x+1) H2O

4/19/2017 Footer Text 37


Diesel engines:
For diesel engines the most common catalyst used is oxygen.
In exhaust gas stream to convert carbon monoxide to carbon-di-oxide
& hydrocarbons to water & carbon-di-oxide.
These convertors often operate at 90% efficiency.

4/19/2017 Footer Text 38


4/19/2017 Footer Text 39
Installation:
Many vehicles have a close-coupled catalytic converter located near
the engine's exhaust manifold.
This unit heats up quickly due to its proximity to the engine,
and reduces cold-engine emissions by burning off hydrocarbons from
the extra-rich mixture used to start a cold engine

4/19/2017 Footer Text 40


Damage :
Catalyst poisoning occurs when the catalytic convertor is exposed to
exhaust containing substance that coat the working surfaces, encapsulating
the catalyst so that it cannot contact & treat the exhaust.
The most notable contaminant is lead.
Vehicles equipped with catalytic Convertor can be run only
on unleaded fuels.
Vehicles equipped with OBD-II diagnostic systems are designed to alert
The driver the misfire condition by means of flashing the check engine
Light on the dashboard.

4/19/2017 Footer Text 41


Environmental impact:

Catalytic convertors have proven to be reliable & effective in reducing of


toxic emissions. However, these also have adverse environmental impacts
in production.

If a three-way catalyst must run at the stoichiometric point, means the


Fuel is consumed than in the lean burn engine.
This means app. 10% more CO2 is emitted.

4/19/2017 Footer Text 42


Multi Point Fuel Injection
System
(MPFI)
Introduction
To Supply a proper Ratio of Gasoline and
Air to Cylinder.
Without usage of Carburetor to mixing the
Fuel and air In SI Engine.
Varied the Piston speed using Advanced
sensors (ECU).
Classification of MPFI
By the Placing of the injector it is further
classified into two types.
I. Port Injection system .
II. Throttle Injection system
Port Type system
The Injector is Placed in the Intake Manifold
near the intake Port .
The Injector Sprays Gasoline into the Air inside
the manifold .
Fuel & Air mix in Uniform manner And this
mixture Entered into Cylinder .
Another design of
Port Type system
Throttle Injection system
This is similar to carburetor Body with throttle
valve controlling the amount of Air entering
intake manifold .
The sensor is used to control the fuel mixing
level.
Type Of Injection
System
Sketch of MPFI
Engine Control Unit
(ECU)
In General ECU in turn is controlled by the
Data Input From the set of sensors Located
all over the engine & its Auxiliaries.
ECU primarily controls Ignition Timing &
Quality of Fuel to be injected.
ECU gives various commands to the Engine
Fuel intake system & Spark ignition system
, To deliver an Over all Satisfactory
Performance of the engine From start to
Shut down including Emission Control .
Advantages of MPFI
I. Without using of carburetor the product cost is
Low.
II. Engine Efficiency is High.
III. Low Maintenance.
IV. High Power to Engine.
V. No extra Heating While Warm up. Etc,.
Disadvantage Of MPFI

1. Hood Height of the Car is High.


2. Manifold Heat control System OR Valve
is Required.
3. Intake Manifold control only air not Fuel
.
CRDI-system
Introduction

The country among other things has seen an


enormous development in engines used in
cars also.
The Diesel engines have also undergone a sea
change from the time Rudolf Diesel invented it
way back in 1892.
Today Common Rail Direct Injection (CRDI) is
the order of the day.
CRDI Engine
Principle

Unlike in conventional diesel engines, the


fuel is fed into the common tube or rail and
high pressure is maintained.
This allows fuel to combine with air much
more efficiently.
It features high-pressure fuel rail feeding
individual solenoid valves as opposed to low-
pressure fuel pump feeding injectors.
Layout of a CRDI Engine
Working

Solenoid valves make possible fine electronic


control over the injection time and amount,
and the higher pressure that the common
rail technology makes available provides
better fuel atomization. In order to lower
engine noise, the engine's electronic control
unit can inject a small amount of diesel just
before the main injection event ("pilot"
injection), thus reducing its explosiveness
and vibration, as well as optimizing injection
timing and the process continues
Features

Direct injector
Spiral-shaped intake port
Integrated port
Air flow metering
Multiple Pilot injection and
Post injection
Powerful Microcomputer
Newly-developed catalytic
converters
Reduced noise levels
Direct injector

A fuel injector is
nothing but an
electronically
controlled valve.
Spiral-shaped Intake port

Provides optimum
swirl and even
distribution of fuel.
Integrated port

Integrated port is used for exhaust gas


recycling. There are three advantages to
this system
eliminates external pipes which are subject
to vibration
quicker engine warm-up
better combustion.
Air flow metering

It gives exact analysis of the air-mass that is


being taken in.
Due to this metering system, the
microcomputer that controls engine timing
receives precise data.
Multiple Pilot injection and Post injection

Pilot injections is small doses of fuel made


prior to the main injection which help to
smoothen the sharp combustion character.
Post injection is a similarly small dose of fuel
injected after the main injection to reduce
particulates.
Powerful Microcomputer

The microcomputer regulates the amount of


time the valves stay open and thus the
amount of fuel injected, depending on
operating conditions and how much output is
needed.
Newly-developed catalytic converters

Besides electronically-controlled exhaust-gas


recycling which contributes to lower nitrous
oxide emissions, CRDI engines are equipped
with catalytic converters near the motor and
emission control devices on the underbody.
These vouch for a high degree of efficiency.
Reduced Noise levels

The Electronic control and multiple injections


reduced noise to a great extent.
Scope for further development

Use of different fuels for zero emissions and


better engine performance
By using different fuels and cetane improvers,
maximum torque can be obtained
Lowering the cost
Closed-loop control injection with ion sensing
technology
Advantages

-More power is developed


-Increased fuel efficiency
-More stability
-Pollutants are reduced
-Particulates of exhaust are reduced
-Exhaust gas recirculation is enhanced
-Precise injection timing is obtained
-Pilot and post injection increase the combustion
quality
-The powerful microcomputer makes the whole
system more perfect
Conclusion

CRDI technology revolutionized diesel engines.


It has changed the way one looks as diesel
cars by providing the above said advantages.
IC Engine
Emissions and Emission Control
Formation of CO in IC Engines
Formation of CO is well established.
Locally, there may not be enough O2 available for complete
oxidation and some of the carbon in the fuel ends up as CO.
The amount of CO, for a range of fuel composition and C/H ratios, is
a function of the relative air-fuel ratio.
Even at sufficient oxygen level, high peak temperatures can cause
dissociation.
Conversion of CO to CO2 is governed by reaction
CO OH CO2 H
Dissociated CO may freeze during the expansion stroke.

The highest CO emission occurs during engine start up (warm up) when the engine is run
fuel rich to compensate for poor fuel evaporation.
Formation of CO in CI Engines
The mean air-fuel mixture present in the combustion
chamber per cycle is far leaner in the diesel engine than in the
SI engine.
Due to a lack of homogeneity of the mixture built up by
stratification, however, extremely rich local zones are exist.
This produces high CO concentrations that are reduced to a
greater or lesser extent by post-oxidation.
When the excess-air ratio increases, dropping temperatures
cause the post-oxidation rate to be reduced.
The reactions freeze up.
However, the final CO concentrations of diesel engines
therefore are far lower than in SI engines.
The basic principles of CO formation, however, are the same
as in SI engine.
Hydrocarbon Emission Sources for CI Engines

Overmixing of fuel and air - During the ignition delay period


evaporated fuel mixes with the air, regions of fuel-air mixture are
produced that are too lean to burn.
Some of this fuel makes its way out the exhaust.
Longer ignition delay more fuel becomes overmixed.
Undermixing of fuel and air - Fuel leaving the injector nozzle at low
velocity, at the end of the injection process cannot completely mix
with air and burn.
NOx Formation in I.C. Engines
Three chemical reactions form the Zeldovich reaction are:

Forward rate constants:


k1, f 1.8 1011 exp 38370 / T
k 2, f 1.8 10 7 exp 4680 / T
k3, f 7.11010 exp 450 / T
Zelodvich reaction is the most significant mechanism of NO
formation in IC engines.
Particulates
A high concentration of particulate matter (PM) is manifested as
visible smoke in the exhaust gases.
Particulates are any substance other than water that can be
collected by filtering the exhaust, classified as:
Solid carbon material or soot.
Condensed hydrocarbons and their partial oxidation products.
Diesel particulates consist of solid carbon (soot) at exhaust gas
temperatures below 500oC, HC compounds become absorbed
on the surface.
In a properly adjusted SI engines soot is not usually a problem .
Particulate can arise if leaded fuel or overly rich fuel-air mixture
are used.
Burning crankcase oil will also produce smoke especially during
engine warm up where the HC condense in the exhaust gas.
Mechanism of Formation of Particulates (soot)
The soot formation process is very fast.
10 22 C atoms are converted into 106 C atoms in less than 1 ms.
Based on equilibrium the composition of the fuel-oxidizer mixture soot ,
formation occurs when x 2a (or x/2a 1) in the following reaction:
y
C x H y aO2 2aCO H 2 ( x 2a)C ( s)
2
Experimentally it is found that the critica C/O ratio for onset of soot
formation is between 0.5 and 0.8.
The CO, H2, and C(s) are subsequently oxidized in the diffusion flame
to CO2 and H2O via the following second stage.

1 1
CO O2 CO2 C ( s) O2 CO2 H 2 O2 H 2O
2 2

Any carbon not oxidized in the cylinder ends up as soot in the exhaust!
85
Emissions Control

Three basic methods used to control engine emissions:


1)Engineering of combustion process -advances in fuel
injectors, oxygen sensors, and on-board computers.
2) Optimizing the choice of operating parameters -two Nox
control measures that have been used in automobile engines
are spark retard and EGR.
3) After treatment devices in the exhaust system -catalytic
converter.

94
Anatomy of Catalytic Converter
All catalytic converters are built in a honeycomb or pellet geometry
to expose the exhaust gases to a large surface made of one or more
noble metals: platinum, palladium and rhodium.
Rhodium used to remove NO and platinum used to remove HC and
CO.

Lead and sulfur in the exhaust gas severely inhibit the operation
of a catalytic converter (poison). 100
The active catalyst material is impregnated on the surface of catalyst substrate or support.
The function
of catalyst substrate is to provide maximum possible contact of catalyst with reactants.
Following arethe main requirements of catalyst substrate:

High surface area per unit volume to keep a small size of the converter Support should be
compatible with coating of a suitable material (washcoat) to provide high surface area and
right size of pores on its surface for good dispersion and high activity of thecatalyst.
Low thermal capacity and efficient heat transfer properties for quick heat-up to working
temperatures.
Ability to withstand high operating temperatures up to around to 1000 C.
High resistance to thermal shocks that could be caused by sudden heat release when HC
from engine misfire get oxidized in the converter.
Low pressure drop
Ability to withstand mechanical shocks and vibrations at the operating temperatures under
road
conditions for long life and durability

The following types of catalysts supports are used;


Pellets
Monolithic supports
Ceramic monoliths
Metal monoliths
Three way catalytic convertor
A catalyst forces a reaction at a temperature lower than normally
occurs.
As the exhaust gases flow through the catalyst, the NO reacts
with the CO, HC and H2 via a reduction reaction on the catalyst
surface.
NO+CON2+CO2 , NO+H2 N2+H2O, and others
The remaining CO and HC are removed through an oxidation
reaction forming CO2 and H2O products (air added to exhaust
after exhaust valve).
A three-way catalysts will function correctly only if the exhaust gas
composition corresponds to nearly (1%) stoichiometric
combustion.
If the exhaust is too lean NO is not destroyed
If the exhaust is too rich CO and HC are not destroyed
A closed-loop control system with an oxygen sensor in the
exhaust is used to A/F ratio and used to adjust the fuel injector so
that the A/F ratio is near stoichiometric.
The oxides of base metals such as copper, chromium, nickel, cobalt etc.
have been studied. The base metal oxides are effective only at higher
temperatures. In addition, they sinter and deactivate when subjected to
high exhaust gas temperatures experienced at high engine loads. Their
conversion efficiency is severely reduced by sulphur dioxide produced by
sulphur in fuel.
The noble metals platinum (Pt), palladium (Pd) and rhodium (Rh) were
found to meet the above mentioned performance requirements. In
practice, only the noble metals are used although these are expensive.
Mixtures of noble metals are used to provide higher reactivity and selectivity of conversion.
Following
are typical formulations;
Pt : Pd in 2:1 ratio for oxidation catalysts
(Pt + Pd): Rh in ratio of 5 :1 to 10: 1 for simultaneous oxidation and reduction such as in 3-
way catalysts
Palladium has higher specific activity than Pt for oxidation of CO, olefins and methane.
For the oxidation of paraffin hydrocarbons Pt is more active than Pd. Platinum has a higher
thermal resistance to deactivation. Rhodium is used as a NOx reduction catalyst when
simultaneous conversion of CO, HC and NO is desired as in the 3-way catalytic converters.
The amount of noble metal used typically varies from about 0.8 to 1.8 g/l (25 to 50 g/ft3) of
catalytic
Properties of Catalyst
The active catalyst material is required to posses
the following main characteristics
High specific reaction activity for pollutants
High resistance to thermal degradation
Good cold start performance, and
Low deactivation caused by fuel contaminants
and sulphur Other desirable requirements are
low
cost.
Exhaust Gas Recirculation-EGR
NOx Emissions
In many countries around the world, the emissions of NOx from diesel
and gasoline vehicles are restricted. NOx is formed in the combustion
chamber of engines, when high temperatures cause oxygen and
nitrogen (both found in the air supplied for combustion) to combine.
Exhaust Gas Recirculation

A widely adopted route to reduce NOx emissions is Exhaust Gas


Recirculation (EGR). This involves recirculating a controllable proportion
of the engine's exhaust back into the intake air. A valve is usually used
to control the flow of gas, and the valve may be closed completely if
required.

The substitution of burnt gas (which takes no further part in


combustion) for oxygen rich air reduces the proportion of the cylinder
contents available for combustion. This causes a correspondingly lower
heat release and peak cylinder temperature, and reduces the formation
of NOx. The presence of an inert gas in the cylinder further limits the
peak temperature (more than throttling alone in a spark ignition
engine).
The gas to be recirculated may also be passed through an EGR cooler, which is
usually of the air/water type.

This reduces the temperature of the gas, which reduces the cylinder charge
temperature when EGR is employed.

This has two benefits- the reduction of charge temperature results in lower peak
temperature, and the greater density of cooled EGR gas allows a higher proportion
of EGR to be used.

On a diesel engine the recirculated fraction may be as high as 50% under some
operating conditions.

Advantages of EGR
Reduced NOx
Potential reduction of throttling losses on spark ignition engines at part load
Improved engine life through reduced cylinder temperatures (particularly exhaust
valve life)
Disadvantages and Difficulties of EGR
Since EGR reduces the available oxygen in the cylinder, the
production of particulates (fuel which has only partially
combusted) is increased when EGR is applied. This has
traditionally been a problem with diesel engines, where the
trade-off between NOx and particulates is a familiar one to
calibrators.
The deliberate reduction of the oxygen available in the
cylinder will reduce the peak power available from the
engine. For this reason the EGR is usually shut off when full
power is demanded, so the EGR approach to controlling
NOx fails in this situation.
The EGR valve can not respond instantly to changes in
demand, and the exhaust gas takes time to flow around the
EGR circuit. This makes the calibration of transient EGR
behavior particularly complex- traditionally the EGR valve
has been closed during transients and then re-opened once
steady state is achieved. However, the spike in NOx /
particulate associated with poor EGR control makes
transient EGR behavior of interest.
The recirculated gas is normally introduced into the intake system
before the intakes divide in a multi-cylinder engine. Despite this,
perfect mixing of the gas is impossible to achieve at all engine
speeds / loads and particularly during transient operation. For
example poor EGR distribution cylinder-to-cylinder may result in
one cylinder receiving too much EGR, causing high particulate
emissions, while another cylinder receives too little, resulting in
high NOx emissions from that cylinder.
Although the term EGR usually refers to deliberate, external EGR,
there is also a level of internal EGR. This occurs because the residual
combustion gas remaining in the cylinder at the end of the exhaust
stroke is mixed with the incoming charge. There is therefore a
proportion of internal EGR which must be taken into account when
planning EGR strategies. The scavenging efficiency will vary with
engine load, and in an engine fitted with variable valve timing a
further parameter must be considered.
Particulate Trap
THANK YOU...,
UNNI HARIDAS

Você também pode gostar