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ADVANCE

D IC
ENGINES
Assignment II
Venkatesh.S
CB.EN.U4MEE09060

EXHAUST GAS RECIRUCLATION(EGR)


Diesel engines function on lean mix, which is one that contains a high
quantity of air to a low proportion of diesel fuel. This, associated with the
high temperatures that predominate in the engine combustion chamber,
leads to the appearance of nitrogen oxides (NOx). By re-injecting some of the
exhaust gases into the fresh air that the air intake circuit supplies to the
engine, EGR reduces their formation. This works because recirculation of
exhaust fumes slows down the combustion of the mixture and absorbs some
of the calories. Moreover, it reduces the concentration of oxygen in the
mixture and these two actions converge to reduce the formation of NOx.
However, this is offset by an increase in the rate of particulates that are
released by combustion. It is therefore necessary to adjust the quantity of recirculated gas precisely in order to find the right trade-off between the
reduction of NOx and the formation of particulates. This is a delicate
adjustment since it depends on engine speed, charge and temperature.

HOW DOES IT WORK?

The EGR valve re-circulates exhaust into the intake stream. Exhaust gases
have already combusted, so they do not burn again when they are recirculated. These gases displace some of the normal intake charge. This
chemically slows and cools the combustion process by several hundred
degrees, thus reducing NOx formation.

The exhaust gas is pumped into the combustion chamber resulting in a much
cooler combustion. And therefore, the amount of harmful gases released is
greatly reduced.

FOR PETROL ENGINES


Reduction of the richness of the mix in direct injection petrol engines also
leads to a rise in levels of NOx. This is particularly true of stratified charge
engines (see sheet), where the mixture processed in the combustion
chamber can be, overall, very lean. To reduce the rate of polluting exhaust
gas production, petrol engines will also be equipped with an EGR valve.

Advantages

Reduces the amount of nitrogen oxide in the exhaust stream

Lowers combustion temperatures and improves engine efficiency

Disadvantages

EGR mixtures reduce the overall amount of energy transferred to the


piston due to a reduction in the specific heat ratio in gasoline engines

Lower combustion temperatures cause an incomplete burn of fuel,


increasing particulate matter in diesel engines

EGR VALVE ON THE TOP OF INLET MANIFOLD

MULTI POINT FUEL INJECTION (MPFI)


MPFI stands for 'multi point (electronic) fuel injection'. This system injects
fuel into individual cylinders, based on commands from the on board engine
management system computer popularly known as the Engine Control
Unit/ECU.

MPFI Systems can either be :

a) Sequential i.e direct injection into individual cylinders against their


suction strokes, or
b) Simultaneous i.e together
cylinders, or

for all the four or whatever the number of

c) Group i.e into Cylinder-Pairs.


These techniques result not only in better power balance amongst the
cylinders but also in higher output from each one of them, along with faster
throttle response.
Of these variants of MPFI, 'Sequential' is the best from the above
considerations of power balance/output.
The Fuel Injectors are precision built Solenoid Valves, something like
Washing Machine Water inlet Valves. These have either single or multiple
Orifices which spray fuel into the Fuel inlet manifold of a Cylinder upon
actuation, from a common Rail/Header pressurised to around 3 bar, fed by a
high pressure electrically drive fuel pump inside the Petrol tank of the Car.
The on-board ECU primarily controls the Ignition Timing and quantity of fuel
to be injected. The latter is achieved by means of controlling the duration
for which the Injector solenoid valve coil is kept energized popularly known
as the pulse-width.
In general, an ECU in turn is controlled by the data input from a set of
SENSORS located all over the Engine and its Auxiliaries. These detect the
various operating states of the Engine and the performance desired out of
it. Such Sensors constantly monitor : 1) Ambient Temperature, 2) Engine
Coolant Temp., 3) Exhaust/manifold temp., 4) Exhaust O2 content, 5) Inlet
manifold vacuum, 6) Throttle position, 7) Engine rpm, 8) Vehicle road speed,
9) Crankshaft position, 10) Camshaft position, etc.
Based on a programmed interpretation of all this input data, the ECU gives
the various commands to the Engines fuel intake and spark ignition timing
systems, to deliver an overall satisfactory performance of the Engine from
start to shut down, including emission control.

Advantages of M. P. F. I.:
1) More uniform A/F mixture will be supplied to each cylinder, hence the
difference in power developed in each cylinder is minimum. Vibration from
the engine equipped with this system is less, due to this the life of engine
components is improved.
(2) No need to crank the engine twice or thrice in case of cold starting as
happens in the carburetor system.
(3) Immediate response, in case of sudden acceleration / deceleration.
(4) Since the engine is controlled by ECM* (Engine Control Module), more
accurate amount of A/F mixture will be supplied and as a result complete
combustion will take place. This leads to effective utilization of fuel supplied
and hence low emission level.
(5) The mileage of the vehicle will be improved.

GAS DIRECT INJECTION (GDI)


Gasoline direct-injection engines generate the air/fuel mixture in the
combustion chamber. During the induction stroke, only the combustion air
flows through the open intake valve. The fuel is injected directly into the
combustion chamber by special fuel injectors.

The demand for higher-power spark-ignition engines, combined with the


requirement for reduced fuel consumption, were behind the rediscovery of
gasoline direct injection.

HOW IT WORKS:
Compared to a conventional port-injected petrol engine, where fuel is
injected into the inlet manifold, ahead of the inlet valves (before being
sucked into the combustion chambers), direct injection sprays the fuel
under high pressure, directly and very accurately (in timing and quantity
terms) into the combustion chamber, providing better gas flow with
optimised air/fuel mixture and greater resistance to uncontrolled combustion.
The result is higher power and lower fuel consumption.
ADVANTAGES:
Combined with ultra-precise computer management, direct injection allows
more accurate control over fuel metering (the amount of fuel injected) and
injection timing (exactly when the fuel is introduced into the cylinder). The
location of the injector also allows for a more optimal spray pattern that
breaks the gasoline up into smaller droplets. The result is more complete
combustion -- in other words, more of the gasoline is burned, which
translates to more power and less pollution from each drop of gasoline.

DISADVANTAGES:
The primary disadvantages of direct injection engines are complexity and
cost. Direct injection systems are more expensive to build because their
components must be more rugged -- they handle fuel at significantly higher
pressures than indirect injection systems and the injectors themselves must
be able to withstand the heat and pressure of combustion inside the cylinder.

HOMOGENEOUS CHARGE COMBUSTION IGINITION


(HCCI)
HCCI is an alternative piston-engine combustion process that can provide
efficiencies as high as compression-ignition, direct-injection (CIDI) engines
(an advanced version of the commonly known diesel engine) while, unlike
CIDI engines, producing ultra-low oxides of nitrogen (NOx) and particulate
matter (PM) emissions. HCCI engines operate on the principle of having a

dilute, premixed charge that reacts and burns volumetrically throughout the
cylinder as it is compressed by the piston. In some regards, HCCI
incorporates the best features of both spark ignition (SI) and compression
ignition (CI).

Advantages

HCCI provides up to a 30-percent fuel savings, while meeting current


emissions standards.

Since HCCI engines are fuel-lean, they can operate at a Diesel-like


compression ratios (>15), thus achieving higher efficiencies than
conventional spark-ignited gasoline engines.

Homogeneous mixing of fuel and air leads to cleaner combustion and


lower emissions. Actually, because peak temperatures are significantly
lower than in typical spark ignited engines, NOx levels are almost
negligible. Additionally, the premixed lean mixture does not produce
soot.

HCCI engines can operate on gasoline, diesel fuel, and most alternative
fuels.

In regards to gasoline engines, the omission of throttle losses improves


HCCI efficiency.

Disadvantages

High in-cylinder peak pressures may cause damage to the engine.

High heat release and pressure rise rates contribute to engine wear.

The autoignition event is difficult to control, unlike the ignition event in


spark ignition (SI) and diesel engines which are controlled by spark
plugs and in-cylinder fuel injectors, respectively.

HCCI engines have a small power range, constrained at low loads by


lean flammability limits and high loads by in-cylinder pressure
restrictions.

Carbon monoxide (CO) and hydrocarbon (HC) pre-catalyst emissions


are higher than a typical spark ignition engine, caused by incomplete
oxidation (due to the rapid combustion event and low in-cylinder
temperatures) and trapped crevice gases, respectively.

COMMON RAIL DIRECT INJECTION (CRDI)


CRDI system uses common rail which is like one single rail or
fuel channel which contains diesel compresses at high pressure. This is a
called a common rail because there is one single pump which compresses
the diesel and one single rail which contains that compressed fuel. In
conventional diesel engines, there will be as many pumps and fuel rails as
there are cylinders.

The fuel is injected into each engine cylinder at a particular time interval
based on the position of moving piston inside the cylinder. In a conventional
non-CRDI system, this interval and the fuel quantity was determined by
mechanical components, but in a CRDI system this time interval and timing
etc are all controlled by a central computer or microprocessor based control
system.
A major difference between a CRDI and conventional diesel engine is the way
the fuel Injectors are controlled. In case of a conventional Engine, the fuel
injectors are controlled by mechanical components to operate the fuel
injectors. Use of these mechanical components adds additional noise as
there are many moving components in the injector mechanism of a
conventional diesel engine. In case of a CRDI engine, the fuel injectors are
operated using solenoid valves which operate on electric current and do not
require complex and noisy mechanical arrangement to operate the fuel
Injection into the cylinder. The solenoid valves are operated by the central

microprocessor of the CRDI control system based on the inputs from the
sensors used in the system.
ADVANTAGES:
CRDi engines are advantageous in many ways. Cars fitted with this engine
technology are believed to deliver 25% more power and torque than the
normal direct injection engine. It also offers superior pick up, lower levels of
noise and vibration, higher mileage, lower emissions, lower fuel
consumption, and improved performance.
In India, diesel is cheaper than petrol and this fact adds to the credibility of
the common rail direct injection system.
DISADVANTAGES:
The key disadvantage of the CRDi engine is that it is costly than the
conventional engine. The list also includes high degree of engine
maintenance and costly spare parts.

Common rail diesel injector

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