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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.
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
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
Lines represent
connections between
systems.
Connection lines
Direction of
information
flow/control
Fuel System Block Diagrams - 2 System and
Connection lines component
Each block represents a blocks
component.
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.
Sensor system
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.
Invented by:
Eugene Houndry
Year of invention:
1950
As toxic gases enter 1st ceramic block oxides of nitrogen are 1st to react.
1. 2NOx xO2 +N2
2. HC + O2 H2O + CO2
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
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
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
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
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
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