CHAPTER I

INTRODUCTION

1.1 Background Overview

A lot of experimental efforts are focused on simultaneous achievement of high energy
efficiency and reduction of harmful emissions. The emission problem is divided into two
parts, the first is the engine and the old car population; the second is the fuel. Due to
developments in engine technology, the emission pollutant levels are high because of the
fuel specifications. According to the new regulations, the fuel specification is more important
for the vehicle. At this point, the use of gaseous fuels in 1-cylinder engine has long been
considered as a possible method for reducing emissions while maintaining engine
performance and efficiency.

Since the early 1930’s, there is a fluctuating interest in the research of compression
engines operating on dual fuels. Recently, dual fuel engines are receiving more interest from
many scientists due to many reasons including the national concerns of the liquid fuels
limited resources, the environmental issues and the need to use a reliable, durable and
efficient engine.

The dual fuel engines studies focus on utilizing the gaseous fuels like natural gas,
hydrogen and LPG as primary fuel in compression engines, due to the higher ignition
temperature of this fuels. This primary fuel increases the mixture temperature.

A high-quality formation for combustion is achieved by mixing of pulverized fuel

drops and the air inside the cylinder. In this matter, injection parameters such as timing and
period of injection, injection pressure and number of the injection beams affect quality of
combustion and mixture formation. At this point, injection system has an important role on
mixture formation. Injection timing and period determines the beginning of the combustion
in terms of crankshaft angle.

1.2 Problems
Based on the background overview above, the problems are:

a. How to determine the correct set up for the injector system in a dual fuel engine?
b. How to determine the PLC for controlling the injector in dual fuel engine?
c. How to determine the efficiency of using an electronic injector system in dual fuel
engine?

1.3 Objectives
Based on the problem stated above, the objectives are:

a. To determine the correct set up for the injector system in a dual fuel engine
 b. To set up the PLC for controlling the injector in dual fuel engine.
c. To determine the efficiency of using an electronic injector system in dual fuel
engine.

1.4 Benefits
This paper is expected to give benefits for various kind of parties. The benefits that can be
obtained are:

a. Provides an overview about dual fuel diesel engine.

b. Provides an example of PLC for injectors in a diesel engine.
c. Provides an overview of electronic injector system.
 CHAPTER II
LITERATURE STUDY

2.1 Problem Overview

Commercial single cylinder engines are produced with mechanical fuel injection
systems, which have predetermined parameters. Thus, the effects of different operational
parameters such as advance angle, injection pressure and duration and phase number
cannot be tested. In a test engine, injections should be controlled depending on the
operational parameters of the engine (speed, gas position, etc.).

In general, single cylinder diesel test engines have mechanical unit pump systems and
this system have no changeable parameters. Utilizing common-rail injection instead of
mechanical injection pump can control timing and period. Common-rail mechanisms
provide us to employ efficient and flexible control schemes on the injection systems.

Application of high-pressure injection systems increases amount of fuel injection per

crankshaft angle and also shortens the ignition delay. The amount of the fuel injected into
cylinder increases with the pressure till the ignition starts and this lead to higher levels of
NOX and noise. In addition, high pressure injection improves specific fuel consumption and
particle emission levels.

In a test engine advance angle, duration and number of injections are the parameters
subject to be adjusted to discover best blending ratios of alternative fuels. In addition a
measurement system is vital to measure torque output, speed, temperature, airflow rate,
combustion pressure and emissions. The data collected from the system associated with
control parameters and corresponding measurements can be used for system identification
of the test engine and therefore; optimal operational region would be determined.

In dual-fuel operation, LPG fuel injected with a system located to the intake port of
the direct injection diesel engine and diesel fuel injected directly into the combustion
chamber with an electromagnetic injector before the top dead centre. All injectors were
controlled by Programmable Logic Controller. In dual fuel mode, with gas mixed into the air
intake while liquid diesel is injected as normal, but a reduced rate.

2.2 Engine Management

The test engine system for alternative fuels consists of three main parts. First part is
the engine and its controller. Second part is the fuel system including common-rail pressure
line and low-pressure fuel line (dual fuel). Finally, the third part is the measurement system
that includes all the sensors and transducers, which provides feedback from all the
operational quantities listed above.

A single cylinder diesel engine is coupled with a DC Motor over a belt pulley
mechanism with a ratio of 1:2. A two quadrant driver is attached to DC Motor. In the first
quadrant, it operates as a starter motor for the engine and in the second one, as a generator
to load engine.

2.3 Engine Control Algorithm

It is well known that in diesel engines, combustion occurs when fuel-air mixture is
compressed tightly. The main factors in this operation are the quality of the fuel-air mixture
and compression ratio. Due to mechanical constraints compression ratios is kept constant.
On the other hand, mixture formation is a parameter that we can manipulate. In the
conventional diesel engines, which have no turbo charger, there are four parameters that
can be controlled; advance angle, amount of injected fuel, pressure of the injection and the
number of the injection phases. The controller of the test unit should be able manipulate all
these parameters.

Figure 2 (a) Engine Control Algorithm (b) Control and Feedback Signals

A PLC is an economic resolution as a controller. It has all essential units for creating
an ECU. It has analogue inputs to read feedback, high speed counters to detect encoder
outputs for measuring crank-shaft angle, event-based interrupt capability for injection
algorithms, and high-speed digital outputs for generating PWM (Pulse width modulation)
signals for pressure control and PTO (Pulse Train Output) signals for injector control. It also
has real-time clock, which is essential for real-time control system.

The flowchart of the control algorithm is displayed at table 2a. Injection is started at
advance angle from TDC and continued for an amount of time (injection duration). Both of
these values are controlled. In figure 2b, encoder signal for bottom and dead centre (BDC),
injection signals from BDC is used, because the high-speed counter is reset at TDC. As it is
visible, the inner pressure of the cylinder increases when the piston reaches to TDC and a
spike is observed with the combustion. It is also noticeable that the pressure declines with
oscillatory behaviour, when the piston moves away from TDC down to bottom. The
oscillations occur due to chains of combustions.
 CHAPTER III
METHODOLOGY
3.1 Methodology Flow Chart
The methodology flow chart shows all of the steps for this paper. The steps of constructing
this paper is shown in Figure 3.1.

Figure 3.2 Methodology Flow Chart

3.2 Statement of Problems
The first step is to define and identify problems in combustion engines. The object of
research in this paper is a single cylinder engine. The single cylinder engine is installed with
a dual fuel system. The fuels are conventional diesel engine and LPG. The injector for this
dual fuel system is electronically controlled.

3.3 Literature Study

The next step is literature study with the goal of explaining the review of the system, to
give a summary of the basic theory and reference. In this paper explains about the engine
and the engine algorithm.

3.4 PLC Pre-Design

In this step, the author designs the PLC Program for the injection system in the dual fuel
engine. This step is done by using the CX-One Programming application.

3.5 Construction of PLC and Installation

The next step is to construct the installation of the PLC as well as the equipment for the
installation.

3.6 Assembling the System

After preparing for all the equipment needed, the next step is to assemble all of them
together.

3.7 Testing and Troubleshooting

Running and testing the equipment for any problems found before collecting the data.

3.8 Trial and Error

Start collecting the data and if there are errors found, retry and calibrate the installation
again.
 CHAPTER IV
RESULT AND DISCUSSION
4.1 Dual fuel system
Electronically controlled fuel injection system should provide same performance from
the engine, so the duration of injection of the electromagnetic injector is subject to be
correlated with the SFC. The step after determination of SFC for mechanical injector is to
calibrate the electromagnetic injector for the same operation regime. Shortly, it is necessary
to determine the amount of fuel injected per time when injector is open. Naturally, the
amount is function of not only injection duration but also common-rail pressure.

After the mechanical tests, the diesel engine was modified for dual fuel application.
Common-rail fuel injection system (900–1600 bar of injection pressure) and LPG injection
system were adapted to the test engine. The LPG injector positioned directly to the upstream
of intake valve. Specifications of the test engine are listed in the Table 1. The test bed is
illustrated in Fig. 1. The pressure of the common-rail (diesel) is generated by a radial pressure
pump with three pistons. In the test bed, the pump is driven by a 3HP three-phase induction
motor. The diesel fuel supplied from the fuel tank.

The LPG fuel system is more basic than the common-rail. An ordinary LPG tank, LPG
filter, regulator, and a rail were used to supply the LPG to the injector.

The pressure in common-rail is controlled for the reference values between 200 and
1600 bars. These values are selected to test injector behaviour and also variation of
combustion quality depending on the pressure. In radial pressure pumps, output pressure is
controlled via PWM signal, which switches the plungers on and off. A pressure transducer is
utilized for feedback.

4.2 Injector Calibration

The common rail injector’s calibration experiments are conducted for 900–1600 bars by 100
bars increments without combustion. In the preliminary experiments, substantial variations
of injection characteristics are recorded depending on fuel temperature. In order to avoid
these variations, a cooler is utilized to keep the temperature of the fuel below 40 C. Sartorius
brand precision scale is used to measure the weight of the fuel injected for certain amount
of injection duration. For common rail experiment, injector is triggered 1000 times into a
container and the weight of the diesel is measured.

The LPG injector’s calibration experiments are conducted for standard pressure at different
opening durations. The injector is triggered several times. The number of LPG injections is
counted at different opening durations to spend 10 g of LPG Fuel. After the calibration, the
relation between the power output and injection duration is determined. The next step is to
establish control of the engine with a microcontroller-based system.
4.3 PLC Programming
In Figure 4.3.1, the PLC Injector was done at HS counter and time which has been
defined. Then R/W will set the angle and amount of fuel drops which will be sprayed at every
calibration. If the calibration is good, it is immediately directed into subroutine calibration
which later will stop the injection process on one step.

But, if the calibration failed, then it will start the pre-injection process, if the pre-
injection process succeeds it will start the HS counter and automatically sets the angle. If the
pre-injection process fails, then it will start the PID system controller which will activate the
timer in HS Counter 1.

Then examine the running process, if it fails then it will start back again at R/W step
which will adjust the angle and amount of fuel drops. If the running process succeeds and
the speed is not exceeding its limit then the injection process of one step will be stopped.

If the running time doesn’t reach the desired value then it will start the subroutine
injection process so it will be back again doing the R/W step that adjust the angle and
amount of fuel drops sprayed.

Figure 4.3.1 Diesel Engine Algorithm

Figure 4.3.2 PLC Programming
 CHAPTER V
CONCLUSION
5.1 Conclusion
In this study, an experiment test bed is designed and constructed to determine
optimum operation conditions for alternative fuels. In this bed, the duration, number of the
phases, timing, number of the injectors and pressure of the injection are controlled. The aim
is to determine the effects of controlled parameters on performance of the engine. A
commercially available diesel engine is modified and converted into electronically controlled
diesel engine with common-rail injection system and port fuel LPG injection system. The new
injection systems are calibrated and preliminary experiments are conducted to test the
controller.
This new alternative fuel test bed has capabilities of testing the effects of several
parameters as mention throughout the text. A very important fact about the experimental
setup is that a PLC is utilized as ECU. A PLC is an unorthodox solution for engine control
systems. Nevertheless, it is an economical resolution for a single cylinder engine-based test
bed. Besides, establishing algorithms and debugging of program codes are easier compared
to a commonly used microcontroller based developing boards. It has advantage of
observing the algorithm online while the controller is running.
It is also shown that an electronic injection system and dual fuel operations increases
the quality of the combustion in the engine which let us to compare alternative fuels (single
or dual) in a more efficient way. In addition, the LPG sellers are studying on the performance
of the compression ignition engine using diesel + LPG or diesel + LNG (liquefied natural gas)
fuels. Starting from this point, to utilize LPG or hydrogen systems as dual fuel on the engine
to increase the capabilities of the test bed.
 BIBLIOGRAPHY
1. Alp Tekin Ergen, Deniz Ozde Koca. PLC Controlled single cylinder diesel-LPG Engine.
Fuel. 130 (2014) 273-278
TABLE OF CONTENTS
CHAPTER I INTRODUCTION ........................................................................................................................... 1
1.1 Background Overview ........................................................................................................................ 1
1.2 Problems................................................................................................................................................... 1
1.3 Objectives................................................................................................................................................. 1
1.4 Benefits ..................................................................................................................................................... 2
CHAPTER II LITERATURE STUDY .................................................................................................................... 3
2.1 Problem Overview ............................................................................................................................... 3
2.2 Engine Management ........................................................................................................................... 3
2.3 Engine Control Algorithm ................................................................................................................ 4
CHAPTER III METHODOLOGY ........................................................................................................................ 6
3.1 Methodology Flow Chart.................................................................................................................. 6
3.2 Statement of Problems ..................................................................................................................... 7
3.3 Literature Study .................................................................................................................................... 7
3.4 PLC Pre-Design ...................................................................................................................................... 7
3.5 Construction of PLC and Installation .......................................................................................... 7
3.6 Assembling the System ..................................................................................................................... 7
3.7 Testing and Troubleshooting ......................................................................................................... 7
3.8 Trial and Error ........................................................................................................................................ 7
CHAPTER IV RESULT AND DISCUSSION..................................................................................................... 8
4.1 Dual fuel system ................................................................................................................................... 8
4.2 Injector Calibration ............................................................................................................................. 8
4.3 PLC Programming ................................................................................................................................ 9
CHAPTER V CONCLUSION ............................................................................................................................ 11
5.1 Conclusion ............................................................................................................................................. 11
BIBLIOGRAPHY .................................................................................................................................................. 12
ME141361 AUTOMATION TECHNOLOGY

PLC CONTROLLED FUEL INJECTORS IN DIESEL ENGINE

Submitted By:
Haidar Amien Prihanto
(04211541000041)
Putu Gede Andhika Nidyatama
(04211541000051)

DEPARTEMENT TEKNIK SISTEM PERKAPALAN

FAKULTAS TEKNOLOGI KELAUTAN
INSTITUT TEKNOLOGI SEPULUH NOPEMBER
SURABAYA
2018