spark ignition fuel metering and manifold phenomenon
TRANSCRIPT
SI engine fuel metering and manifold phenomenon
Presented by:
Usama Naveed 2013-ME-329
Shahzaib Ilyas 2013-ME-333
Waqar Saeed 2013-ME-339
Hamza Saleemi 2013-ME-340
Hamza Iqbal 2013-ME-341
Presented to:
Dr. Shahid Imran
1
Contents Fuel Metering
SI Engine Maintenance Requirement
Carburetor
Working Animation of Carburetor
Changes required in Carburetor
Electronic Fuel Injection System
General circuit for EFI
Multi-port fuel injection system
Throttle Body Injection System
Fuel flow throttle plate
Throttle plate design requirement
Problems
2
3 Fuel metering The mixing of appropriate amount of fuel with the
incoming air which is to be supplied to the enginecylinders is known as fuel metering
SI engine mixture requirements
Most gasolines have (A/F)stich in the range 14.4 - 14.7
Typical value for (A/F) for SI engine = 14.6
In the absence of strict engine NOx emissionrequirements, excess air is the obvious diluent
Result of excess air:
Gasoline Engines have traditionally operatedlean (โ < 1)
4
Equivalence ratio variation vs intake mass flow rate
5
Recycled exhaust (EGR) schedule as a function of intake flow rate
6
Carburetor
A device in an internal-combustion enginefor mixing air with a fine spray of liquid fuel
Work on Bernoulli's Principle
Uses the venturi mechanism for metering offuel with air
7
8
Changes required in carburetor The main metering system
An idle system
An enrichment system
An accelerator pump
A choke
9
Electronic Fuel Injection System
Electronic Fuel Injection uses various enginesensors and control module to regulate fuelquantity for proper metering of fuel with air
EFI consists of
1. Sensor system
2. Fuel delivery system
3. Air induction system
4. Computer control system
10
11
General circuit for EFI12
Fuel delivery system
Electrical Fuel Pump
Pressure Regulator
Fuel Injector
Injector Pulse Width
13
Multi-port fuel injection system
Uses multiple injectors for fuel injection
One injector is located in each manifold runner
ECU controls injectors by pulsing their current
Injectors spray fuel directly into intake port infront of intake valve
14
15
Throttle Body Injection System
Also called central body injection system
Uses single injector mounted in throttle body
Fuel is sprayed into intake air entering themanifold
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Flow pass throttle plate
Purpose of throttle body?
What is throttle plate?
Where is it located?
17
Throttle Plate Design Requirement
Low air flow resistance
Good distribution of air and fuel between cylinders
Runner and branch length
Sufficient heating
18
Problem # 01
Conventional spark-ignition engine operating with gasoline
SI will not run smoothly (due to incomplete combustion) withan equivalence ratio leaner than about โ = 0.8
Desirable to extend the smooth operating limit of the engine toleaner equivalence ratios so that at part-throttle operation(with intake pressure less than 1 atmosphere) the pumpingwork is reduced
Leaner than normal operation can be achieved by addinghydrogen gas (H2) to the mixture in the intake system
The addition of H2 makes the fuel-air mixture easier to burn
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Solution Balanced chemical equation
H2 + C8H18 + 13(O2 +3.773N2) = 8CO2 + 10H20 + 41.5N2
Air fuel ratio๐ด
๐น=๐๐
๐๐= 15.4
Brake Power
๐๐ =2๐๐๐
60000= 29kW
Mechanical Efficiency
๐ =๐๐
๐๐= 50.05๐๐
20
Continuedโฆ
Indicated mean effective pressure
๐๐ =๐๐ ๐ฅ ๐ฟ๐ด๐๐พ
60000= 486.34๐๐๐
๐๐ โ ๐๐ = ๐๐๐๐ = 476.24kpa
๐๐ + ๐๐ = 1 โ ๐๐ ๐๐๐๐ = 285
By solving both equations:๐๐ = 380.99๐๐๐๐๐ = โ95.25๐๐๐
Pumping Pressure๐๐ข๐๐๐๐๐ ๐๐๐๐ ๐ ๐ข๐๐ = ๐๐ โ ๐๐ = 476.24๐๐๐
๐ =๐๐
๐๐ + ๐๐๐๐ + ๐๐๐๐= 39.25
21
Outcomes22
Rich Mixture Lean Mixture
Low air to fuel ratio High air to fuel ratio
High mechanical efficiency Low mechanical efficiency
High equivalence ratio Low equivalence ratio
Problem # 02 The flame propagation environment under typical engine
condition
Engine specification:
N=1500 rpm; intake pressure=38kpa; ฮป =1; ignition= 30degree BTC; Bore = 86 mm; Stroke = 86 mm; con-rod to boreratio = 1.58; Clearance vol.=58.77 cc
Plot the following quantities as a function of the mass burnedfraction
1. The unburned and burned gas temperatures
2. The laminar flame speed
3. The laminar flame expansion velocity
4. The mass fraction burn
5. The volume of burned gas
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Solution
Displaced Volume
๐๐ =๐
4๐ท2๐ = 500cc
Total Volume๐๐ก = ๐๐ + ๐๐ = 558.77cc
Mass of mixture๐ = 32 + 4โ 1 โ 2๐ + 28.16๐
Assumption: Octane Fuel
Mass of mixture (Modified)๐ = 138.2 + 9.12โ = 147.32kg
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Continuedโฆ
Unburned gas temperature๐๐ข๐๐
= (๐
๐๐)๐พ๐ขโ1๐พ๐ข
Burned gas temperature
๐๐ =๐ ๐ข๐ ๐
๐๐ข +๐๐ โ๐๐ ๐ข๐๐ข
๐๐ ๐๐ฅ๐
Mass fraction burned
๐ฅ๐ =๐๐ โ ๐๐๐0 + ๐พ๐ โ 1 ๐ + ๐ + ๐พ๐โ๐พ๐ข ๐๐๐ฃ,๐ข(๐๐ข โ ๐๐)
๐[ ๐พ๐ โ 1 โ๐,๐ข โ โ๐,๐ + (๐พ๐ โ ๐พ๐ข)๐๐ฃ,๐ข๐๐ข
Volume change ๐๐
๐= ๐ฅ๐๐ ๐๐๐ + (1 โ ๐ฅ๐)๐ ๐ข๐๐ข
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26
Results27
28
0
100
200
300
400
500
600
700
800
-30 -20 -10 0 10 20 30 40 50 60
Tem
pera
ture
Crank Angle
Crank Angle vs Temperature of the mass burned and
Unburned
Tu Tb
29
0
0.05
0.1
0.15
0.2
0.25
0.3
0.35
-30 -20 -10 0 10 20 30 40 50 60
Mass
Fra
ctio
n B
urn
ed
Crank Angle
Crank Angle vs Mass Fraction Burned
Mass fraction burned
Continuedโฆ
Flame Velocity
๐๐ฟ = ๐๐ฟ,0(๐๐ข๐๐)๐ผ(
๐
๐๐)๐ฝ
Where๐๐ฟ,0 = ๐ต๐ + ๐ตโ (โ โ โ ๐)
2
๐ผ๐ = 2.4 โ 0.217โ 3.51
๐ฝ๐ = โ0.357 + 0.14โ 2.77
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For Laminar Flame Velocity31
Results32
33
0
5
10
15
20
25
30
35
40
-30 -20 -10 0 10 20 30 40 50 60
Mass
Fra
ctio
n B
urn
ed
Crank Angle
Crank Angle vs Flame Expansion Velocity
Flame Velocity
34
0
100
200
300
400
500
600
700
800
-30 -20 -10 0 10 20 30 40 50 60
Crank Angle
Comparison between Temperature of the mass
burned, unburned and flame Velocity
Tu Tb Flame Velocity
35
0
100
200
300
400
500
600
700
800
0.0547 0.1047 0.1547 0.2047 0.2547
Tem
pera
ture
Mass fraction burned
Mass fraction burned and Temperature of the
mass burned and unburned
Tu Tb
36
0
5
10
15
20
25
30
35
40
0.0547 0.1047 0.1547 0.2047 0.2547
Flam
e e
xp
an
sio
n v
elo
city
Mass fraction burned
Mass fraction burned vs Flame Expansion Velocity
Flame Velocity
37