GASOLINE DIRECT INJECTION ENGINE

Author Miss. Pandharkar U !a"a J. pujjwala@yahoo.co.in DEPARTMENT O% MEC&ANICAL ENGINEERING PRA'ARA RURAL ENGINEERING COLLEGE( LONI Miss. Gor# Ma$uri S.

A)STRACT The Gasoline Direct Injection Engine (GDI) is also known as the Direct Injection Stratified harge Engine (DIS ). !ntil recently" direct injection technology had #een applica#le only to the $uality go%erned diesel engines. &owe%er" Gasoline Direct Injection utili'es the Direct Injection Technology for Gasoline i.e." (etrol engines. This technology is so na)ed #ecause the fuel" petrol" is directly sprayed into the co)#ustion cha)#er after the co)pression stroke instead of #eing sprayed through the inlet %al%e during the inlet stroke. This paper e*plains the concept and working of this technology. It also e*plains the ad%antages of Gasoline Direct Injection o%er +ulti (ort ,uel Injection (+(,I). -lso e*plain the solutions that can #e used to opti)i'e the Gasoline Direct Injection engine in order to counter its li)itations.

INTRODUCTION GENERAL* .%er a century long history we used internal co)#ustion engines" gasoline engines (ha%ing good full load power characteristics" high degree of air utili'ation" high speed and fle*i#ility #ut rather poor part load efficiency and a higher e)ission of .) and diesel

engines (ha%ing high load characteristics

./." good part #ut poor air

utili'ation" high s)oke" li)ited power to weight ratio) ha%e #een used. Thus an engine reali'ing the feature of gasoline and diesel engines at the sa)e ti)e is the ideal engine. onsidera#le effort has #een taken to increase the ther)al efficiency of

gasoline engines to the le%el of diesel engines. Gasoline Engines are" in Direct essence" Injection Stratified

0. Ensure proper )i*ture of the fuel air ratio so that a correct )i*ture is present in each cylinder at the )o)ent of ignition. 8. (re%ent the flow of fuel directly into the intake )anifold walls. 2. (ro%ide a proper fuel air )i*ture so that engine is near its peak efficiency )ost of the ti)e under %arying load and conditional features. 9. 3e as relia#le as the rest of car co)ponents.. STRATEGIES* APPROAC&ES TO C&ARGE STRATI%ICATION*

harge Engines wherein gasoline is sprayed directly into the cylinder instead of #eing inducted along with air through the inlet %al%e wherein throttling losses are eli)inated and ther)al efficiency increases. &ISTOR+ O% %UEL INJECTION ,uel injected cars are #eco)ing increasingly popular in India and sea) all set to replace ageold car#uretor e$uipped cars. ,irst fuel injection syste) was de%eloped 4ent and used in aeroplane the engines in 0112 #y Edward 3utter of it was )uch latter that syste) was e$uipped to car engines. The Gordon 3rille #eing first to use fuel injected engine on )ass produced car. The electronic fuel and injection syste) was in%ented in 0567 #y 3endi* corp efficiency syste). MAIN RE,UIREMENTS O% %UEL INJECTION S+STEM* as superior fuel alternati%e injection

.n the #asis of strategies for reali'ing stratified:charge operation during part load" the DI syste)s that are designed to operate in the stratified charge )ode are assigned to one of the three )ajor classifications; spray:guided" wall:guided and air:guided.

S-ra$ Guid#d Con.i/uration

,ord (/. . syste) first used this concept to achie%e lean co)#ustion" with )i*ture stratification resulting fro) the pro*i)ity #etween the spray periphery and spark plug gap.

Stratification capa#ility of this syste) with a la)#da %alue of 1.7 has #een achie%ed (la)#da 0 is stoichio)etric) in the 'one near the spark plug. Spray guided injection re$uires the fewest alterations fro) a con%entional (,I design.

syste)" injector tip and spark gap are separated #y a large distance. Theoretically" an air:guided co)#ustion syste) does not re$uire special piston geo)etry preparation. for stratified )i*ture

0a"" /uid#d 1on.i/uration*

In this syste)" injected fuel is directed towards the spark gap #y an interaction with a co)#ustion cha)#er surface" generally a well:defined piston ca%ity. E*plained in detail later in the paper. This syste) e*hi#its a reduced sensiti%ity to %ariations in spray characteristics #ut a di)inished degree of charge stratification and increased & e)issions are the principal li)itations.

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In a production )odel" it is i)portant for the engine to #e a#le to switch #etween part load:stratified )ode and full load:ho)ogeneous )ode. This is controlled #y %arying injection ti)ing as follows; Lat# In #1tion; -t partial loads" ultra: lean stratified co)#ustion is o#tained with Direct Injection into the cylinder during co)pression stroke. In this phase" fuel is injected #efore ignition #y a pre:deter)ined inter%al" so that the injected fuel is diffused and %apori'ed enough to #e ignited. Ear"$ In #1tion; -t higher loads" a ho)ogeneous )i*ture is intended with direct injection during the intake stroke" in order that fuel is thoroughly diffused in the whole cylinder.

Air Guid#d Con.i/uration

,or an air guided co)#ustion syste)" charge stratification is controlled #y the interaction of fuel spray and the in:cylinder" #ulk air )otion. ,igure illustrates a tu)#le #ased" air guided DI co)#ustion syste)" in which a strong tu)#le flow is generated #y a flow control %al%e which in turn is utili'ed to esta#lish a stratified charge. In this

T!o Sta/# In #1tion; In #etween stratified and ho)ogeneous charge operations" fuel is supplied during #oth intake and co)pression stroke. Thus a se)i stratified )i*ture is o#tained to keep s)ooth tor$ue transition fro) ultra:lean operation to lean or stoichio)etric )i*ture operation area.

9. =o cold starting trou#le. 6. =o need for fre$uent engine tuning. A. @onger engine life. B. E)issions :/educed cold start & : /educed .8 e)issions. e)issions.

<./4I=G (/I= I(@E; AD'ANTAGES* 0. Superior econo)y co)#ine with in horse power. : /educed pu)ping losses and less heat loss due to unthrottled )ode. stratified charge =EED; In recent years legislati%e and )arket re$uire)ent ha%e dri%en the need to reduce fuel consu)ption while )eeting increasingly stringent e*haust e)ission. This trend has dictated increasingly co)ple*ity in auto)oti%e engines design. - key research o#jecti%es for the auto)oti%e engineering co))unity of gasoline engine specific power with diesel like engines efficiency in a cost co)petiti%e powertrain. #e e)ployed. production .ne pro)ising feasi#le engine

:The injection of the fuel and its su#se$uent e%aporation causes a reduction in the te)perature inside the cylinder. &ence higher ./. )ay #e e)ployed> lower octane re$uire)ent> increased ?olu)etric Efficiency. : ,uel cut:off during deceleration )ay re$uired. 8. /ise in tor$ue. 2. Self adjust)ent for a)#ient : @ess acceleration enrich)ent

de%elop)ent route for achie%ing these goals is the potential application of lean #urn direct injection (DI) for gasoline engines.

te)perature and altitudes.

(/E?IE<; The gasoline direct injection is si)ilar to a diesel engines in that fuel directly injected into the cylinder. 3ut injection ti)ing is controlled to )atch load condition. The fuel control pro%ides co)#ustion of an ultra lean )i*tures of gasoline and air for higher fuel efficiency than diesel engines. -lso a co)pression ratio of 07.6 for )ultipoint fuel injection engines deli%ers higher %olu)etric efficiency and response surpassing the con%entional engine perfor)ance. DI gasoline engines feature potential ad%antages including su#stantial i)pro%e)ent in #rake specific fuel consu)ption co)pared to current port: injected engines" i)pro%ed transient response" )ore rapid starting with less cold start enrich)ent" and lower e)ission of .8. The de%elop)ent of future DI gasoline engines will e)ploy the concept of dual )ode stratifiedCho)ogeneous operation to pro%ide e$ui%alent power output to current port:injected engines.

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,ig. B <orking of GDI Engine -s shown in the GDI engine consists of a gasoline injector fitted in the cylinder head. ,or the stratified )ode operation" the following cycle is followed; 0) During the inlet stroke" only air is inducted into the cylinder. 8) During the co)pression stroke" this air is co)pressed. +oreo%er" the co)#ustion cha)#er i.e." the cylinder head and piston crown is gi%en such a shape that tur#ulence will #e created in the air. This will help in the )i*ing process. 2)=ear the end of the co)pression stroke" the gasoline will #e sprayed either directly or indirectly on to the spark plug.

9)Thus" in the region near the spark:plug a rich )i*ture will #e for)ed and in the rest of the cylinder" the )i*ture will #e lean. 6)Thus stratification of the charge is acco)plished. A)The power and e*haust stroke will #e si)ilar to the con%entional S.I engines.

cylinder. It efficiently direct the air flow down at the cur%ed top piston" which redirects the airflow into a strong re%erse tu)#le for opti)al fuel injection. These technologies ena#led to achie%e #oth of the de%elop)ent o#jecti%e" which were fuel consu)ption lower than those of diesel engine and out put higher than those of con%entional +(I engines.

,E-T!/ES ., G-S.@I=E DI/E T I=DE TI.=; 0.Intake parts and )i* air and fuel together outside the cylinder #efore injection. These parts create %ertical %orte* called tu)#le. In GDI engines the direction of tu)#ling air is opposite than that of +(I engines #ecause of upright straight intake parts. 8. The cur%ed top piston redirects the air flow into a strong re%erse tu)#le. The re%erse tu)#le carries the fuel %apour towards the spark plug in fuel injection. 2.&igh pressure swirl injectors prepare the opti)u) )i*ture the of fuel #y and controlling dispersion

%UEL INJECTION* &IG& (/ESS!/E (!+( - cut away %iew of a high pressure fuel pu)p is shown in figure. To reduce the fuel co)pression work" a relati%ely low fuel injection pressure of 6 +(a was selected. The reduction in the injection pressure was effecti%e in esta#lishing the relia#ility of pu)p. This pu)p was installed on the cylinder head and dri%en directly #y one of the ca)shafts

@-SSI,I -TI.= ., I=DE T./S; Sin/"#2%"uid In #1tors* Single li$uid fuel is used in this type nor)ally at high pressure. It is currently" the )ost co))only utili'ed injector. Pu"s#2Pr#ssuri3#d( Air Assist#d

ato)i'ation of injected fuel as it sprays directly into the cylinder air flow. 9. The upright straight intake part supplies opti)al air flow into the

In #1tors* - )i*ture of air and fuel is

injected into the cylinder at the ti)e of fuel injection into the cylinder. Pi#3o2E"#1tri1 In #1tors It is the latest type of injector to hit the )arket.

spray is re$uired #ecause it should #e inside the co)pact piston ca%ity. -t the sa)e ti)e" it should #e ato)i'ed" #ecause it should #e %apori'ed in short ti)e so as to pro)ote the entrain)ent of air #efore arri%ing at the spark plug.

3asic /e$uire)ents to fuel spray are as follows G 0) ontrolled Dispersion

8) Suppressed penetration 2) -to)i'ation ,ig. 5 (ie'o Electric injector -to)i'ation is #asically the

con%ersion of kinetic energy of fuel spray into surface energy. <hen the fuel 3-SI /EE!I/E+E=TS ., ,!E@ S(/-F; 3asic re$uire)ents to fuel spray characteristics are illustrated in In the case of early injection" widely spread full spray is re$uired so as to achie%e ho)ogeneous )i*ing. In order to )eet this re$uire)ent" a widely dispersed fuel spray with low penetration should #e prepared. It should #e injected at such ti)ing that the spray chases the piston so as to a%oid any i)pinge)ent on the piston surface. In case of late injection" a co)pact spray has the shape of a solid jet" it de%elops #efore the start of #reak:up. The #reak up length" i.e." the distance of jet tra%el #efore #reakup" is high. In order to suppress the penetration" swirl no''les with the configurations are adopted. - part of the 4.E. of fuel flow is con%erted into surface energy in the no''le hole" resulting in significantly short #reak:up length. In order to )eet this #asic re$uire)ent" swirl injector an was electro)agnetic de%eloped.

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control of GDI engine ena#les the application of appropriate force to the pulleys at all ti)es to achie%e #etter fuel econo)y.

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considered to ha%e the potential to incre)ental ?T with ?T to a i)pro%e)ents in fuel econo)y and dri%a#ility and co)#ining deficiencies. In )ating a GDI can i)pro%e so)e of the indi%idual con%entional (,I engine" pro#le)s such as friction losses in the dri%e #elts" internal losses in the tor$ue con%erter" %i#ration in the %ehicle #ody and non: ideal trans)ission )atching at low fuel consu)ption points ha%e traditionally #een e*perienced. The integrated control of GDI engine and can eli)inate a ?T trans)ission nu)#er of these

&y#rid propulsion syste)s are designed to pro%ide high fuel efficiency and low consu)ption. &owe%er" the )ultiple dri%e paths" su#stantial electric )otor" etc )ake this technology $uite co)ple*. &y#rid syste)s that use (,I engines ha%e e*perienced insufficient starting tor$ue and hesitations associated with engine restart and sta#ili'ation. -lso the li)ited a)ount of reco%era#le 4.E. )eans that the generator )ust operate )ore fre$uently to pro%ide the necessary power leading to fuel econo)y penalty.

pro#le)s #y superior tor$ue control and low fuel:consu)ption inherent to the GDI engine. ?Ts use a #elt to trans)it power. Tor$ue control in con%entional (,I engines is difficult and a high pulley pressure )ust #e applied resulting in an increase in friction. The precise tor$ue -((@I -TI.=; Since the introduction of the Galent GDI sedan in . T 055A" +itsu#ishi has produced o%er A7 lakhs %ehicles powered #y its GDI engines.

-dditionally" the +itsu#ishi design and de%eloped 9.6 @ ?1 produced #y &yundai in 4orea using key co)ponents supplied #y +itsu#ishi" for the 4orean co)panies E$uus e*ucati%e sedan.

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Toyota and =issan ha%e also introduced their own direct injection gasoline engines. In Europe" +itsu#ishi already supplies the GDI engines to ?ol%o for its SC? 97 s)all car range and +itsu#ishi has entered a GDI de%elop)ent packed with (S- of ,rance for (augeot cars. /eanout and ?olkswagon ha%e added s)all cars powered #y their own direct injection engines. +itsu#ishi offers GDI powered cars in Europe as well as supplying engines to ?ol%o Europe dri%ing conditions and re$uire)ent differs fro) these Dapan where are dri%en at higher speeds. Therefore high fuel econo)y needs #e i)pro%ed. -t the sa)e ti)e the dri%er de)ands plenty of low down tor$ue for #risks dri%ing and the e)issions standard re$uire $uick catalyst war) up. -lso European fuel contains )ore sulfur. +itsu#ishi is now e*panding GDIHs application e*ploiting the engine %irtues

Direct injection co)#ustion syste) pro%ides e*cellent fuel econo)y potential in co)#ustion with sta#le operation throughout the speedCload for the engines. @ow =.* e)ission can #e o#tained due to the characteristically high EG/ tolerance. In co)#ustion with the inherently low & :e)ission that ha%e #een )easured" this new concept shows great pro)ise for future e)ission standards. The new concept can #e reali'ed through the application of well:pro%en design approaches. -dditionally" it can #e co)#ined with )odern pro%ides %al%e train concepts that with opti)al perfor)ance

regard to reduced frictional losses and production feasi#ility aspects. Thus for the sa)e reasons that (ort ,uel Injection gradually replaces the car#uretor and the throttle #ody injector" Gasoline Direct Injection co)#ustion

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B. )otorische DI: ?er#rennungskon'epte" Spicher" !.u.-.; Direkteinsprit'ung i) .tto)otor" E*pert 1. ?erlag" /enningen" 0551

predo)inant engine syste) and will gradually displace se$uential fire +ulti (ort ,uel Injection Engine syste)s.

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5. Dr. 3ryan <illson" Direct Injection as a /etrofit Strategy for /educing E)issions fro) 8: Stroke ycle Engines in -sia" 8778 07. &eywood and ?ilchis" o)#ustion Science and Technology" %21" 0519 00. /ichard %an 3asshuysen" ,red Schafer" +odern Engine Technology fro) - to M" S-E 08. International" 877A 02. /ichard %an 3asshuysen" ,red Schafer" Internal o)#ustion Engine" S-E International" 8778 09. Translated #y -. Troitsky" +otor ?ehicle Engines" +ir (u#lishers" +oscow" 05B0

0. D. Stokes et al" I- Gasoline Engine oncept ,or I)pro%ed ,uel Econo)y GThe@ean3oost Syste)"J S-E paper 8770:70: 8578 8. D.3. &eywood" I Internal o)#ustion Engine ,unda)entals"J +cGraw &ill"0511" p.9BB 2. &. Sapouri et al" IThe 8770 =et Energy 3alance .f orn: Ethanol ((reli)inary)"JEthanol =ews Special" Dan 81" 8776 9. GKf%ert" +. et al. ontrol of GDI Engines !sing Tor$ue ,eed#ack E*e)plified 3y 6. Si)ulations" 8778 A. Eichlseder" &." <. &L#ner" S. /u##ert" and +. Sall)ann" 3eurteilungaskriterien fLr otto: