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EGR

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Exhaust Gas Recirculation (EGR)
•Lowers Oxides of Nitrogen (NOx) emissions caused by high combustion temps
•Reduces engine knock (ping)
•EGR decreases combustion temperatures
•EGR valve = main element of EGR system
•Feeds small amounts of exhaust back to the combustion chamber
•This dilutes the air/fuel mixture, combustion temperatures are reduced
•Valve is open during engine cruise periods

EGR activation:
•Warm engine operation
•Above idle speed
•EGR flow calculation
•PCM looks at readings from:
•ECT
•TPS
•VSS
•MAP or MAF
•IGN REF
 Spring
Pintle

Passages

EGR opens and closes a passage between exhaust and intake.

EGR valves are opened using:
•Vacuum (usually ported, may use vacuum control solenoid)
•Electronic (EGR valve uses solenoid)
 Types of EGR:
1. Single Diaphragm
• Used with or without
PCM controls

•When the engine is idling, opening valve should stall the engine
•Opens fully with about 8” Hg.
•Used with a thermal vacuum switch and a possible vacuum delay valve.
•Single diaphragm may be used in an electronically controlled systems
•Basic standard since 1973
Types of EGR:
2. Integral Backpressure
• With or without PCM
• Internal Modulator
controls EGR flow based
on positive or negative
exhaust pulses
 Types of EGR:
3. External Modulator
• With or without PCM
• External Modulator
controls EGR flow
based exhaust
pressure

Vacuum modulation is vital for good driveability and precise NOx control.
Types of EGR:
4. External sensor
• PCM commands
solenoid (VSV)
• Sensor reports EGR
valve position to PCM
• May use 2 solenoids
(vacuum and vent)

EGR SOLENOID
Types of EGR:
6. Linear Solenoid EGR
• No vacuum control
• PCM PWM
• Improved accuracy
• Faster response (10X)
• Improved diagnostics
Types of EGR:
• Linear EGR schematic

5 wire:
2 for solenoid
3 for sensor
 Types of EGR:
Types of EGR:
• GM Digital Schematic
7. GM digital
• No vacuum
• 3 solenoids, 3 different
exhaust ports.
• Valves may be
operated separately or
together to control
EGR.
Types of EGR:
8. GM Integrated
Electronic

•Combines vacuum and electronic operation

•PCM controlled vacuum regulator is built into
the top of the EGR valve.
•PWM signals operate regulator solenoid and
control vacuum.
•Ported vacuum is supplied to the EGR valve
assembly.
•EGR pintle sensor provides feedback to the
PCM to verify desired action has occurred.
Types of EGR:
• GM EGR solenoid details.

•PCM controlled PWM

•PCM regulates the time the EGR is open by regulating
solenoid on time (more EGR).
•Percentage of solenoid on time is the duty cycle:
•0% equals no EGR; 100% equals maximum EGR.
•EGR vacuum switch signals PCM -vacuum present
 High
backpressure

Low
backpressure

9. External Modulator with PCM controlled vacuum

solenoid
• PCM command opens or closes vacuum solenoid
• Modulator controls EGR flow based on vacuum & exhaust backpressure
• Vacuum signal varies through throttle opening
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MPFI & CRDI

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MPFI (Multi point Fuel Injection) System,
Electronic Fuel injection

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So in order to get all these , we need a carburetor that must have
various devices to do the above functions, making it more complex
system. So In place of the carburetor, therefore, the MPFI (multi
point fuel injection) system is used, assuring proper air fuel ratio to
the engine by electrically injecting fuel in accordance with various
driving condition.

Multi point fuel injection system injects fuel into the intake ports just
upstream of each cylinder‟s intake valve, rather than at the central
point within the intake manifold.
Multi point fuel injection systems are of three types, first is BATCHED in
which fuel is injected to the cylinders in groups, without precisely
bringing together to any particular cylinder‟s intake stroke, the second
one is simultaneous in which fuel is injected at the same time to all the
cylinders and the third one is sequential in which injection is timed to
coincide with each cylinder‟s intake stroke.
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 ADVANTAGES OF MULTI POINT FUEL INJECTION SYSTEM
• More uniform air-fuel mixture will be supplied to each cylinder, hence
the difference in power developed in each cylinder is minimum.
• The vibrations produced in MPFI engines is very less, due to this life of
the engine component is increased.
• No need to crank the engine twice or thrice in case of cold starting as
happen in the carburetor system.
• Immediate response, in case of sudden acceleration and deceleration.
• The mileage of the vehicle is improved.
• More accurate amount of air-fuel mixture will be supplied in these
injection system. As a result complete combustion will take place. This
leads to effective utilization of fuel supplied and hence low emission
level.
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 Common Rail Direct Injection – CRDi
Technology
Most modern engine's fuel systems use an advanced technology known as CRDi or
Common Rail Direct Injection. Both petrol end diesel engines use a common 'fuel-rail'
which supplies the fuel to injectors. However, in diesel engines, manufacturers refer
to this technology as CRDi whereas Petrol engines term it as Gasoline
Direct Injection (GDI) or Fuel Stratified Injection (FSI). Both these technologies have
a similarity in design since they consist of “fuel-rail” which supplies fuel to injectors.
However, they considerably differ from each other on parameters such as pressure &
type of fuel used.
In Common Rail Direct Injection, the combustion takes place directly into the main
combustion chamber located in a cavity above the piston crown. Today,
manufacturers use CRDi technology to overcome some of the deficiencies
of conventional diesel engineswhich were sluggish, noisy and poor in performance
when implemented, especially in passenger vehicles.
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CRDi stands for Common Rail Direct Injection meaning, direct injection of
the fuel into the cylinders of a diesel engine via a single, common line,
called the common rail which is connected to all the fuel injectors.
Whereas ordinary diesel direct fuel-injection systems have to build up pressure anew
for each and every injection cycle, the new common rail (line) engines maintain
constant pressure regardless of the injection sequence. This pressure then remains
permanently available throughout the fuel line.
The engine's electronic timing regulates injection pressure according to engine speed
and load. The electronic control unit (ECU) modifies injection pressure precisely and
as needed, based on data obtained from sensors on the cam and crankshafts. In other
words, compression and injection occur independently of each other. This technique
allows fuel to be injected as needed, saving fuel and lowering emissions. CRDi
technology revolutionized diesel engines and also petrol engines(by the introduction
of GDI technology). Mechanical
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The CRDi technology works in tandem with the engine ECU which gets
inputs from various sensors. It then calculates the precise quantity of
fuel and timing of injection. The fuel system features components
which are more intelligent in nature and controls them electrically /
electronically.
Additionally, the conventional injectors are replaced with more
advanced, electrically operated, solenoid injectors. They are opened
by an ECU signal, depending upon the variables such as engine speed,
load, engine temperature etc.

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A Common Rail system uses a „common-for-all-cylinders‟ fuel-rail or
in simple words a 'fuel distribution pipe'. It maintains optimum
residual fuel pressure and also acts as a shared fuel reservoir for all
the injectors. In CRDi system, the fuel-rail constantly stores and
supplies the fuel to the solenoid valve injectors at the required
pressure. This is quite opposite to the fuel injection pump supplying
diesel thru‟ independent fuel lines to injectors in case of earlier
generation (DI) design.

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Components of Common Rail Direct Injection System –
1. High Pressure Fuel Pump
2. Common Fuel Rail
3. Injectors
4. Engine Control Unit

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 Working principle of Common Rail Direct Injection -
A high-pressure pump supplies pressurized fuel. The pump compresses the
fuel at the pressures of about 1,000 bar or about 15,000 psi. It, then,
supplies the pressurized fuel via a high-pressure pipe to the inlet of the fuel-
rail. From there, the fuel-rail distributes the fuel to
individual injectors which then inject it into the combustion chamber.
Most modern CRDi engines use the Unit-Injector system
with Turbocharger which increases power output and meets stringent
emission norms. Additionally, it improves engine power, throttle
response, fuel efficiency and controls emissions. Barring some design
changes, the basic principle & working of the CRDi technology remains
primarily the same across the board. However, its performance depends
mainly on the combustion chamber design, fuel pressures and the type
of injectors used. Mechanical
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By introduction of CRDi, a lot of advantages are obtained, some of them are
• More power is developed.
• Increased fuel efficiency.
• Reduced noise.
• More stability.
• Pollutants are reduced.
• Particulates of exhaust are reduced.
• Exhaust gas re-circulation is enhanced.
• Precise injection timing is obtained.
• Pilot and post-injection increase the combustion quality.
• More pulverization of fuel is obtained.
• A very high injection pressure can be achieved.
• The powerful microcomputer makes the whole system more perfect.
• It doubles the torque at lower engine speeds.

The main disadvantage of CRDi is that this technology increases the cost of the
engine. Also, this technology can't be employed
Mechanical in ordinary engines.
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 Chapter 7 Alternative fuels for
I.C. engines-Ethonal
Dr. N.K.MILLERJOTHI
BITS Pilani Mechanical Dept
Dubai Campus
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