STUDY AND DEVELOPMENT OF GASOLINE

DIRECT INJECTION (GDI) FOR FOUR STROKE SINGLE

CYLINDER ENGINE

A REPORT SUBMITTED IN PARTIAL FULFILMENT

OF THE REQUIREMENTS FOR THE DEGREE OF

BACHELOR OF TECHNOLOGY
(MECHANICAL ENGINEERING)

BY

VISHAL JAIN

12EJCME759

Project Work Done At

Project Guide From FEV India Ltd

Mr. Vivek Rai
Sr. Manager
Operation and Mechanical Set-up

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 ACKNOWLEDGEMENT

Apart from the efforts of me, the success of any project depends largely on the
encouragement and guidelines of many others. I take this opportunity to express
my gratitude to the people who have been instrumental in the successful
completion of this project.

I would like to express my special thanks of gratitude to Mr. Vivek Rai (Sr.
Manager, FEV-India) who gave me the golden opportunity to do this wonderful
project on the topic "STUDY AND DEVELOPMENT OF GASOLINE DIRECT
INJECTION SYSTEM FOR SINGLE CYLINDER FOUR STROKE ENGINE

I am highly indebted to Mr. Sagar Patil (Engineer, Fev-India) for his guidance
and constant supervision as well as for providing necessary information
regarding the project & also for their support in completing the project.

I am obliged to FEV staff members for the valuable information provided by

them in their respective fields. I am grateful for their cooperation during the
period of my assignment.

I would like to express my gratitude towards my parents and my friends for

their kind co-operation and encouragement which help me in completion of this
project

VISHAL JAIN

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 ABSTRACT

The basic goals of the automotive industry; a high power, low specific fuel
consumption, low emissions, low noise and better drive comfort. With
increasing the vehicle number, the role of the vehicles in air pollution has been
increasing significantly day by day. The environment protection agencies have
drawn down the emission limits annually. Furthermore, continuously increasing
price of the fuel necessitates improving the engine efficiency. Since the engines
with carburetor do not hold the air fuel ratio close to the stoichiometric at
different working conditions, catalytic converter cannot be used in these
engines. The general demand in the market today is for two wheelers with
excellent fuel economy, superb power performance and cleaner & greener
emissions. But the actual situation is somewhat contrary in the sense that the
two wheeler generally bought by the public have characteristics which include
very high levels of pollution caused by scavenging losses, un-economical
operation because of fresh charge losses, less scope for lean operation and no
control on the engine once the valves have closed. Therefore the goal of this
project is to design an injection system to achieve optimum emission values and
noise levels. In addition this project looks at improving fuel consumption and
drivability independent of the operating point, which is implemented by a
mechanical variable injection timing system.

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 TABLE OF CONTENTS

ACKNOWLEGEMENT.......................................................................................................2

ABSTRACT............................................................................................................................3

1. INTRODUCTION..............................................................................................................5

2. WHAT IS GASOLINE DIRECT INJECTION? ............................................................5

2.1 DEFINITION..............................................................................................................................5

2.2 ADVANTAGES OF PORT FUEL INJECTION OVER CARBURETOR................................7

2.3 COMPARISON OF GDI WITH MPFI .....................................................................................7

2.4 COMPONENTS OF GDI SYSTEM..........................................................................................8

2.5 SENSOR USED IN GDI SYSTEM...........................................................................................11

2.6 THE MIXTURE FORMATION AND OPERATION MODES IN THE GDI ENGINE...........13

2.7 THE OPERATING MODES......................................................................................................15

3. PROJECT DESCRIPTION...............................................................................................16

4. ENGINE RELATED DATA..............................................................................................16

5. PREPATION OF MODEL AND DEFINING DATA......................................................17

6. COMPARISON...................................................................................................................23

7. CONCLUSION....................................................................................................................29

8. FURHER FUTURE WORK..............................................................................................30

9. REFRENCES ......................................................................................................................31

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 INTRODUCTION

The basic goals of the automotive industry; a high power, low specific fuel
consumption, low emissions, low noise and better drive comfort. With
increasing the vehicle number, the role of the vehicles in air pollution has been
increasing significantly day by day. The environment protection agencies have
drawn down the emission limits annually. Furthermore, continuously increasing
price of the fuel necessitates improving the engine efficiency. Since the engines
with carburettor do not hold the air fuel ratio close to the stoichiometric at
different working conditions, catalytic converter cannot be used in these
engines. Therefore these engines have high emission values and low efficiency.
There are an estimated 70-80 million two wheelers in the Asian Market. Two
wheelers are characterized with high emissions levels that are primarily caused
by scavenging losses produced when the fresh air/fuel mixture is used to flush
the exhaust gases from the previous stroke out of the engine; over 35% of the
fuel is typically lost in the scavenging process. The application of direct in-
cylinder fuel injection (or direct injection DI) can be used to reduce HC and
CO emissions by over 70%. There is also a reduction in fuel consumption.

2. WHAT IS GASOLINE DIRECT INJECTION(GDI) ?

DEFINITION It is a fuel injection system in which the fuel is injected directly

into the combustion chamber using high-pressure injectors. This improves
combustion chamber cooling and enables higher engine efficiency due to higher
compression resulting in increased fuel efficiency and torque.

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CARBURATOR ----> PORT INJECTION ----> DIRECT INJECTION
(MPFI) (GDI)

TYPICAL GDI ENGINE SYSTEM LAYOUT

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ADVANTAGES OF PORT FUEL INJECTION OVER CARBURETOR

1. Lower exhaust emissions.

2. Increased volumetric efficiency and therefore increased output power and
torque. The carburetor venturi prevents air and, in turn, volumetric efficiency
decrease.
3. Low specific fuel consumption. In the engine with carburetor, fuel cannot be
delivered the same amount and the same air/fuel ratio per cycle, for each
cylinder.
4. The more rapid engine response to changes in throttle position. This
increases the drive comfort.
5. For less rotation components in fuel injection system, the noise decreases.

COMPARISION OF GDI WITH MPFI

In the PFI engine, fuel is injected into the intake port of cylinder, and there
is an associated time lag between the injection event and the induction of the
fuel and air into the cylinder
The GDI engine offers the potential for leaner combustion, less cylinder-to-
cylinder variation in the air-fuel ratio and lower operating BSFC values

1. Improved fuel economy resulting from:-

-less pumping loss (unthrottled, stratified mode)
-less heat losses (unthrottled, stratified mode)
-higher compression ratio
-lower octane requirement
-increased volumetric efficiency
-fuel cut-off during vehicle deceleration (no manifold film).
2. Improved transient response
3. More precise air-fuel ratio control, -more rapid starting;-less cold-start
over-fuelling required.

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 4. Selective emissions advantages.
-reduced cold-start UBHC emissions
-reduced CO, emissions
-Enhanced potential for system optimization

ITEMS MPFI GDI

Combustion Chamber FLAT TOP PISTON CURVED TOP PISTON
INTAKE PORT STANDARD UPRIGHT STRAIGHT
FUEL SYSTEM PORT INJECTION IN DIRECT CYLINDER
FUELPRESSURE (MPa) 60 3.3

COMPONENTS OF GDI SYSTEM

The system has four major components. These four components are
1. Air intake system
2. Fuel delivery system
3. Electronic control system
4. Emission control system

1. Air intake system

The function of the air intake system is to allow air to reach your engine.
Oxygen in the air is one of the necessary ingredients for the engine combustion
process. A good air intake system allows for clean and continuous air into the
engine, thereby achieving more power and better mileage for vehicle. A modern
automobile air intake system has three main parts:
air filter, mass flow sensor and throttle body.

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a. Air Filter
An air filter is an important part of intake system, because it is through the air
filter that the engine "breathes". It is usually a plastic or metal box in which the
air filter sits. The air filter's job is to filter out dirt and other foreign particles in
the air, preventing them from entering the system and possibly damaging the
engine.

b. Mass flow sensor

A mass air flow sensor is used to find out the mass of air entering a fuel-injected
internal combustion engine. From mass flow sensor, then, does it goes to the
throttle body. There are two common types of mass airflow sensors in use on
automotive engines. They are the vane meter and the hot wire. The vane type
has a flap that is pushed by the incoming air. The more air coming in, the more
the flap is pushed backed. The hot wire uses a series of wires strung in the air
stream. The electrical resistance of the wire increases as the wire's temperature
increases, which limits electrical current flowing through the circuit.

c. Throttle Body
The throttle body is the part of the air intake system that controls the amount of
air flowing into an engine's combustion chamber. It consists of a bored housing
that contains a throttle plate that rotates on a shaft. When the accelerator is
depressed, the throttle plate opens and allows air into the engine. Throttle plate
gets closed when the accelerator paddle is released and thus effectively chokes
off air flow in the combustion chamber. This process effectively controls the
rate of combustion and ultimately the speed of the vehicle.

2. Fuel delivery system

The fuel in the fuel tank is pumped up by the fuel pump, filtered by fuel filter
and fed under pressure to injector through the delivery pipe. As the fuel
pressure applied to the injector is always kept a certain amount higher than the
pressure in the chamber by the fuel pressure regulator, the fuel is injected into
the chamber when the injector opens according to the injection signal form
ECU. The fuel relieved by the fuel pressure regulator return through the fuel
return to the fuel tank.

a. Fuel pump
The electrical fuel pump located on the fuel tank consists of armature, magnet,
impeller, brush, check valve etc...The ECU controls its operation. When the
power is supplied to the fuel pump, the motor in the pump runs and so does the
impeller. This causes a pressure difference to occur between both sides of the

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 impeller, as there are many grooves around it. Then the fuel is drawn through
the inlet port, and with its pressure increases, It is discharged through
the outlet port, the fuel pump also has a check valve to keep some pressure in
the fuel feed line even when the fuel pump is stopped.

b. Pressure regulator system

The fuel pressure regulator is a pressure relief valve that consist of a spring,
diaphragm and a valve . It keeps the fuel pressure applied to the injector
2.9Kglcm^2 higher than intake manifold at all times, The pressure applied to the
upper chamber of the fuel pressure regulator intake manifold pressure and that
to the lower chamber is fuel pressure. When the fuel pressure rises more than
2,9Kg/cm2 higher than the intake manifold pressure, the fuel pushes the valve in
the regulator open and excess fuel return to the fuel tank through return line.

c. Injector
Cylinder has one injector for its work, which is installed on the cylinder head
Injector is a electromagnetic type injection nozzle that perform its works
according to the signal from ECU and injects fuel in the combustion chamber of
cylinder. When the solenoid coil of the injector is energized by ECM, it
becomes an Electro magnet and attracts the plunger. At the same time, the ball
valve which is incorporated with the plunger opens and the injector which is
under the fuel pressure injects fuel. As the lift stroke of the ball valve of the
injector is set constant, the amount of fuel injected at one time is determined by
the length of the time during which the solenoid is being energized

3. Electronic Control System

This system consist of the:
Various engine SENSORS,
Electronic Control Unit (ECU),
Fuel injector assemblies, and related wiring

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 The ECU determines precisely how much fuel needs to be
delivered by the injector based on the engine SENSORS output.
Injector is turned On for the precise amount of time to deliver
proper air/fuel ratio to the engine.

Basic Operation of ECU System :-

Air enters the engine and then measured by the AIR FLOW METER,
As the air flows into cylinder, fuel is mixed into the air by injector,
ECU pulses the injector On and OFF. When it is ON just enough spraying
of fuel occurs, to ensure ideal air /fuel ratio 14.7:1
The ECU Control delivers precise amount of fuel to the engine,
The injection quantity depend on variables such as:
-coolant temperature
-engine speed (rpm)
-throttle angle,
-exhaust oxygen content

SENSORS USED IN THE GDI SYSTEM

A. Lambda Sensor
Monitor the oxygen content of the exhaust gas
Compares the oxygen content in exhaust with actual oxygen in
atmosphere
Controls the Emissions

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B. IACV Idle Air Control Valve
Idle Air Control is a more sophisticated version of idle control that
maintains a consistent engine idle RPM under a wide variety of
conditions.

The IACV is a stepper motor, or simpler terms an valve that can allow
varying amounts of air into the engine to keep the idle stable.

C. TMAP Temp & Manifold Absolute pressure

The MAP sensor provides the ECU with an indication of how much
vacuum & temperature is in the intake manifold.

A high vacuum indicates small throttle openings or low loads

A low vacuum indicates large throttle openings or high loads

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The GDI consists of the following four basic features

1. Upright straight intake ports,(A strong down-flow is generated along the

intake cylinder liner during the intake stroke)
2. High pressure fuel injection pump,(A swash type axial plunger pump for high
volumetric efficiency is used for the high pressure fuel injection which provides
high pressure fuel directly injected into the cylinder)
3. High pressure swirl injector,(An electro-magnetic injector was developed to
achieve accurate and precise control of injection quantity and timing)
4. Curved top piston(The top land configuration is modified to provide a cavity,
right under the spark plug tip, which is aimed to strengthen the air motion
generated by the Upright Straight Intake Port and also to lead a concentrated
fuel spray)

HIGH PRESSURE SWIRL INJECTOR DETAIL OF CURVED

TOP PISTON

The Mixture Formation and Operation Modes in The GDI

Engine
To the GDI engines, it is implemented the two basic charge modes, stratified
and homogeneous charge. At the partial load conditions, stratified charge (late
injection) is used, that is, fuel is injected during the compression stroke to
supply the stratified charge. The engine can be operated at an air-fuel ratio
exceeding 100 and fully unthrottled operation is possible, but the engine is

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throttled slightly in this zone and the air-fuel ratio is controlled to range from 30
to 40 in order to introduce a large quantity of Exhaust Gas Recirculation
(EGR) and to supply the vacuum for the brake system. A homogeneous charge
(early injection) is preferred for the higher load conditions, that is, fuel is
injected during the intake stroke so as to provide a homogeneous mixture. In
most of this mode, the engine is operated under stoichiometric or a slightly rich
condition at full load. In the lowest load conditions in this mode, the engine is
operated at homogeneous lean conditions with a air-fuel ratio of
from 20 to 25 for further improvement of fuel economy . During operation with
homogeneous charge the adjustment of engine load is done by throttling while
during operation with stratified charge the engine runs with unthrottled
conditions and engine load is adjusted by fuel/air-equivalence ratio.

In the stratified operation, three combustion systems are used to form an

ignitable mixture near spark plug at the instant ignition. These are the wall-
guided, air-guided and spray-guided combustion systems. The distinction
between the different concepts is the used method with which the fuel spray is
transported near the spark plug .

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The Operating Modes
GDI engine operates at different operating modes depending on load and engine
speed for a stable and efficient engine operation. These engines have three basic
operating modes, stratified with an overall lean mixture, homogeneous with lean
mixtures and homogeneous with stoichiometric mixtures. The engine is
operated with the stratified, homogeneous lean and homogeneous stoichiometric
modes; at low load and speed, at medium load and speed and at high load and
speed, respectively. Fig. shows an example of the GDI operating modes
depending on engine load and speed.

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 PROJECT DESCRIPTION :-
In the development of GDI four stroke single cylinder engine we took a 125cc
engine for the reference of required data, like engine geometry and its
specifications.

For the generation of required result, we made a simulation model in the GT-
POWER software which gave the below results.

Steps taken for conclusion

\ 1. Engine related data

2. Preparation of model and defining data
3. Comparison
4. Conclusion
5. Future further work

1. ENGINE RELATED DATA :-

BORE : 54.5mm
STROKE : 53.5mm
MAXIMUM BRAKE POWER : 7.36Kw@7500rpm
MAXIMUM BRAKE TORQUE : 9.8Nm@6000rpm
COMPRESSION STROKE : 9.2:1
FUEL CONSUMPTION : 55Kmpl
INTAKE PORT : 20mm
EXHAUST PORT : 15mm

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 CYLINDER HEAD WHERE INJECTOR WILL BE INSERTED

2. PREPARATION OF MODEL AND DEFINING DATA :-

In this we prepared a 1-D engine model for the simulation in GT-POWER

software

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 GT-POWER :-
GT-Power is a software developed by Gamma Technologies1 that can
simulate an entire internal combustion engine. The software is used by almost
all major car and truck companies . The software can simulate all the parts of the
engine and also be coupled with external software programs to study specific
parts. The programs main parts are the different pipes and flow splits that are
used to build up the geometry. For the more specialized parts (e.g. cylinders,
turbochargers, after-treatment devices etcetera) the program uses models and
tables to calculate the values needed (e.g. pressure, heat release, mass flow,
efficiency, etcetera). For the transient calculations the time to torque value is
being investigated and especially how the different parameter changes affect it.
The time to torque is defined as the time it takes for the simulations to go from
45 Nm to 300 Nm brake torque.

SINGLE CYLINDER 4-STROKE GDI ENGINE MODEL AT GT- POWER

SOFTWARE

DESCRIPTION OF THE COMPONENT IN THE MODEL

1. End Environment Inlet : This object describes end environment t boundary condition
of pressure, temperature and composition.

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2. Inlet Runner : This model is used to model pipes that have a round cross section and
optional bend. Data entered to describe the bend will be used to
automatically calculate the pressure and coefficient that account for
the associated heat loses.

3. Inlet Port : This model is used to model pipes that have a round cross section and
optional bend. Data entered to describe the bend will be used to
automatically calculate the pressure and coefficient that account for the
associated heat loses.

4. Inlet Valve : This object define the characteristics of a cam drive valve including the
geometry, lift profile and flow characteristics. note that valve angle
and lift attributes, so that valve position is specific relative to TDC
firing.

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5. Fuel Injector : This object describes the operation of a sequential pulse fuel
injector. The user imposes the fuel-air ratio and resultant injector
pulse width is calculated for each inject event.

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6. Cylinder : This object is used to specify the attribute of engine cylinder

7. Engine : This object specify the attribute of the engine crank train part which is
used to model the kinematics and rigid dynamics of common
reciprocating IC engine crankpin configuration.

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8. Exhaust Valve : This object define the characteristics of a cam drive valve
including the geometry, lift profile and flow characteristics. Note
that valve angle and lift attributes, so that valve position is
specific relative to TDC firing.

9. Exhaust Port : This model is used to model pipes that have a round cross section
and optional bend. Data entered to describe the bend will be used to
automatically calculate the pressure and coefficient that account for
the associated heat.

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10. Exhaust Runner : This model is used to model pipes that have a round cross
section and optional bend. Data entered to describe the bend will
be used to automatically calculate the pressure and coefficient
that account for the associated heat loses.

11. End Environment Exhaust : This object describes end environment t boundary
condition of pressure, temperature and composition.

3. COMPARISION :

In this step we first work on air intake pressure, in this we found that the GDI
engine will have to provide with the turbocharged air. so for this we took the
result at different intake air pressures and compare it.

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A.1 Engine Performance at 1 Bar (air pressure)

A.2 ENGINE TORQUE-POWER AT 1 Bar

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B.1 ENGINE PERFORMANCE AT 1.1 Bar

B.2 ENGINE TORQUE-POWER AT 1.1 Bar

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C.1 ENGINE PERFORMANCE AT 1.2 Bar

C.2 ENGINE TORQUE-POWER AT 1.2 Bar

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D.1 ENGINE PERFORMANCE AT 1.3 Bar

D.2 ENGINE TORQUE-POWER AT 1.3 Bar

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E.1 ENGINE PERFORMANCE AT 1.4 Bar

E.2 ENGINE TORQUE-POWER AT 1.4 Bar

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4. CONCLUSION :
From the above comparison, we made short of comparison given below :

By use of direct injection in two wheelers, we seen there will be potential for low
fuel consumption and maximum brake power by using turbo chargers or
supercharger to increase intake pressures.

Input Data -

Air Fuel Ratio 15:1

Fuel injection flow rate 2g/s
Fuel injection crank angle(degree) 340
Fuel injection pressure 25 Bar
Air inlet temperature 350K

PRESSURE BRAKE BRAKE BSFC AVG. MASS FLOW

POWER TORQUE (g/KW-h) RATE
@6500rpm @4500rpm (g/s)
(KW) (N-m)

1 Bar 3.79 6.56 326 0.35

1.1 Bar 4.40 7.67 325 0.39

1.2 Bar 4.97 8.77 317 0.43

1.3 Bar 5.51 9.87 316 0.47

1.4 Bar 6.06 10.97 305 0.51

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5. FURTHER FUTURE WORK -

Spark Timing- For proper combustion and fuel burning ignition timing of
spark plug need to be advanced or retard.
Fuel Injection Timing- injection timing of fuel need to be adjust according to
different loading condition
Engine Component Geometry
1. Installation of fuel injector in cylinder head.
2. Piston bowl geometry optimization.

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REFRENCES :

- Gfvert, M. et al. Control of GDI Engines Using Torque Feedback

Exemplified By Simulations, 2002
- Eichlseder, H., W. Hbner, S. Rubbert, and M. Sallmann,
Beurteilungaskriterien fr otto- motorische DI-Verbrennungskonzepte,
Spicher, U.u.A.: Direkteinspritzung im Ottomotor, Expert Verlag,
Renningen, 1998
- Dr. Bryan Willson, Direct Injection as a Retrofit Strategy for Reducing
Emissions from 2-Stroke Cycle Engines in Asia, 2002
- Heywood and Vilchis, Combustion Science and Technology, v38, 1984
- Richard van Basshuysen, Fred Schafer, Modern Engine Technology
from A to Z, SAE International, 2006
- Richard van Basshuysen, Fred Schafer, Internal Combustion Engine,
SAE International, 2002
- Translated by A. Troitsky, Motor Vehicle Engines, Mir Publishers,
Moscow, 1971

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