AISSMS College of Engineering, Pune. M.E Mechanical (Automotive Engineering) 1

AISSMS College of Engineering, Pune. M.
E Mechanical (Automotive Engineering)

1
ABSTRACT
One of the requirements of an efficient engine is the correct amount of heat shock,
delivered at the right time. This requirement is the responsibility of the ignition
system. Digital ignition system is same as an electronic ignition system in which
spark timing is controlled by a computer that continuously adjust ignition timing to
obtain optimum combustion.
The digital spark ignition is the best alternative for conventional ignition system.
Computerized control gives accurate timing for all operating conditions. At the same
time use of two spark plugs improves thermodynamic efficiency and power available.
It is also good solution to reduce pollution since it minimizes emission levels. Also it
is flexible enough in mounting location. This is important because todays smaller
engine compartment.
Thus it is better in all areas like power, speed, efficiency and clean emission and
hence it has brought a new evaluation in automobile industry.

AISSMS College of Engineering, Pune. M.E Mechanical (Automotive Engineering)
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1. INTRODUCTION

1.1 Purpose of Ignition System
For each cylinder in an engine, the ignition system has three main jobs:
1. It must generate an electrical spark they have enough heat to ignite the air fuel
mixture in the combustion chamber.
2. It must maintain the spark long enough to allow for the combustion of all the
air-fuel mixture in the cylinder.
3. It must deliver the spark to each cylinder so combustion can begin at the right
time during the compression stroke to each cylinder.
When the combustion process is completed, a very high pressure is exerted against
top of the piston. This pressure pushes the piston down on its power stroke and is the
force that gives the engine power. For an engine to produce maximum power it can,
the maximum pressure from combustion should be present when the piston is at 10 to
23 degrees after the top dead centre. Because combustion of air-fuel mixture within
the cylinder takes short period of time, usually in milliseconds, the combustion
process must begin before the piston is on its power stroke. Therefore, the delivery of
the spark must be timed to arrive at some time before the piston reaches the top dead
centre.

1.2 Conventional Single Spark Plug Ignited Four-Stroke Engine
The orthodox single cylinder, four-stroke, spark ignition engine is generally equipped
with a single spark plug. The fresh charge (air fuel mixture) that entered the cylinder
during the suction stroke is compressed during the compression stroke resulting in the
increase of pressure and temperature of the charge. The spark plug, usually situated at
one end of the combustion chamber, ignites the air-fuel mixture and the ensuing flame
spreads like a slowly inflating balloon. There is an inevitable delay for this inflating
balloon to reach the furthest part of the combustion chamber. So, there are pockets of
poor combustion within the chamber and, overall, the combustion is slow and
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inefficient. But there are some problems that single spark flame propagation cannot
give optimal combustion hence DTSi system is invented and Patented by Bajaj Auto.

1.3 Digital Twin Spark System
The Digital Twin Spark Ignition technology, patented by Bajaj Auto, takes care of
this slower combustion problem in a simple way. The cylinder head is equipped with
two spark plugs, instead of the usual one. By generating two sparks at either ends of
the combustion chamber, (approximately 90 to the valve axis) the air-fuel mixture
gets ignited in a way that creates two flame fronts and, therefore, a reduction in flame
travel of the order of 40 per cent is achieved. A fast rate of combustion is achieved
leading to faster rise in pressure. The obvious outcome of this is more torque, better
fuel efficiency and lower emissions. An electronic device (microprocessor) controls
the firing order of these twin spark plugs. The fresh charge that entered the cylinder
during the suction stroke is compressed during the compression stroke. Then a spark
will be ignited by one of the twin spark plugs and the flame front begins to expand
like an inflating balloon. In the mean while another spark will be ignited by another
spark plug as per controls of the microprocessor. The flame front also begins to
expand like an inflating balloon. Therefore the areas that are not covered by the first
flame front will be covered by second flame front resulting in the complete & rapid
combustion of the fuel. This technology is incorporated in Bajaj bikes since 2003, in
series of Pulsar and Discover.

Figure 1: Conventional Single Spark & DTSi Ignition system
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2. DTSI SYSTEM: TERMINOLOGY

2.1 Ignition Timing
Ignition timing refers to the precise time spark offers and is specified by referring to
the position of the piston in relation with crank shaft rotation. Ignition timing
reference marks can be located on engine parts and on a pulley or fly wheel to
indicate the position of the piston. Vehicle manufacturer specify initial or base
ignition timing. When the marks are aligned at TDC or 0, the piston in cylinder is at
TDC of its compression stroke. Additional numbers on a scale indicates the number of
degrees of crank shaft rotation before TDC or after TDC. In majority of engines, the
initial timing is specified at a point between TDC and 20 degrees BTDC.
If optimum engine performance is to be maintained, the ignition timing of the engine
must change as the operating condition of the engine change. All the different
operating conditions affect the speed of the engine and load on the engine. All
ignition timing changes are made in reference is made to following primary factors:

2.1.1 Engine RPM:
At higher rpm, the crank shaft turns through more degrees in a given period of time. If
combustion is to be completed by 10 degrees ATDC, ignition timing must occur
sooner or advanced however, airfuel mixture turbulence increases with rpm. This
causes the mixture inside cylinder to turn faster. Increased turbulence requires that
ignition must occur slightly later or be advanced. These two factors must be balanced
for the best engine performance. Therefore, while the ignition timing must be
advanced as engine speed increases, the amount of advance must be decreased some
to compensate for the increased turbulence.

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Figure 2: Effect of speed on ignition timing (at High Speed & at Low Speed)

2.1.2 Engine Load:
The load on engine is related to the work it must do. Driving uphill or pulling extra weight
increases engine load .Under load there is resistance on the crank shaft, therefore the piston
have a harder time moving through dead strokes. This is evident by low vacuum during the
heavy loads. Under light loads and with the throttle plates partially opened, a high vacuum
exist in the intake manifold. The amount of air air-fuel mixture drawn into the manifold and
cylinder is small. On compression this thin mixture produces less combustion pressure and
combustion time is less. To complete combustion by 10 degrees ATDC, ignition time must be
advanced.
Under heavy loads when the throttle is opened fully a larger mass of air-fuel mixture can be
drawn in and the vacuum in the manifold is low .High combustion pressure and rapid burning
results. In such a case the ignition timing must be retarded to prevent complete burning from
occurring before 10 degrees ATDC.

2.2 Digital Ignition system
Digital ignition system is same as an electronic ignition system in which spark timing
is controlled by a computer that continuously adjust ignition timing to obtain optimum
combustion. The ignition system on the Twin spark is a digital system with static
spark advance and no moving parts subject to wear. It is mapped by the integrated
digital electronic control box which also handles fuel injection and valve timing. It
features two plugs per cylinder. This innovative solution, also entailing a special
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configuration of the hemispherical combustion chambers and piston heads, ensures a
fast, wide flame front when the air-fuel mixture is ignited, and therefore less ignition
advance, enabling, moreover, relatively lean mixtures to be used. This technology
provides a combination of the light weight and twice the power offered by two-stroke
engines with a significant power boost, i.e. a considerable "power-to-weight ratio"
compared to quite a few four-stroke engines. The actual picture of Bajaj Pulsar Bike
is - Moreover, such a system can adjust idling speed & even cuts off fuel feed when
the accelerator pedal is released, and meters the enrichment of the air-fuel mixture for
cold starting and accelerating purposes; if necessary, it also prevents the upper rev
limit from being exceeded. At low revs, the over boost is mostly used when
overtaking, and this is why it cuts out automatically. At higher speeds the over boost
will enhance full power delivery and will stay on as long as the driver exercises
maximum pressure on the accelerator.

Figure 3: Cut Section view of DTSi Engine of Pulsar 2 Valve DTSi engine

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2.2.1 Main Characteristics of DTSi System
Main characteristics of DTSi System are as follows
1. Digital electronic ignition with two plugs per cylinder and two ignition
distributors; (in case of multi cylinder TS engine )
2. Twin overhead cams with camshaft timing variation;(for 4 valve)
3. Injection fuel feed with integrated electronic twin spark ignition;
4. A high specific power;
5. Compact design and Superior balance.

2.2.2 Benefits of Twin Spark
1. Improved thermodynamic efficiency.
2. More effective combustion at yielding and low speed.
3. Considerable reduction in specific fuel consumption.
4. Reduction in exhaust emission.
5. Less chance of ignition system failure

3. DTSI SYSTEM: CONSTRUCTIONAL DETAIL
3.1 Various Components of DTSi Engine
The construction of DTSi engine (here we are considering about Bajaj Pulsar 180
DTSi model) is same as that of the conventional 4-Stroke engine. It consists of
following parts:
Piston Cylinder Crankshaft
Connecting rod Carburetor 2-sparkplug
4-valves CDI unit (ECU) TRICS III Unit
Position Sensors A/D Converter Camshaft

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Here the only change made is that the 2 sparkplug placed at the two opposite end of
the combustion chamber. The 180cc Pulsar DTSi engine sticks with the aluminum
alloy cased 4 stroke cycle engines that are clearly based on the earlier tried and tested
power plant. Its Single cylinder is air cooled % still displaces 178.6cc. Bajaj has used
its patented DTSi technology, which ensures the engines twin plugs are set to ignite
together in one instant according to need. This means the twin sparks travel to
combust mixture from opposite ends of the combustion chamber and accelerate this
process thereby delivering higher power output as improved fuel economy. The bike
also employs ExhausTEC, or a resonance chamber sitting on the silencer that helps
pack a healthy punch low in the bikes power band. This engine gives about 17.02bhp
at 8500 rpm & torque of 14.22Nm@6500.

Here we all know about the conventional mechanical parts of engine so we can skip
and go to important parts of DTSi engine system. In Pulsar 180 cc DTSi technology
based engine is used and it has the technologies called TRICS III and CDI. It works
on the DTSi technology, depending on Throttle load, Engine speed and Load, and
according sends the signal getting from position sensors.

Figure 4: CAD view of Pulsar 180cc 4valve DTSi Engine

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4. DTSI SYSTEM: WORKING

The working of DTSi engine is very similar to 4-stroke engine but here the only
modification done is we are using two spark plug at two ends of the combustion
chamber, which require less time to reach the farthest position of the combustion
chamber and optimize the combustion chamber characteristics.
There are some advance technology used in DTSi engine which makes it more
powerful than the conventional single sparkplug 4-stroke engine like
1. Tricks III technology
2. CDI technology
These above technologies are discussed below

4.1 CDI
The Intelligent Capacitor Discharge Ignition contains a microprocessor, which
continuously senses different speeds and load on engine and responds by altering
ignition timing. A Digital CDI with an 8 bit microprocessor chip handles the spark
delivery. The programmed chips memory contains an optimum Ignition timing for
any given engine rpm, thereby obtaining the best performance characteristics from the
combustion chamber. Working together with the TRICSIII system, the
microprocessor's memory provides optimum ignition timings for any given engine
rpm, thereby obtaining the best combustion performance. It improves fuel-efficiency
and reduces engine noise and vibration through smoother power delivery.

4.2 TRICS III
Throttle Responsive Ignition Control System 3rd generation. It is a means of
controlling the Ignition by operating the Throttle. Depending on the needs of the
Rider whether it be cruising, acceleration or max speed, the ignition requirements
constantly change. Based on a particular amount of Throttle opening, the Magnetic
field generated by the Magnet opens or closes the Reed switch. The Reed switch is
connected to the Digital CDI, which signals the CDI to change/switch, the desired
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Ignition Advance Timing Maps. This helps in achieving a good balance between
drivability and Optimum Ignition Spark advance, resulting in an almost perfect
Ignition Spark advance for every Throttle opening and Engine rpm. Throttle
Responsive Ignition Control System - III is an intelligent system which can quickly
adapt ignition timing to suit different riding characteristics.
TRICS III helps in achieving a good balance between low-to-mid range torque and
top-end power. This helps to ride easily in different conditions like flyovers, hilly
areas, dense traffic and highway cruising

5. ADVANTAGES OF DTSI SYSTEM

5.1 Performance
There is a new feel to the power, strong yet not daunting in the least, torque and
smooth in its delivery. For 180 DTSi 0 to 80 comes up in 6.8 sec. while 0 to 100
kmph is attained in 14.66 seconds. It is not just raw speeds and times that are
impressive but the manner in which the engine just spews the forth the juices in
manner in which is thoroughly intoxicating. The pulsar 150 benefits with DTSi
technology with all round gains in acceleration and maximum speeds.

Quantity
150 cc Engine 180 cc Engine
Old DTSi Old DTSi
Power (bhp) 12 15 15 17.02
Torque (Nm) 10.8 12.5 13.20 14.72
Max Speed 100 120 107 127
Table 1: Comparison of Performance of Old & New DTSi Pulsars

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5.2 Fuel Efficiency:
Due to DTSi system it is possible to combine strong performance and fuel efficiency.
The improved engine efficiency modes have also resulted in lowered fuel
consumption. Taking the 180 pulsar first, fuel consumption in city was averaged 43.3
kmph. However she went better in steady speed 80 kmph highway mode she recorded
46 km/l as company noted. Pulsar delivers shattering performance and high levels of
actual on road fuel efficiency but that both bikes meet the Government of Indias
emission norms for 2005 right now itself without use of any secondary devices.

Figure 5: Comparison of Power of Old Pulsar 180 & New DTSi Pulsar 180
For the number crunches the power output and torque outputs have increased. The
graph shows the comparison between original pulsar & pulsar DTSi. The gains are not
just in peak power and torque but also in lowering the torque peak and torque spread
even better across the rev range. What the DTSi system does is to overcome the
problem on a small capacity four stroke engines in a very elegant manner with the use
of two spark plugs placed diametrically opposite to each other in the combustion
chamber, normal to the valve plane. The initiation of two flame fronts, invoked
instantaneously combustion, reduced the required flame travel length required to burn
the charge.
The Coefficient of variance of indicated mean effective pressure at part throttle has
improved by 50%. For a given fuel ratio when running in part throttle condition the
indicated mean effective pressure has gone up by 15% in the Pulsar 180.
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This further helped the Bajaj bowfins to mote run the high compression ratio 9.6:1 of
the original but with a leaner air furl mixture which its reward in enhanced fuel
efficiency without stunting the power & torque produced. Data supplied by Bajaj auto
(indicating BSFC- brake specific fuel consumption being reduced by 10% in 150cc &
1.7% in 180cc) & experienced in our tests on both road & track confirmed the
enhanced efficiency fuel bits & also bring a smile to the faces of those who forever
revel in wringing the throttle wide open. Add to that the virtual absence of knock &
one has an engine which many would kill for just to put their names plates on.

At last we can enlist these advantages as follows:
1. Less vibrations and noise
2. Long life of the engine parts such as piston rings and valve stem.
3. Decrease in the specific fuel consumption
4. No over heating & better work output
5. Increase the Thermal Efficiency of the Engine & even bear high loads on it.
6. Better starting of engine even in winter season & cold climatic conditions or at
very low temperatures because of increased Compression ratio.
7. Because of twin Sparks the diameter of the flame increases rapidly that would
result in instantaneous burning of fuels. Thus force exerted on the piston would
increase leading to better work output.
8. Twin ignition tends to improve the engines fuel consumption under part load
operating conditions.
9. Twin ignition helps the ignition advance timing to be somewhat retarded which
tends to improve the engines smoothness and response.

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5.3 Statistics
The following are the various statistics showing the advantages of application of DTSi
& its derived technologies i.e. the comparison of various aspects of 150 cc category
and 125 cc category bikes.

Figure 6: Comparison of various aspects in 150cc category

Figure 8: Comparison of various aspects in 125cc category
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6. DISADVANTAGES OF DTSI ENGINES

The disadvantages are listed below
There is high NOx emission
If one spark plug get damaged then we have to replace both
The cost is relatively more
You spend double the amount on spark plugs when it is time to replace them.
The engine tends to overheat and loose power at higher speeds as compared to
a single plug engine.
In case the Engine is kept unused for a long time soiling of spark plugs occur.
Twin Spark system helps to reduce this problem.
It does not deliver any better mileage and acceleration than that derived from a
single spark plug.

7. LATEST DEVELOPMENT IN DTSI ENGINES

DTS-i.e. Engine can be further tuned to deliver exhilarating performance or
exceptional mileage. The further advances of DTS-I technologies are
Digital Twin Spark Swirl Induction (DTS - Si)
Digital Twin Spark Fuel Injection (DTS - Fi)
Digital Triple Spark ignition

7.1 Digital Twin Spark Swirl Induction (DTS - Si)
The DTS-I technology is the parent technology for this latest DTS-Si technology
(Used in Bajaj XCD 125, XCD 135). Even though a faster rate of combustion is
achieved by incorporating the DTS-I technology, there is a chance for further of
improvement of rapid combustion process at lighter loads. When there is a sufficient
or heavy load on the engine, the 4 stroke cycle completes at a faster rate resulting in
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the faster combustion because of the twin sparks produced by the twin plugs. But
when there exists a lighter load on the engine, the 4 stroke cycle will not complete at
a faster rate. Therefore even the incorporation of twin spark plugs cannot aid the
faster combustion i.e. still a better rate of combustion can be achieved at lighter loads.
Combustion efficiency in lean Air-Fuel mixture conditions can be further improved
by generating high turbulence in the combustion chamber. Combustion chambers
having low turbulence give rise to propagation of a flame front, which is akin to that
of a gradually expanding balloon. This results in a slower rate of combustion and thus
slower rate of pressure rise. End result is lower efficiency. When high turbulence is
generated and combustion takes place, the surface of the ballooning flame front
fragments itself, with projection like fingers, which increases its surface area, thereby
improving combustion further. Here comes the Swirl Induction concept, which is
meant for producing higher turbulence in the combustion chamber. Swirl Induction is
nothing but imparting a swirling motion to the fresh charge that enters the combustion
chamber. This can be done by making slight modifications in the ports positioning of
engine.
The DTS-Si engine will have two spark plugs but it differs from the parent DTS-I
engine in the design of position of the ports. The straight ports used in conventional
engines have limitations in generating high swirl values due to their geometry. One of
the ways to generate more swirl is to have a port configuration that promotes this
phenomena. An offset port configuration was arrived upon and optimized to generate
the required swirl numbers. Incorporated in the new engine, this results in a swirling
motion of the incoming charge, which decays itself into turbulence as the piston
moves in the Induction and Compression strokes. This results in the Air-Fuel mixture
being more thoroughly mixed and spread around the combustion chamber. Sparks
provided by the twin spark plugs ignite this highly turbulent and compressed Air-Fuel
mixture, leading to a flame front with high surface area, resulting in a rapid rise of
pressure due to rapid combustion. The values of turbulence achieved now, are
substantially higher than that of a straight port cylinder head, such as in DTS-i. A
combination of DTS-i and Swirl induction thus provides extremely rapid combustion,
resulting in high efficiency.

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7.2 Digital Twin Spark Fuel Injection (DTS - Fi)

DTS Fi is another advancement of the parent DTS i technology. This technology
is the combination of both DTS i and fuel injection. This technology is meant for
increasing the fuel efficiency in power bikes. Generally in conventional 4-stroke
engines, which use petrol as fuel, makes use of carburetor, which mixes the fuel and
fresh air in required ratio and supplies the same to the combustion chamber. The
process is similar for all loads. But the fuel consumption will be more when there is a
heavy load on the engine and it is less when there is a light load on the engine. It is
impossible for a conventional carburetor to take care of the fuel supply for these
varying loads. Therefore there is a need for some intelligent device that controls the
fuel supply according to the varying loads. That so wanted intelligent device is
nothing but the Electronic Control Unit (ECU). The Electronic Control Unit is a
microprocessor based system and can be regarded as the brain of the fuel injection
system. It processes information sent by various sensors and instantly determines
optimum fueling and spark timing for various engine-operating conditions. The ECU
contains detailed information of the engine's characteristics from which it picks the
necessary data for commanding both fueling & sparks timing.

7.3 Digital Triple Spark Ignition
At the heart of the new Pulsar is its cutting-edge engine which sets new benchmarks
in performance, emission and incidentally also fuel efficiency. The DTS-i (Digital
Twin Spark-ignition) technology launched in 2003 marked a unique first in the history
of Indian Motoring. The new Pulsar takes this technology altogether to another level
with a SOHC 4-valve Triple Spark engine controlled by an advanced Electronic
Control Unit for an absolutely unmatched performance. To support this exhilarating
heart-pumping performance the bike comes with liquid cooling and a six speed gear
box. The Pulsar 200NS chassis comprises a pressed steel perimeter frame and a
Rectangular tube section swing arm delivering over three times the lateral stiffness of
a P220 frame. These deliver outstanding high speed handling and cornering stability.
The centrally located muffler and the unique gas filled Nitrox mono suspension
further improve the ride and handling of the bike due to low & centralized CG
position. The Pulsar design character has evolved with the performance & dynamics.
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It's become stronger, more aggressive with a street fighter stance. The look just begs
you to ride it. Once astride, the sporty Speedo console, triple-tree clip-ons, the
signature clips and the illuminated switches evoke the design, fit and finish so far
exclusively reserved for much more expensive super sports bikes. The new 200cc
Pulsar is probably the most stunning sports bike in its class oozing raw muscular
appeal. To make use of 3 spark plugs, the pulsar engine houses a pent roof
combustion chamber which in turn allows housing 3 spark plugs in the engine
chamber. Out of the three plugs, the primary plug is the center one and is mounted in
an angle and enters the chamber at the top-center. The other two secondary plugs are
mounted below, each opposite each other and one of them being vertically underneath
the primary plug. The secondary plugs fires a bit after the primary one has fired and
the timings are controlled by the ECU depending on various parameters like throttle
position, engine revs, load on engine and much other stuff. According to Bajaj, these
plugs gain an advantage in low-rev riding condition where it extracts the best
economy.

8. SUMMARY

Hence it can be concluded that the application of this technology in the present day
automobiles will give the present generation what they want i.e. power bikes with fuel
efficiency. Since these technologies also minimize the fuel consumption and harmful
emission levels, they can also be considered as one of the solutions for increasing fuel
costs and increasing effect of global warming. The use of these technologies ensures
rapid combustion of the fuel in the combustion chamber, lower emissions and thereby
an increase in the fuel efficiency. Better low end torque, Lower fuel delivery and
optimization of spark timing, improved cold start, quick warm up and excellent
response to the sudden acceleration, Lower emission levels, Self detection and
communication of fuel system malfunctioning if any are also some of the important
advantages of these technologies. We can hope for still better technologies, which can
achieve still better results because there is no end for innovation.

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Reference Books
Dr. Kirpal Singh, Automobile Engineering. Vol.2, Standard Publishers
Distributors, 2009 Pg. No 516 to 607 Engine specifications
John b. Heywood, Internal Combustion Engine Fundamentals, McGraw-Hill
Book Co., New Delhi, 2001.
Papers from Journals or Transaction/s
Recent trends in Four-Stroke Internal Combustion Engines of Two-Wheelers
Syed Moizuddin1, Naved Ahmad2, Mohammad (IOSR Journal of Mechanical
and Civil Engineering (IOSR-JMCE) e-ISSN: 2278-1684, p-ISSN: 2320-334X
PP 37-41)
Digital Twin Spark Ignition Using Mechatronics by Dattatrey Zambre1,
Gaurav Shintre2, Bhagyashri Patil (IOSR Journal of Mechanical and Civil
Engineering (IOSR-JMCE) e-ISSN: 2278-1684, p-ISSN: 2320-334X PP 73-
78)
Comparative study of performance of dual plug and single plug SI engine at
different compression ratios By Narasimha Bailkeri1, Krishna Prasad,
Shrinivasa Rao (International Journal of Advanced Research in engineering
technology Volume 4, Issue 5, July August 2013, pp. 188-197)
Reports, Handbooks etc.
OVERDRIVE Vol. 6, No.1, September 2003. OVERDRIVEVol. 5, No 5,
January 2003.
Pulsar DTSi Workshop manual
Auto-car India No. 509 Bajaj Pulsar 180cc DTSi Article
Internet
http://www.iosrjournals.org
http://www.bajajauto.com
http://www.wikipaedia.com/bajapulsar

AISSMS College of Engineering, Pune. M.E Mechanical (Automotive Engineering) 1

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