ELECTRONIC ENGINE MANAGEMENT

Mr.V.M.Murugesan
Faculty
Department of Automobile Engineering
PSG College of Technology
Coimbatore 641 004
AGENDA
Engine working
Diesel engine fuel injection system
Petrol engine fuel injection system
MPFI
CRDI
GDI























Carburettor.
Carburetor
The carburetor, carburettor, or carburetter, also
called carb (in North America) or carbie (chiefly in
Australia) for short, is a device that blends air and fuel
for an internal combustion engine. It was invented by
Hungarian scientists Dont Bnki and Jnos Csonka
in 1893
The majority of motorcycles still are carbureted due to
lower cost
Most carbureted engines have a single carburetor,
though some engines use multiple carburetors
The carburetor must under all engine operating conditions:

Measure the airflow of the engine
Deliver the correct amount of fuel to keep the fuel/air
mixture in the proper range (adjusting for factors such
as temperature)
Mix the two finely and evenly
Carburetor
A carburetor must provide the proper fuel/air mixture across a wide range
of ambient temperatures, atmospheric pressures, engine speeds and
loads:
Cold start
Hot start
Idling or slow-running
Acceleration
High speed / high power at full throttle
Cruising at part throttle (light load)
Carburetor
The carburetor works on Bernoulli's principle: the faster air
moves, the lower its pressure.
The throttle (accelerator) linkage does not directly control the
flow of liquid fuel. Instead, it actuates carburettor mechanisms
which meter the flow of air being sucked into the engine.
The speed of this flow, and therefore its pressure, determines
the amount of fuel drawn into the airstream.
Carburetor
Fall of the Carburettor
No exact metering of air fuel mixture
No closed loop control which affects the
performance of catalytic converter
Drop in volumetric efficiency due to presence of
throat and hence in power output
Complicated designs
Variation of a/f ratio across the cylinders due to
inertia.
Slow response
Unable to meet emission norms

Why EFI ?
Strict emission standards require precise fuel
delivery
Computers used to calculate fuel needs
EFI very precise, reliable & cost effective
EFI provide correct A/F ratio for all loads,
speeds, & temp ranges

Objectives of EFI
The functional objectives for fuel injection system:
power output
fuel efficiency
emissions performance
ability to accommodate alternative fuels
durability
reliability
driveability and smooth operation
initial cost
maintenance cost
diagnostic capability
range of environmental operation
Basic function of EFI
The process of determining the amount of fuel, and its
delivery into the engine, are known as fuel metering
An electronic engine control unit calculates the mass of fuel
to inject
The fuel injector acts as the fuel-dispensing nozzle. It injects
liquid fuel directly into the engine's air stream
In almost all cases this requires an external pump. The pump
and injector are only two of several components in a
complete fuel injection system
EFI components
Injectors
Fuel Pump
Fuel Pressure Regulator
ECM - Engine Control Module; includes a digital
computer and circuitry to communicate with sensors and
control outputs
Wiring Harness
Various Sensors:
Crank/Cam Position: Hall effect sensor
Airflow: MAF sensor/ MAP sensor
Exhaust Gas Oxygen: O2 Sensor, Oxygen sensor, EGO
sensor.
A/F Ratio Requirement
A/F Ratio Requirement Contd
EFFECT OF ENGINE OPERATION ON POLLUTANT FORMATION
A/F Ratio Requirement Contd
W h a t I s M P F I ?
It is an electronically controlled injection
system in which there is one injector per
cylinder placed in the inlet manifold.

It facilitates effective air-fuel ratio for all
dynamically varying conditions so that pollution
comes down.

Multi point fuel injection
Common Rail
PRESSURE REGULATOR
Fuel Pressure Regulator
Increases in manifold pressure causes spring
tension to push diaphragm down, blocking
return line, increasing pressure in rail
Types of Injection For MPI
Simultaneous Injection
Here all the injectors inject the fuel at the same time for all cylinders every
revolution of the crankshaft. Hence, in a single cycle, the fuel is injected twice.
There is a fixed timing with respect to crankshaft/camshaft timing

Grouped Injection
Here the injectors are divided into groups and each group inject once in a cycle i.e.
once in two revolutions of the crankshaft.
Sequential Injection
The injectors are controlled separately. The injection timing is done with the help of
sensor, which senses the position of camshaft and feeds the input to ECU. The pulse
width may be different for different injectors.
The present day engines use Simultaneous Injection during starting and after that
switch over to sequential injection. This facilitates easy cold starting because of rich
mixture and reduction in warm up period.
In the field of engine technology, barely a few years
ago, diesels were synonymous with being dirty and
they seemed to have reached a dead-end in terms
of performance enhancement and meeting more
stringent emission standards.

Diesel engines were inherently incapable of offering
higher power that similar-sized petrol engines could
muster, though they were always the more `torquey'
of the two (which explains why load carriers are
often run on diesel).

Diesel Engines
Diesel Engines Contd

For companies that were attempting the breakthrough, the
Holy Grail of diesel engine technology was the common rail
direct (CRD) injection system, a technique so advanced and
resulting in such a jump in performance for diesels that it
made them almost on par with comparable petrol engines.
Yet, despite this new technique, CRD engines tend to be
marginally noisier and more vibration prone than refined
petrol engines, but the performance gap has been
substantially bridged.


COMMON RAIL DIRECT INJECTION
Direct fuel injection evenly distributes fuel throughout the
system, from injector to injector.
Pressure generation is decoupled from and independent
of engine speed.
The direct injection system can be programmed for
optimal performance over the entire engine speed range.

WHY CRDI?
Injection quantity, firing order and injection timing is
controlled by ECU(Electronic Control Unit)
Variable start of injection.
Possibility of Pilot injection, Main injection, and Post
injection.
Matching of injection pressure to the operating mode.

The CRD difference

In conventional engines, the amount of fuel injected rarely
changed in accordance with the demands of the driver.

However, the CRD engine achieved the set goals by isolating
the two functions generating pressure and maintaining a real-
time check on the amount of fuel injected.

Diesel is stored in the common rail at a constant pressure
ranging from about 1,350 bar up to about 1,600 bar
The CRD difference
Connectors from the common rail deliver diesel already at a high
pressure to each injector. At the end of the injector, a solenoid valve (a
peizo valve in some of the newer ones) regulates the injection timing
and the amount of fuel injected based on inputs from a microprocessor
or an electronic control unit (ECU).

Because of the high pressure injection, the fuel gets atomised finely
and quickly which reduced the physical delay associated with the
combustion process.
Electronic Control Unit
Crankshaft-speed sensor
Camshaft-speed sensor
Accelerator-pedal sensor
Boost-pressure sensor
Rail-pressure sensor
Coolant sensor
Air-mass meter

STAGES OF INJECTION
Pilot Injection
Main Injection
Post Injection
PILOT INJECTION

To eliminate the noise and the vibration caused by
the inevitable violent explosion accompanying the
combustion process in diesel injection, most CRD
engines employ what is known as a `pilot injection
or pilot burn'. Seconds before the main fuel load is
injected into the cylinders, a small amount of diesel
is injected
PILOT INJECTION Contd

This pilot injection and ignition starts the combustion process
even before the main load is injected, thus containing its
explosive force. The rise in temperature and pressure is
staggered and thereby less noisy.
Common rail diesel engines are a major breakthrough not just
for meeting more stringent emission standards, but also for
improving the level of refinement inside the vehicle.
.


PILOT INJECTION
Prepares for combustion
Occurs when crankshaft is at 90
0
with respect to TDC.
1- 4mm
3
of fuel is injected.
Compression pressure is increased
Main-injection ignition delay is reduced.
Specific-fuel consumption is decreased.
MAIN INJECTION
The energy for the engines output work comes from main
injection sequence. This means that essentially the main
injection is responsible for the development of the engines
torque. With the common rail accumulator fuel-injection system,
the injection pressure remains practically constant throughout
the whole of the injection process.
MAIN INJECTION
Actual injection
Responsible for development of engines torque.
Injection pressure remains constant throughout the whole
injection process.
POST INJECTION
With certain versions of NOX catalytic converter,
secondary injection can be applied for NOX
combustion (reduction).
Secondary injection introduces a precisely metered
quantity of fuel to the exhaust gas.
POST/SECONDARY INJECTION
Helps in reducing NO
X
emissions.
Occurs when crankshaft is at 200
0
after TDC.
Introduces a precisely metered quantity of fuel to exhaust
gas.
Act as an reduction agent to lower NO
X
content.

How direct injection works
Utilizes a lightweight, compact solenoid requiring less
energy to motivate.
Fast solenoid speed permits fine metering of pilot and
main injection.
Capability of pressure up to 1600bar.
Feedback system analyzes the quality of combustion and
permits the adjustment of the fuel system.
Fuel Rail

Advantages
Low Black Smoke emissions because of 1600 bar system
pressure even at low engine speed and
Low NOx emissions because of post injection
Low Engine noise because of pilot injection
Cold start capability with Heavy Fuel Oil (HFO)
Fast injector operating enables pilot- and post injection

Advantages Contd
Free control of begin of injection, injection-duration and
pressure
High Efficiency because of 1600 bar System
Optimised Combustion development due to
independent control of injector opening and
closing
Application of special fuel parameters in the engine
mapping




GASOLINE DIRECT INJECTION
Gasoline Direct Injection
Fuel injected directly into the combustion chamber

This allows engine to operate in two modes, viz.
Homogeneous mode (Early Injection)
Stratified mode (Late Injection)

Combines the advantages of petrol engine and diesel
engine
Early Injection
The Homogenous mode in which the fuel is injected early
in the induction stroke.

This provides sufficient time for the fuel to mix with air in
the combustion chamber and form a rich homogeneous
mixture.

This helps in achieving maximum power.
Late Injection

It is rich near the spark plug and lean in regions
further away

A rich mixture is needed near the spark plug to aid
ignition

Thus the over all composition is lean and this
reduces fuel consumption
Late Injection
Stratified mode in which the fuel is injected into
cylinder just before the spark ignites.

There is little time for the fuel to mix with the air,
hence the composition of air and fuel varies within
the combustion chamber.

Advantages
Improved Volumetric Efficiency
Increased Compression ratio
Lesser Fuel Consumption and higher power
Upright straight intake ports
Reduced Emissions
Resistance to Pre-Ignition
Improved Throttle response
Upright Straight intake ports
The GDI has upright straight intake ports rather than
horizontal intake ports as in conventional engines
The upright straight intake ports direct the air flow down
at the curved -top piston, which redirects the air flow
into a strong reverse tumble for optimal fuel injection
Increased Volumetric Efficiency
The upright straight intake ports enable smooth inflow of
air.
The vaporization of fuel, which occurs in the the cylinder
at a later stage of the compression stroke, cools the air
for better volumetric efficiency
Cleanliness of operation
Stratified charges tend to burn in a more progressive
fashion
End gases are ignitable, with 10% improvements in
vehicle emissions control
With the extremely lean mixture pre-ignition does not
occur
Statistics

An 8.7% increase in the power output compared to the
conventional engine
4.9% increase in torque output
20% increase in fuel economy
Expected to meet or exceed Euro-4 norms
Direct Gasoline Injection
Thank You!