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Gasoline Direct Injection: an Efficient Technology

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Gasoline Direct Injection: an Efficient Technology Available online at www.sciencedirect.com ScienceDirect Energy Procedia 90 ( 2016 ) 666 – 672 5th International Conference on Advances in Energy Research, ICAER 2015, 15-17 December 2015, Mumbai, India Gasoline Direct Injection: An Efficient Technology S.P. Chincholkara,*, Dr. J. G. Suryawanshib aDept of Mech Engg, KITS, Ramtek, 441106, India bDept. of Mech Engg, VNIT, Nagpur, 440010 India Abstract Most of the researchers wanted to work with diesel engine because of complexity in the gasoline engine. Author tried to review gasoline direct injection (GDI) a new technology in the gasoline engine with the objective to motivate the researchers to work with this field. This paper reviews the benefits of direct injection in the gasoline engine in terms of fuel consumption and emission. The effect of stratified and homogeneous mode on the performance parameter along with combustion system (wall guided/ spray guided and air guided), its extend feasibility and complexity in the individual and combine mode of operation is reviewed in detail. The review comes up with the need of optimization in mixture formation to reduce in-cylinder wall wetting, increase combustion stability, and extend up to which charge cooling occurs and feasibility of stratified mode operation in GDI engine. Optical diagnostic and CFD are the tools which can help in optimizing this complex system © 2016 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license © 2016 The Authors.Published by Elsevier Ltd. (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility ofthe organizing committee of ICAER 2015. Peer-review under responsibility of the organizing committee of ICAER 2015 Keywords: GDI; PFI; CFD; UBHC;SI; BSFC 1. Introduction Continuous hike in petroleum products and tighten global emission standards made the engine development towards notable engine technology whose objective to 1) minimize fuel consumption at the inlet, pollutant and noise emissions at exit of engine 2) maximize the fuel energy conversion efficiency and 3) higher specific power output.. The fuel conversion efficiency is the function of mixture formation process i) internal ii) external iii) internal plus external. Gasoline direct injection engine is the new thought of in cylinder mixture formation technology in which gasoline like fuel is directly added into the cylinder and ignited with spark which enables to combine best features of * Corresponding author. Tel.: 919860469201 .E-mail address: [email protected] 1876-6102 © 2016 The Authors. Published by Elsevier Ltd. This is an open access article under the CC BY-NC-ND license (http://creativecommons.org/licenses/by-nc-nd/4.0/). Peer-review under responsibility of the organizing committee of ICAER 2015 doi: 10.1016/j.egypro.2016.11.235 S.P. Chincholkar and J.G. Suryawanshi / Energy Procedia 90 ( 2016 ) 666 – 672 667 diesel and gasoline engine. BSFC approaching that of the diesel engine, specific power output of the SI engine [1]. 20th century was fully dedicated to external mixture formation by using carburetors and low pressure manifold injection system which dominated SI engine development in the full century. External mixture formation allows larger time for the mixture preparation hence it is independent of phase transformation within cylinder, leads towards good fluid dynamic condition, simple and better control [1, 3, 14] in spite of these advantages Throttling and liquid fuel film formation in the inlet port and charge loss during valve overlap are still disadvantages of the PFI engine, even PFI engine is at its development peak. GDI engine does not have these limitations and during part load condition operates in unthrottled manner which significantly improves specific fuel consumption and emissions and permits for the leaner combustion. Charge cooling occurs in early injection (homogeneous condition) benefits in terms of higher compression ratio, lower octane requirement and improvement in specific fuel consumption up to 30%. [4]. 1.1. Direct injection methods: There are two ways of direct injection 1) direct injection of liquid fuel and 2) direct injection of premixture injection. Direct injection of liquid fuel: it is a high pressure fuel injection system in which liquid fuel is directly injected into the engine cylinder. The fuel injection pressure should be sufficiently higher than cylinder pressure in the range of 4Mpa- 15Mpa which is sufficient to produce well atomize spray. Direct injection of air fuel premixture: It is a low pressure injection system in which mixture is formed outside the cylinder by injecting fuel (Pressure range 0 .6 Mpa) in the part of air (Pressure 0.55 MPa). The premixture is transformed into combustion chamber by mechanical valve with mechanical control or by solenoid with electronic control. Short duration needed for the complete mixture formation diluting premixture in the engine cylinder results complete combustion and less emissions. [5, 6, 7]. Nomenclature GDI Gasoline direct injection PFI Port Fuel Injection UBHC unburned hydrocarbon SI spark ignition BSFC Brake specific fuel consumption CFD computational fluid dynamics 2. Novel approaches towards GDI from PFI Mixture formation strategies make difference between PFI and GDI engine. In PFI engine fuel injected on the back of inlet valve when the valve is in closed position. Liquid film formation on the back of the inlet valve and fuel wall wetting in the intake port are the major problems in the PFI engine which Results in the disadvantages like metering error, fuel delivery delay. The time lag between fuel injection and induction into the cylinder may cause misfire and significant increase in UBHC. Most of the problems associated with PFI are overcome in GDI by injecting fuel directly into the cylinder; it avoids the wall wetting in the port, reduction in the fuel transport time, more accurate control over fuel quantity entering into the cylinder and offer potential for leaner combustion and low emissions. The better atomization of fuel entering into the cylinder due to high fuel injection pressure increases vaporization rate and hence overcome cold start problems this can be explained by comparing the quantity of the fuel to start GDI and PFI engine [8, 20]. Other advantages of the GDI are the fuel cut-off in deceleration and the cooling of the inducted charge. The evaporation of the fuel droplets cools the air and this allows higher compression ratios and lowers the octane requirement of fuels, and, in addition, if the injection occurs during the induction event also the volumetric efficiency can be enhanced. Another limitation of PFI is the use of throttling for load control 668 S.P. Chincholkar and J.G. Suryawanshi / Energy Procedia 90 ( 2016 ) 666 – 672 AuthorAutAuAuthorhhoo namenan m / Energy Procedia00 (2016) 000–000 3 whereaswhwheerreaeas inin theththe GDGGDIDI engineengiginene lolloadadad iiss coccontrolledontntrorollllede by varying the amount of fuel injected [4]. Piston wall and cylinder ssurfacesurfrfacacees wwettingetttiingn aarerere the pproblemsrrooblbleemms wiwwithithh GGDIDDII eengineng which can results in UBHC or particulate emissions and cylinder bboborerere wwearear whichwhw icich cancaan easilyeasilyy exceedexxceeeed thatththaatt ooff opoptimized PFI engines. PFI system is the low pressure fuel injection ssystemysteme (0((0.25-0.450.225-0.0 4455 MMPa)Pa) cocomparedommpareded toto GDGDIDI (4(4-13 MPa) and having feasibility of using three way catalyst. The ccocontrolontntrrol ofo stratifiedstrattififiieed chchargearrge ooverallveverarallll ooperatingpeperaratiinng range is very difficult in the GDI engine. Fig1 shows the basic diddifferenceifffference betwebetweenen fuelfuel injectioninjjection prpprocessrocess ini PPFIFI and GDI [3]. Figure 1 . fuel injection in PFI and GDI Major advantages and disadvantages of GDI are summarized below. Advantages • Improvement in the fuel economy due to Less pumping loss (unthrottled, stratified mode) Higher compression ratio (effect of charge cooling during induction) Lower octane requirement (charge cooling with injection during induction) Increased volumetric efficiency (charge cooling with injection during induction); • No manifold film. • More precise air–fuel ratio control. • Reduction in the cold start problem Disadvantages • difficulty in controlling the stratified charge combustion over the required operating range • complexity of the control and injection technologies required for seamless load changes • relatively high rate of formation of injector deposits and or ignition fouling • relatively high light-load UBHC emissions • relatively high NOx emissions • increased particulate emissions • three-way catalyst cannot be utilized to full advantage • increased fuel system component wear due to the combination of high-pressure and low fuel lubricity • increased rates of cylinder bore wear • increased electrical power and voltage requirements of the injectors and drivers • Elevated fuel system pressure and fuel pump parasitic loss. S.P. Chincholkar and J.G. Suryawanshi / Energy Procedia 90 ( 2016 ) 666 – 672 669 3. GDI fuel injection and mixture formation requirement The success of the GDI system is depends upon the success of the fuel injection system. As the fuel is directly injected into the cylinder the time available for the incylinder mixture formation is very less. Fuel has to be injected at high pressure for the better mixing in the cylinder. The required fuel injection pressure for GDI, PFI
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