INJECTION SYSTEM IN SPARK

IGNITION ENGINE

By

Name: OGUNNIYI Oluwole Idowu

Matric. No: 187442

TAE 721(Agricultural Power System) Assignment

To

Prof. A. I. Bamgboye

Department of Agricultural and Environmental Engineering,

University of Ibadan

July, 2015.

1. Introduction
For the engine to run smoothly and efficiently it needs to be provided with the right quantity of
fuel/air mixture according to its wide range of demands. Traditionally, the fuel/air mixture is
controlled by the carburetor, an instrument that is by no means perfect. Its major disadvantage
is that a single carburetor supplying a four-cylinder engine cannot give each cylinder precisely
the same fuel/air mixture because some of the cylinders are further away from the carburetor
than others.

One solution is to fit twin-carburetors, but these are difficult to tune correctly. Instead, many
cars are now being fitted with fuel injected engines where the fuel is delivered in precise bursts.
Engines so equipped are usually more efficient and more powerful than carbureted ones, and
they can also be more economical, as well as having less poisonous emissions.

In these times injection is the basic solution of supplying of fuel in the Spark-Ignition (SI)
engines. The systems of fuel injection were characterized by different place of supplying of fuel
into the engine. Regardless of the sophistication of control system, the following types of fuel
injection systems can be identified:

 injection upstream of the throttle, common for all of the cylinders – called Throttle Body
Injection – TBI or Single Point Injection – SPI (Figure 1 a),
 injection into the individual intake channels of each cylinder – called Port Fuel Injection –
PFI or Multipoint Injection – MPI (Figure 1 b),
 injection directly into the each cylinder, Direct Injection – DI (Figure 1 c).

1.1. Historical background of application of fuel injection systems in SI engines

The history of application of fuel injection for spark-ignition engines as an alternative for
unreliable carburetor dates back to the turn of the 19th and 20th century. The first attempt of
application of the fuel injection system for the spark-ignition engine took place in the year
1898, when the Deutz company used a slider-type injection pump into its stationary engine
fuelled by kerosene. Also fuel supply system of the first Wright brothers airplane from 1903one
can recognize as simple, gravity feed, petrol injection system. Implementation of a Venturi
nozzle into the carburetor in the following years and various technological and material
problems reduced the development of fuel injection systems in spark-ignition engines for two
next decades. The wish to get better power to displacement ratio than a value obtained with
the carburetor, caused the return to the concept of fuel injection. This resulted that

Figure 1. Systems of fuel injection [1]:a) Single Point Injection, b) Multipoint Injection, c) Direct
Injection; 1 – Fuel supply, 2 – Air intake, 3 – Throttle, 4 – Intake manifold, 5 – Fuel injector (or
injectors), 6 – Engine

first engines with petrol injection were used as propulsion of vehicles before World War 2nd.In
the aviation industry the development of direct fuel injection systems took place just before
and during World War 2nd, mainly due to Bosch company, which since 1912 had conducted
research on the fuel injection pump. The world's first direct-injection SI engine is considered
Junkers Jumo 210G power unit developed in the mid-30’s of the last century and used in 1937
in one of the development versions of Messerschmitt Bf-109 fighter.

After the Second World War, attempts were made to use the fuel injection into the two-stroke
engines to reduce fuel loss in the process of scavenging of cylinder. Two-stroke spark-ignition
engines with mechanical fuel injection into the cylinder were used in the German small cars
Borgward Goliath GP700 and Gutbrod Superior 600 produced in the 50's of 20th century, but
without greater success. Four-stroke engine with petrol direct injection was applied for the first
time as standard in the sports car Mercedes-Benz 300 SL in 1955 [4]. Dynamic expansion of
automotive industry in subsequent years caused that the aspect of environmental pollution by
motor vehicles has become a priority. In combination with the development of electronic
systems and lower their prices, it resulted in an rejection of carburetor as a primary device in
fuel supplying system of SI engine in favour of injection systems. Initially the injection systems
were simplified devices based on an analogue electronics or with mechanical or mechanical
hydraulic control. In the next years more advanced digital injection systems came into use.

Nowadays, injection system is integrated with ignition system in one device and it also controls
auxiliary systems such as variable valve timing and exhaust gas recirculation. Electronic control
unit of the engine is joined in network with other control modules like ABS, traction control and
electronic stability program. This is necessary to correlate operation of above mentioned
systems.

The last decade of the 20th century can be considered as the ultimate twilight of carburetor, a
device which dominated for about 100 years in fuel systems for spark-ignition engines. Also the
production of continuous injection fuel systems was terminated. Due to successive introduction
of increasingly stringent standards for exhaust emission, central injection systems had to give
way to multi-point injection systems even in the smallest engines of vehicles. In the late 90's on
market appeared again vehicles using spark-ignition engines with direct fuel injection. This is
the most accurate method for the supply of fuel. An important advantage of the direct-injection
consists in the fact that the evaporation of the fuel takes place only in the volume of the
cylinder resulting in cooling of the charge and, consequently, an increase in the volumetric
efficiency of the cylinder. In 1996, the Japanese company Mitsubishi launched production of 1.8
L 4G93 GDI engine for Carisma model. The new engine had 10% more power and torque and
20% lower fuel consumption in comparison with the previously used engine with multipoint
injectionsystem. Figure 2 presents the cross-section of the cylinder of GDI engine with vertical
intake channel and a view of the piston with a crown with a characteristic bowl.

Figure 2. The characteristic features of a Mitsubishi GDI 4G93 engine [6]:a) Cross-section of the
cylinder with the marked movement of the intake air; b) Piston with the bowl in the crown

In the next years also another automotive concerns applied various SI engines with gasoline
direct injection. One should mention here D4 engines of Toyota, FSI of Volkswagen, HPi of
Peugeot - Citroën group, SCi of Ford, IDE of Renault, CGi of Daimler-Benz or JTS of Alfa Romeo.
Process of the forming of homogeneous and stratified mixture in the FSI engine was presented
in Figure 3.

In 2005 D-4S injection system was presented by Toyota Corporation. This injection system joins
features of MPI and DI systems. It is characterized by occurrence of two injectors for each
cylinder of an engine. Implementation of such a sophisticated injection system gives increase in
engine's performance and lower fuel consumption in relation to engines with both types of fuel
supplying: multipoint system and direct injection system.

Figure 3. The forming of stratified and homogeneous mixture in the FSI engine (Audi AG)

2. Theory of operation
The major advantages of a Gasoline Direct Injection (GDI) engine are increased fuel efficiency
and high power output. Emissions levels can also be more accurately controlled with the GDI
system. The cited gains are achieved by the precise control over the amount of fuel and
injection timings that are varied according to engine load. In addition some engines operate on
full air intake. That is, there is no air throttle plate eliminating air throttling losses in some GDI
engines, when compared to a conventional fuel injected or carbureted engine,which greatly
improves efficiency, and reduces piston 'pumping losses'. Engine speed is controlled by the
engine control unit/engine management system (EMS), which regulates fuel injection function
and ignition timing, instead of having a throttle plate that restricts the incoming air supply.
Adding this function to the EMS requires considerable enhancement of its processing and
memory, as direct injection plus the engine speed management must have very precise
algorithms for good performance and drivability.

The engine management system continually chooses among three combustion modes: ultra
lean burn, stoichiometric, and full power output. Each mode is characterized by the air-fuel
ratio. The stoichiometric air-fuel ratio for gasoline is 14.7:1 by weight (mass), but ultra lean
mode can involve ratios as high as 65:1 (or even higher in some engines, for very limited
periods). These mixtures are much leaner than in a conventional engine and reduce fuel
consumption considerably.

 Ultra lean burn or stratified charge 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.
The combustion takes place in a cavity on the piston's surface which has a toroidal or an
ovoidal shape, and is placed either in the center (for central injector), or displaced to
one side of the piston that is closer to the injector. The cavity creates the swirl effect so
that the small amount of air-fuel mixture is optimally placed near the spark plug. This
stratified charge is surrounded mostly by air and residual gases, which keeps the fuel
and the flame away from the cylinder walls. Decreased combustion temperature allows
for lowest emissions and heat losses and increases air quantity by reducing dilation,
which delivers additional power. This technique enables the use of ultra-lean mixtures
that would be impossible with carburetors or conventional fuel injection

 Stoichiometric mode is used for moderate load conditions. Fuel is injected during the
intake stroke, creating a homogeneous fuel-air mixture in the cylinder. From the
stoichiometric ratio, an optimum burn results in a clean exhaust emission, further
cleaned by the catalytic converter. Full power mode is used for rapid acceleration and
heavy loads (as when climbing a hill). The air-fuel mixture is homogeneous and the ratio
is slightly richer than stoichiometric, which helps prevent detonation (pinging). The fuel
is injected during the intake stroke. It is also possible to inject fuel 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, However, certain
octane fuels have caused exhaust valve erosion.

3 Merits of Fuel Injection in the SI Engine

 Absence of Venturi – No Restriction in Air Flow/Higher Vol. Eff./Torque/Power
 Hot Spots for Preheating cold air eliminated/Denser air enters
 Manifold Branch Pipes Not concerned with Mixture Preparation (MPI)
 Better Acceleration Response (MPI)
 Fuel Atomization Generally Improved.
 Use of Greater Valve Overlap
 Use of Sensors to Monitor Operating Parameters/Gives Accurate Matching of Air/fuel
Requirements: Improves Power, Reduces fuel consumption and Emissions
 Precise in Metering Fuel in Ports
  Precise Fuel Distribution Between Cylinders (MPI

 Fuel Transportation in Manifold not required (MPI) so no Wall Wetting

 Fuel Surge During Fast Cornering or Heavy Braking Eliminated

 Adaptable and Suitable For Supercharging (SPI and MPI)

 Increased power and torque.

4. Modeling of Fuel injection

• The models needs to predict the spray process,

• The distribution and evaporation of droplets and

• The fuel layer formation and transmission in the port.

• The governing equations of motion and droplet evaporation are used to develop a
model.

• The rate of evaporation of liquid fuel is calculated by first determining the fuel mean
drop diameter (SMD) and characteristic evaporation time τeva according below equation:

where ml is the liquid fuel

mv is the mass of the fuel vapor.

teva is time factor

5. Time Factor
1. Time factor calculated based on the energy balance between the surrounding air and
the liquid droplet and the assumption that the heat transferred is a fraction of the
available energy.

2. The size of droplet and its energy will decide the rate of evaporation.
6. Droplet Size Distribution
• The droplet size distribution in sprays is the crucial parameter needed for the
fundamental analysis of the transport of mass, momentum and heat in evaporation.
Engineering

• Parameter determines the quality of the spray and consequently influences to a

significant extent the processes of emissions in combustion.

• Detailed experimental data is used to develop distribution functions.

• To obtain the detailed quantitative information of the sprays, a two-component Phase

Doppler Anemometry (PDA) is used.

• This performs the simultaneous measurements of the droplet velocity and size and the
volume flux.

7. Measurement of Quality of Injection

7.2 Diagnosis of EFI Health : Quantity of Injection

8. Physical Models for Spray Characterization

Entropy of a group of droplets:

S  K  Pi ln Pi
i

where S is the information entropy, the name used when the information concept is applied to
problems in physics and engineering.

In this equation K is a constant and Pi is the probability of the occurrence of a certain result, in
terms of number fraction.

Maximum feasible entropy corresponding to physical conditions will decide the droplet
distribution.

8. Physical Constraints

The following physical and mathematical constraints must be obeyed:

(i) The sum of all probabilities must be unity:

(ii) the mass flow of sprayed liquid must be equal to the mass of all droplets produced per unit
time:

where n is the total number of droplets produced per unit time and mL is the liquid mass flux.
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