Fuel Injection Systems in SI Engines

Carburetion
http://web.iitd.ac.in/~jpsm/ICE-ME345-ME411N/SI_Engine_Mixture_Preparation.ppt
Perhaps soon to be obsolete?
1
Mixture Requirements
Engine induction and fuel system must prepare
a fuel-air mixture that satisfies the
requirements of the engine over its entire
operating regime.
Optimum air-fuel ratio for an SI engine is that
which gives
1. required power output
2. with lowest fuel consumption
3. consistent with smooth and reliable operation
2
Mixture Requirements (Continued)
The constraints of emissions may dictate a
different air-fuel ratio
also require recycling some exhaust gas(EGR)

Relative proportions of fuel and air that give the
above requirements depend on engine speed
and load.

Mixture strength is given in terms of air-fuel or
fuel-air ratio or equivalence ratio.
3
Mixture Requirements (Continued)
Mixture requirements are different for full load (wide-
open throttle or WOT) and for part-load operation.

At full load, complete utilization of inducted air to obtain
maximum power for a given displaced volume is the
critical issue.

At part-load at a given speed, efficient utilization of fuel
is the critical issue.

As seen in the next slide, at WOT, maximum power for a
given volumetric efficiency is obtained at a mixture
slightly richer than stoichiometric, 1.1
4
5
Mixture Requirements (Continued)
At part-load (or part-throttle) it is advantageous to dilute the
fuel-air mixture with excess air or with recycled exhaust
gas. This dilution improves fuel conversion efficiency for
three reasons:
1. The expansion stroke work is increased for a given
expansion ratio due to the change in thermodynamic
properties,
2. For a given mean effective pressure, the intake pressure
increases with increasing dilution, so pumping work
decreases,
3. Heat losses to the walls are reduced because the burned
gas temperatures are lower.
In the absence of strict NO
x
emission control, excess air is the
obvious diluent at part load and the engine runs lean
6
7
Requirements with emission control
For control of NO, HC and CO, operating the engine with
stoichiometric mixture is advantageous so that a three-
way catalyst can be used for emission control. In such a
case, for further decrease in NO the diluent used is EGR.

Amount used will depend on the EGR tolerance of the
engine at a given speed and load based on the details of
the engine combustion process.

Increasing excess air or EGR will slow down the
combustion process and increase combustion variability
so as load decreases, less dilution must be provided and
at idle, no EGR may be used and mixture will have to be
made rich.
8
9
What is carburetion?
The process of formation of a combustible fuel-air
mixture by mixing the proper amount of fuel
with air before it is admitted into the engine
cylinder.

Comes from the words car and burette
because the carburetor meters the appropriate
quantity of liquid fuel (like a burette) and mixed
it with air before sending the mixture into the
engine cylinder.
10
Factors affecting Carburetion
1. Engine speed. In a 4-stroke engine running at 3000
rev/min, the intake will take about 10 ms during which the
fuel has to evaporate, mix with air and be inducted into the
engine.

2. Vaporization characteristics of the fuel. Will require a
volatile fuel for quick evaporation and mixing with air.

3. The temperature of the in coming air. Must be high enough
to be able to evaporate the fuel and yet not too high as to
reduce mass of fresh charge.

4. Design of the carburetor. This will help in proper
introduction of fuel into the air stream and provide proper
distribution of the mixture to the various cylinders.
11
12
Calculation of Air-fuel Ratio
Applying the steady flow energy equation to
sections A-A and B-B per unit mass flow of air:


Here, q and w are the heat and work transfers
from the entrance to the throat and h and C
stand for enthalpy and velocity respectively.
If we assume reversible adiabatic conditions, and
there is no work transfer, q=0, w=0, and if
approach velocity C
1
0 we get
( ) ( )
2
1
2
2 1 2
2
1
C C h h w q + =
13
( )
2 1 2
2 h h C =
( )
2 1 2
2 T T c C
write can we hence T c h
get we gas perfect a be to assumed is air If
p
p
=
=
(
(
(

|
|
.
|

\
|
=
|
|
.
|

\
|
=

1
1
2
1 2 1
1
1
2
1
2
1
p
p
T T T
p
p
T
T
then
isentropic be to throat to inlet f rom f low Assume
14
Substituting for T1 T2 from Eq. 5 in Eq. 3, we get
) 6 ( 1 2
1
1
2
1 2
(
(
(

|
|
.
|

\
|
=

p
p
T c C
p
By the continuity equation we can write down the theoretical mass flow rate of air
) 7 (
2 2 2 1 1 1
.
C A C A m
a
= =
'
where A
1
and A
2
are the cross-sectional areas at the air inlet (point 1)
and venturi throat (point 2).
To calculate the mass flow rate of air at the throat, we have assumed the flow to be
isentropic till the throat so the equation relating p and v (or ) can be used.
) 8 (
2 2 1 1
A v p v p

=
) 8 (
2
2
1
1
B
p p


=


1
1
2
1 2
|
|
.
|

\
|
=
p
p
15
) 9 ( 1 2
1
1
2
1 2
1
1
2
1
.
(
(
(

|
|
.
|

\
|

|
|
.
|

\
|
=
'

p
p
T c A
p
p
m
p
a
For a perfect gas we have
) 9 (
1
1
1
A
RT
p
=
) 10 ( 1 2
1
1
2
1 2
1
1
1
1
2
.
A
p
p
T c A
RT
p
p
p
m
p a
(
(
(

|
|
.
|

\
|

|
|
.
|

\
|
=
'

Thus
and rearranging the above equation we have
) 10 ( 2
1
1
2
2
1
2
1
1 2
.
B
p
p
p
p
c
T R
p A
m
p a
(
(
(

|
|
.
|

\
|

|
|
.
|

\
|
=
'
+

16
Since the fluid flowing in the intake is air, we can put in the approximate
values of R = 287 J/kgK, c
p
= 1005 J/kgK and = 1.4 at 300K.
) 11 ( 1562 . 0
1562 . 0
1
1 2
71 . 1
1
2
43 . 1
1
2
1
1 2
.
|
T
p A
p
p
p
p
T
p A
m
a
=
|
|
.
|

\
|

|
|
.
|

\
|
=
'
where
71 . 1
1
2
43 . 1
1
2
|
|
.
|

\
|

|
|
.
|

\
|
=
p
p
p
p
|
Here, pressure p is in N/m
2
, area A is in m
2
,and temperature T is in K.
If we take the ambient temperature T1 = 300Kand ambient pressure
p
1
= 10
5
N/m
2
, then
) 12 ( 8 . 901
2
.
| A m
a
=
'
17
Equation 11 gives the theoretical mass flow rate of air. The actual mass flow rate,
a
m
.
, can be obtained by multiplying the equation by the coefficient of discharge
for the venturi, C
d,a
. Thus
) 13 ( 1562 . 0
1
1 2
,
.
|
T
p A
C m
a d a
=
where
) 14 (
.
.
,
a
a
a d
m
m
C
'
=
The coefficient of discharge and area are both constant for a given venturi, thus
) 15 (
1
1
.
|
T
p
m
a

Since we have to determine the air-fuel ratio, we now calculate the fuel flow rate.
The fuel is a liquid before mixing with the air, it can be taken to be incompressible.
We can apply Bernoullis equation between the atmospheric conditions prevailing
at the top of the fuel surface in the float bowl, which corresponds to point 1 and
the point where the fuel will flow out, at the venturi, which corresponds to point 2.
Fuel flow will take place because of the drop in pressure at point 1 due to the
venturi effect. Thus
18
) 16 (
2
2
2 1
gz
C
p p
f
f f
+ =

where
f
is the density of the fuel in kg/m
3
, C
f
is the velocity of the fuel
at the exit of the fuel nozzle (fuel jet), and z is the depth of the jet exit
below the level of fuel in the float bowl. This quantity must always be
above zero otherwise fuel will flow out of the jet at all times. The value
of z is usually of the order of 10 mm.
From Eq. 16 we can obtain an expression for the fuel velocity at the jet exit as
) 17 ( 2
2 1
(
(

= gz
p p
C
f
f

Applying the continuity equation for the fuel, we can obtain the theoretical
mass flow rate,
.
f
m
'
( ) ) 18 ( 2
2 1
.
gz p p A
C A m
f f f
f f f f

=
=
'
19
where A
f
is the exit area of the fuel jet in m
2
. If C
d,f
is the coefficient of discharge
of the fuel nozzle (jet) given by
) 19 (
.
.
,
f
f
f d
m
m
C
'
=
then
( )
.
2 1 ,
) 20 ( 2 gz p p A C m
f f f f d f
=
Since
) 21 (
.
.
f
a
m
m
F
A
Fuel
Air
= =
( )
) 22 (
2
1562 . 0
2 1 1
1 2
,
,
gz p p T
p
A
A
C
C
F
A
f f
f f d
a d

|

=
If we put
2 1
p p p
a
= A
, we get the following equation for the air-fuel ratio
20
( )
) 23 (
2
,
,
u
A
A
=
gz p
p
A
A
C
C
F
A
f a
a
f
a
f f d
a d

where
) 24 (
1
1
2
1
1
2
1
1
2
2
1
2
(
(
(
(
(
(

|
|
.
|

\
|

|
|
.
|

\
|

|
|
.
|

\
|
|
|
.
|

\
|

= u

p
p
p
p
p
p

For the normal carburetor operating range, where
1 . 0
1
s
A
p
p
a
, the effects of compressibility which reduce below 1.0 are small.
The equivalence ratio, , where
) 25 (
F
A
F
A
s
|
.
|

\
|
=
21
is given by
) 26 ( 1
2
1
2
,
,
|
|
.
|

\
|
A

u
|
.
|

\
|
=
a
f
f
a
f f d
a d
s
p
gz
A
A
C
C
F
A

In Eq. 22, if we take T

1
= 300K and p
1
= 10
5
N/m
2
then
( )
) 27 (
2
8 . 901
2 1
2
,
,
gz p p
A
A
C
C
F
A
f f
f f d
a d

|

=
The coefficient of discharge defined in Eq 19 represents the effect of all deviations
from the ideal one-dimensional isentropic flow. It is influenced by many factors of
which the most important are:

1.Fluid mass flow rate,
2.Orifice length-to-diameter ratio,
3.Orifice area-to-approach area ratio,
4.Orifice surface area,
5.Orifice surface roughness,
6.Orifice inlet and exit chamfers,
7.Fluid specific gravity,
8.Fluid viscosity, and
9.Fluid surface tension.

22
The use of the orifice Reynolds number


as a correlating parameter for the
coefficient of discharge accounts for the
effects of mass flow rate, fluid density
and viscosity, and length scale to a good
approximation. The discharge coefficient
of a typical carburetor main fuel-metering
system orifice increases smoothly with
increasing orifice Reynolds number, Re
o
.
) 28 ( Re

o
o
VD
=
23
Air-fuel ratio neglecting
compressibility of air
If we assume air to be incompressible,
then we can apply Bernoullis equation to
air flow also. Since initial velocity is
assumed zero, we have
) 29 (
2
2
2 2 1
C p p
a a
=

Thus
Thus
) 30 ( 2
2 1
2 (

=
a
p p
C

24
Applying the continuity equation for the fuel, we can obtain the theoretical mass
flow rate,
.
a
m
'
, from
( ) ) 31 ( 2
2 1 2
2 2
.
p p A
C A m
a
a a
=
=
'

where A
2
is the venturi in m
2
. If C
d,a
is the coefficient of discharge of the
venturi given by
) 32 (
.
.
,
a
a
a d
m
m
C
'
=
then ( )
.
2 1 2 ,
.
) 33 ( 2 p p A C m
a a d
a
=
Since
) 34 (
.
.
f
a
m
m
F
A
Fuel
Air
= =
25
( )
( )
) 35 (
2 1
2 1 2
,
,
gz p p
p p
A
A
C
C
F
A
f f
a
f f d
a d




=
( )
( )
) 35 (
2 1
2 1 2
,
,
A
gz p p
p p
A
A
C
C
F
A
f f
a
f f d
a d

=
If we assume z = 0, then
) 36 (
2
,
,
f
a
f f d
a d
A
A
C
C
F
A

=
26
Carburetor Performance
In Eq. 26, the terms A
1
, A
2
,
a
, and f are all
constant for a given carburetor, fuel, and ambient
conditions. Also, for very low flows, p
a

f
gz.
However, the discharge coefficients C
d,a
and C
d,f

and , all vary with flow rate. Hence, the
equivalence ratio delivered by an elementary
carburetor is not constant.
Figure shows the performance of an
elementary carburetor. The top graph shows the
variation of C
d,a
and C
d,f
and with the venturi
pressure drop. For p
a

f
gz, there is no fuel
flow. Once fuel starts to flow, the fuel flow rate
increases more rapidly than the air flow rate. The
carburetor delivers a mixture of increasing
equivalence ratio as the flow rate increases.
27
28
Discussion of Figure
Suppose the venturi and fuel orifice (jet) are sized
to give a stoichiometric mixture at an air flow rate
corresponding to 1 kN/m
2
venturi pressure drop
(middle graph of Fig). At higher flow rates, the
carburetor will deliver a fuel-rich mixture. At very
high flow rates the carburetor will deliver an
essentially constant equivalence ratio. At lower air
flow rates, the mixture delivered leans out rapidly.

Thus, the elementary carburetor cannot provide
the variation in mixture ratio which the engine
requires over the complete load range at any
given speed.
29
Summary of the Deficiencies of
the Elementary Carburetor
1. At low loads, the mixture becomes leaner; the engine requires
the mixture to be enriched at low loads. The mixture is richest
at idle.
2. At intermediate loads, the equivalence ratio increases slightly as
the air flow rate increases; the engine requires an almost
constant equivalence ratio.
3. As the air flow approaches the maximum (WOT) value, the
equivalence ratio remains essentially constant; the engine
requires an equivalence ratio of about 1.1 at maximum engine
power.
4. The elementary carburetor cannot compensate for transient
phenomena in the intake manifold. It also cannot provide a rich
mixture during engine starting and warm-up.
5. It cannot adjust to changes in ambient air density due to
changes in altitude.
30
Modern Carburetor Design
The changes required in the elementary carburetor so that it
provides the equivalence ratio required at various air flow
rates are as follows.
1. The main metering system must be compensated to provide a
constant lean or stoichiometric mixture over 20 to 80% of
the air flow range.
2. An idle system must be added to meter the fuel flow at idle
and light loads to provide a rich mixture.
3. An enrichment system must be provided so that the engine
can get a rich mixture as WOT conditions is approached and
maximum power can be obtained.
4. An accelerator pump must be provided so that additional fuel
can be introduced into the engine only when the throttle is
suddenly opened.
5. A choke must be added to enrich the mixture during cold
starting and warm-up to ensure that a combustible mixture is
provided to each cylinder at the time of ignition.
6. Altitude compensation is necessary to adjust the fuel flow
which makes the mixture rich when air density is lowered.
7. Increase in the magnitude of the pressure drop available for
controlling the fuel flow is provided by introducing boost
venturis (Venturis in series) or Multiple-barrel carburetors
(Venturis in parallel). 31
Fuel injection system in SI
engines
32
The point or location of fuel injection is one way to
classify a gasoline injection system. A single-point
injection system, also call throttle body injection (
TBI), has the injector nozzles in a throttle body
assembly on top of the engine. Fuel is sprayed into
the top center of the intake manifold .

33
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.

34
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

35
36
System component :
Fuel tank
Electric fuel pump
Fuel filter
Electronic control unit
Common rail and Pressure sensor
Electronic Injectors
fuel line


37
Fuel tank

is safe container for flammable liquids and
typically part of an engine system in which the
fuel is stored and propelled (fuel pump) or
released (pressurized gas) into an engine.
Typically, a fuel tank must allow or provide the
following:
* Safe (UL Approved) fuel storage, there is some
concern that UL (Underwriters Laboratories) is
not the final arbiter of safety.
* Filling (the fuel tank must be filled in a secure
way) No Sparks.
* Storage of fuel (the system must contain a given
quantity of fuel and must avoid leakage and limit
evaporative emissions)

38
* Provide a method for determining level of fuel in tank,
Gauging (the remaining quantity of fuel in the tank
must be measured or evaluated)
* Venting (if over-pressure is not allowed, the fuel
vapors must be managed through valves)
* Feeding of the engine (through a pump)
* Anticipate potentials for damage and provide safe
survival potential.

39
Electric fuel pump
An electric fuel pump is used on engines with fuel
injection to pump fuel from the tank to the injectors.
The pump must deliver the fuel under high pressure
(typically 30 to 85 psi depending on the application)
so the injectors can spray the fuel into the engine.
Electric fuel pumps are usually mounted inside the fuel
tank,
Some vehicles may even have two fuel pumps (a
transfer pump inside the tank, and a main fuel pump
outside).





40
Electric fuel pumps come in a variety of designs. Some
older applications use a positive displacement "roller
cell" pump. This type uses rollers mounted on an
offset disc that rotates inside a steel ring. Fuel is
drawn into the spaces (cells) between the rollers and
pushed along from the pump inlet to the outlet. This
type of pump can generate very high pressure, and
the flow rate tends to be constant. But the output
comes in pulses, so a muffler is often mounted in the
fuel line after the pump to dampen pressure pulses. A
roller cell pump may also be mounted outside the fuel
tank, and used with a second low pressure supply
pump mounted inside the fuel tank.
41
Most newer vehicles use a "turbine" style fuel pump. A
turbine pump has an impeller ring attached to the
motor. The blades in the impeller push the fuel
through the pump as the impeller spins. This type of
pump is not a positive-displacement pump, so it
produces no pulsations, runs very smoothly and
quietly. It is also less complicated to manufacture and
is very durable. Some aftermarket pump supplies use
this type of pump to replace the older designs.
42
Fuel filter
The fuel filter is the fuel system's primary line of
defense against dirt, debris and small particles of rust
that flake off the inside of the fuel tank .
many filters for fuel injected engines trap particles as
small as 10 to 40 microns in size.
fuel filter normally made into
cartridges containing a filter paper.







43
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.
44
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.
45
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.
46
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.


47
The fuel injectors are typically ECU-controlled.
When the fuel injectors are electrically
activated a hydraulic valve (consisting of a
nozzle and plunger) is mechanically or
hydraulically opened and fuel is sprayed into
the cylinders at the desired pressure. Since the
fuel pressure energy is stored remotely and the
injectors are electrically actuated the injection
pressure at the start and end of injection is
very near the pressure in the accumulator
(rail), thus producing a square injection rate. If
the accumulator, pump, and plumbing are sized
properly, the injection pressure and rate will be
the same for each of the multiple injection
events.
48
49
Electronic Injectors

The injectors can survive the excessive temperature
and pressure of combustion by using the fuel that
passes through it as a coolant
50

The electronic fuel injector is normally closed, and
opens to inject pressurized fuel as long as electricity is
applied to the injector's solenoid coil.

When the injector is turned on, it opens, spraying
atomized fuel at the combustion chamber .

Depending on engine operating condition ,injection
quantity will vary .
51
fuel line
Fuel line hoses carry gasoline from the tank to
the fuel pump, to the fuel filter, and to the fuel
injection system. While much of the fuel lines
are rigid tube, sections of it are made of rubber
hose, which absorb engine and road vibrations.
There are two basic types of fuel hose: Fuel and
oil hoses that meet the SAE 30R7 standard, and
fuel injection hose that meets the requirements
of SAE 30R9.
52
Gasoline direct injection
In internal combustion engines, gasoline
direct injection is a variant of fuel injection
employed in modern two- and four- stroke petrol
engines. The petrol/gasoline is highly
pressurized, and injected via a common rail fuel
line directly into the combustion chamber of
each cylinder, as opposed to conventional multi-
point fuel injection that happens in the intake
tract, or cylinder port.
53
How system work:
54
When the driver turns the ignition key on,
the power train control module (PCM)
energizes a relay that supplies voltage to
the fuel pump. The motor inside the pump
starts to spin and runs for a few seconds
to build pressure in the fuel system. A
timer in the PCM limits how long the pump
will run until the engine starts.
Fuel is drawn into the pump through an
inlet tube and mesh filter sock
The fuel then exits the pump through a
one-way check valve and is pushed
toward the engine through the fuel line
and filter.
55