GASOLINE DIRECT INJECTION

THEORY
 The major advantages of a GDI engine are increased fuel
efficiency and high power output. In addition, the cooling effect of
the injected fuel, and the more evenly dispersed mixtures allow
for more aggressive ignition timing curves. Emissions levels can
also be more accurately controlled with the GDI system. The
cited gains are achieved by the precise control over the amount
of fuel and injection timings which are varied according to the
load conditions. In addition, there are no throttling losses in some
GDI engines, when compared to a conventional fuel injected or
carbureted engine, which greatly improves efficiency, and
reduces 'pumping losses' in engines without a throttle plate.
Engine speed is controlled by the engine control unit/engine
management system (EMS), which regulates fuel injection
function and ignition timing, instead of having a throttle plate
which restricts the incoming air supply.
 Adding this function to the EMS requires considerable
enhancement of its processing and memory, as direct
injection plus the engine speed management must have
very precise algorithms for good
performance/driveability.
 The engine management system continually chooses
among three combustion modes: ultra lean burn,
stoichiometric, and full power output. Each mode is
characterized by the air-fuel ratio. The stoichiometric air-
fuel ratio for petrol (gasoline) is 14.7:1 by weight, but ultra
lean mode can involve ratios as high as 65:1 (or even
higher in some engines, for very limited periods). These
mixtures are much leaner than in a conventional engine
and reduce fuel consumption considerably.
Ultra lean burn mode is used for light-load running conditions, at constant
or reducing road speeds, where no acceleration is required. The fuel is not
injected at the intake stroke but rather at the latter stages of the compression
stroke, so that the small amount of air-fuel mixture is optimally placed near
the spark plug. This stratified charge is surrounded mostly by air which
keeps the fuel and the flame away from the cylinder walls for lowest
emissions and heat losses. The combustion takes place in a toroidal (donut-
shaped) cavity on the piston's surface.[citation needed] This technique
enables the use of ultra-lean mixtures impossible with carburetors or
conventional fuel injection.

Stoichiometric mode is used for moderate load conditions. Fuel is injected

during the intake stroke, creating a homogenous fuel-air mixture in the
cylinder. From the stoichiometric ratio, an optimum burn results in a clean
exhaust emission, further cleaned by the catalytic converter.

Full power mode is used for rapid acceleration and heavy loads (as when
climbing a hill). The air-fuel mixture is homogenous and the ratio is slightly
richer than stoichiometric, which helps prevent knock (pinging). The fuel is
injected during the intake stroke.
 IN TWO STROKE ENGINES
 Two types of GDi are used in two-strokes: low-pressure
air-assisted, and high pressure. The former, developed by
Orbital Engine Corporation of Australia (now Orbital
Corporation) injects a mixture of fuel and compressed air
into the combustion chamber. When the air expands it
atomizes the fuel into 8-micrometre droplets, very small
relative to the 20 to 30-micrometre fuel droplets in other
direct injection systems. The Orbital system is used in
motor scooters manufactured by Aprilia, Piaggio, Peugeot
and Kymco, in outboard motors manufactured by Mercury
and Tohatsu, and in personal watercraft manufactured by
Bombardier Recreational Products (BRP).
In the early 1990s, Ficht GmbH of Kirchseeon, Germany
developed a high-pressure direct injector for use with two stroke
engines. This injector was unique in that it did not require a high
pressure pump but was still capable of generating enough
pressure to inject into a closed combustion chamber.
Outboard Marine Corporation (OMC) licensed the technology in
1995 and introduced it on a production outboard engine in 1996.
OMC purchased a controlling interest in Ficht in 1998.Beset by
extensive warranty claims for its Ficht outboards and prior and
concurrent management-financial problems, OMC declared
bankruptcy in December 2000 and the engine manufacturing
portion and brands (Evinrude Outboard Motors and
Johnson Outboards), including the Ficht technology, were
purchased by BRP in 2001.
 FUTURE
Twin-fuel engine

Code named Bobcat the new twin-fuel engine from Ford. It

is based on a 5.0L V8 engine block, but it uses E85
cylinder injection and gasoline port injection. The engine
was co-developed with Ethanol Boosting Systems, LLC of
Cambridge, Massachusetts, which calls its trademarked
process DI Octane Boost. The direct injection of ethanol
increases the octane of regular gasoline from 88-91
octane to more than 150 octane. The Bobcat project was
unveiled in Department of Energy and Society of
Automotive Engineers in April 2009.
 CRDI
• The common rail system was developed in the late 1960s by Robert Huber
of Switzerland. After that, the technology was further developed by Dr.
Marco Ganser at the Swiss Federal Institute of Technology in Zurich, later
of Ganser-Hydromag AG (estb. 1995) in Ober�geri. In the mid-nineties,
Dr. Shohei Itoh and Masahiko Miyaki, of the Denso Corporation, a
Japanese automotive parts manufacturer, developed the Common Rail Fuel
System for Heavy Duty Vehicles and finally turned into its first practical
use on their ECD-U2 Common Rail system, which was mounted on the
Hino Rising Ranger truck and sold for general use in 1995
 PRINCIPLE
Solenoid or piezoelectric valves make possible fine electronic control
over the fuel injection time and quantity, and the higher pressure that
the common rail technology makes available provides better fuel
atomisation. In order to lower engine noise the engine's
electronic control unit can inject a small amount of diesel just before the
main injection event ("pilot" injection), thus reducing its explosiveness
and vibration, as well as optimising injection timing and quantity for
variations in fuel quality, cold starting, and so on. Some advanced
common rail fuel systems perform as many as five injections per stroke.
Common rail engines require no heating up time and produce lower
engine noise and emissions than older systems.
Diesel engines have historically used various forms of fuel injection.
Two common types include the unit injection system and the
distributor/inline pump systems. While these older systems provided
accurate fuel quantity and injection timing control they were limited by
several factors:
PRINCIPLE & WORKING
Modern common rail systems, whilst working on the same
principle, are governed by an engine control unit (ECU) which
opens each injector electronically rather than mechanically.
This was extensively prototyped in the 1990s, with
collaboration between Magneti Marelli, Centro Ricerche Fiat
and Elasis. After research and development by the Fiat
Group, the design was acquired by the German company
Robert Bosch GmbH for completion of development and
making suitable for mass-production. In 1997 they extended
its use for passenger cars. The first passenger car that used
the common rail system was the 1997 model Alfa Romeo 156
1.9 JTD and later on that same year Mercedes-Benz E 320
CDI.
• They were cam driven and injection pressure was proportional to
engine speed. This typically meant that the highest injection
pressure could only be achieved at the highest engine speed and the
maximum achievable injection pressure decreased as engine speed
decreased. This relationship is true with all pumps, even those used
on common rail systems; with the unit or distributor systems,
however, the injection pressure is tied to the instantaneous pressure
of a single pumping event with no accumulator and thus the
relationship is more prominent and troublesome.
• They were limited on the number of and timing of injection events
that could be commanded during a single combustion event. While
multiple injection events are possible with these older systems, it is
much more difficult and costly to achieve.
• For the typical distributor/inline system the start of injection
occurred at a pre-determined pressure (often referred to as: pop
pressure) and ended at a pre-determined pressure. This characteristic
results from "dummy" injectors in the cylinder head which opened
and closed at pressures determined by the spring preload applied to
the plunger in the injector. Once the pressure in the injector reached
a pre-determined level, the plunger would lift and injection would
start.
In common rail systems a high pressure pump stores a reservoir of fuel at
high pressure — up to and above 2,000 bars (29,000 psi). The term
"common rail" refers to the fact that all of the fuel injectors are supplied by
a common fuel rail which is nothing more than a pressure accumulator
where the fuel is stored at high pressure. This accumulator supplies
multiple fuel injectors with high pressure fuel. This simplifies the purpose
of the high pressure pump in that it only has to maintain a commanded
pressure at a target (either mechanically or electronically controlled). The
fuel injectors are typically ECU-controlled. When the fuel injectors are
electrically activated a hydraulic valve (consisting of a nozzle and plunger)
is mechanically or hydraulically opened and fuel is sprayed into the
cylinders at the desired pressure. Since the fuel pressure energy is stored
remotely and the injectors are electrically actuated the injection pressure
at the start and end of injection is very near the pressure in the
accumulator (rail), thus producing a square injection rate. If the
accumulator, pump, and plumbing are sized properly, the injection
pressure and rate will be the same for each of the multiple injection
events.
 Common rail engines have been used in marine and locomotive
applications for some time. The Cooper-Bessemer GN-8 (circa 1942) is
an example of a hydraulically operated common rail diesel engine, also
known as a modified common rail.
Vickers used common rail systems in submarine engines circa 1916.
Doxford Engines Ltd.[5] (opposed piston heavy marine engines) used a
common rail system (from 1921 to 1980) whereby a multi-cylinder
reciprocating fuel pump generated a pressure of approximately 600bar
with the fuel being stored in accumulator bottles. Pressure control was
achieved by means of an adjustable pump discharge stroke and a "spill
valve". Camshaft operated mechanical timing valves were used to
supply the spring loaded Brice/CAV/Lucas injectors which injected
through the side of the cylinder into the chamber formed between the
pistons. Early engines had a pair of timing cams, one for ahead running
and one for astern. Later engines had two injectors per cylinder and the
final series of constant pressure turbocharged engines were fitted with
four injectors per cylinder. This system was used for the injection of
both diesel oil and heavy fuel oil (600cSt heated to a temperature of
approximately 130°C).
Close up on the "common rail" fuel injection system on Volvo's D7E 7.2L
diesel engine
 ADVANTAGES
1. Low Fuel Consumption
2. Lower pollutants in Exhaust gas.
3. Quiet Running of the Engine.
4. Improved Engine Performance.
5. Battery economy
6. Smooth drive
7. More power
 DISADVANTAGES
This engine also have few 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 TODAY
Today the common rail system has brought about a
revolution in diesel engine technology. 
Robert Bosch GmbH, Delphi Automotive Systems,Denso
Corporation, and Siemens VDO (now owned by
Continental AG) are the main suppliers of modern
common rail systems. The car makers refer to their
common rail engines by their own brand names:
• BMW's D-engines (also used in the Land Rover Freelander TD4)
• Cummins and Scania's XPI (Developed under joint venture)
• Cummins CCR (Cummins pump with Bosch Injectors)
• Daimler's CDI (and on Chrysler's Jeep vehicles simply as CRD)
• Fiat Group's (Fiat, Alfa Romeo and Lancia) JTD (also branded as MultiJet, JTDm, Ecotec
CDTi, TiD, TTiD , DDiS, Quadra-Jet)
• Ford Motor Company's TDCi Duratorq and Powerstroke
• General Motors Opel/Vauxhall CDTi (manufactured by Fiat and GM Daewoo) and DTi (Isuzu)
• General Motors Daewoo/Chevrolet VCDi (licensed from VM Motori; also branded as Ecotec CDTi)
• Honda's i-CTDi
• Hyundai-Kia's CRDi
• Land Rover's "Storm" TD5 derived from the Rover L-Series engine
• Mahindra's CRDe
• Mazda's MZR-CD (1.4 MZ-CD, 1.6 MZ-CD manufactured by joint venture Ford/PSA Peugeot
Citroën)
• Mitsubishi's DI-D (recently developed 4N1 engine family uses next generation 200 MPa (2000 bar)
injection system))
• Nissan's dCi
• PSA Peugeot Citroën's HDI or HDi (1.4HDI, 1.6 HDI, 2.0 HDI, 2.2 HDI and V6 HDI developed
under joint venture with Ford)
• Renault's 'dCi
• SsangYong's XDi (most of these engines are manufactured by Daimler AG)
• Subaru's Legacy TD (as of Jan 2008)
• Tata's DICOR
• Toyota's D-4D
• Volkswagen Group: The 4.2 V8 TDI and the latest 2.7 and 3.0 TDI (V6) engines featured on
current Audi models use common rail, as opposed to the earlier unit injector engines. The 2.0 TDI
in the Volkswagen Tiguan SUV uses common rail, as does the 2008 model Audi A4. Volkswagen
Group has announced that the 2.0 TDI (common rail) engine will be available for Volkswagen
Passat as well as the 2009Volkswagen Jetta
• Volvo 2.4D and D5 engines (1.6D, 2.0D manufactured by Ford and PSA Peugeot Citroen)
MPFI ENGINE
 MPFI

M.P.F.I. means Multi Point Fuel

Injection system. In this system each
cylinder has number of injectors to
supply/spray fuel in the cylinders as
compared to one injector located
ADVANTAGES OF MPFI:

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.

ECM ( Engine Control Module) and its function

The function of ECM is to receive signal from various sensors, manipulate

the signals and send control signals to the actuators.

Sensors; Sensing different parameters (Temperature, Pressure, Engine

Speed etc.) of the engine and send signal to ECM.

Actuators; Receives control signal from ECM and does function

accordingly (ISCA, PCSV, Injectors, Power Transistor etc.)

Case I: If ECM fails to send control signal to all actuators then the engine
won't get started.

Case II: If ECM fails to service from all sensors then also the engine won't
get started. 
 VEHICLES with MPFi
➲ chrysler K engine
➲ saturn I4
➲ chevrolet cavelior
➲ opel vectra
➲ GM 60 degree V6
➲ suzuki G
➲ dodgespirit
➲ audi 80
➲ buick V6
➲ nissan VQ
➲ tata indica
MPFi V/S CRDi

V/S
 MPFI : mean multi point fuel injection system ie.
in petrol engine for gaining more uniform Air
Fuel blending fuel is injected at various point in
the path of air. this tech is used in light weight
car running on petrol. there is also milage
improvement due to this.

but in case of DTSI(digital twin spark ignition) :

the
engine cylinder consist of two no of spark plug
for proper combustion of charge.
DTSI : It is the DIGITAL TWIN SPARK IGNITION system.

The principle of operation is that, there is an additional

SPARK PLUG introduced at the other end of the
combustion chamber along with the usual spark plug with
the the traditional placement at the top centre.

The idea was introduced considering the SLOWER Flame

Propogation with only one Spark Plug as in traditional
engine design.

Also due to the rectangular shape of the Combustion

Chamber the Flame could not reach all the sides and
corners regions of the Combustion Chamber, thus leaving
some amount of the A/F mixture UNBURNT.
Both the above points were a drawback resulting in :

Slower and Incomplete burnig of the A/F mixture thus Producing LESSER
POWER, LOWER FUEL EFFICIENCY and HIGHER HC EMISSIONS.

By introducing the DTSI, due to Two Spark Plugs at two opposite ends of the
Combustion chamber, there is:

Faster and More Precise Flame Propogation and,

Better reach of the Flame covering more chamber space resulting in Greater
amount of mixture burned in a more even manner.

There is also Swirl Induction incorporated at times for bettermixing inside the
combustion Chamber and give better Burning of the fuel.

Both these Improvisations lead to Higher Fuel Efficiency and Higher Power
and Torque Developed.
This considerably Improves the Engine Performance, than
the traditional FI systems.
The Engine Power and Torque is believed to improve by nearly 8% by
using DTSI

Also the DTSI is combined with the COMPUTERISED DIRECT

IGNITION or CDI which is an eight bit microprocessor chip with
preprogrammed maps of Ignition Timings for various engine rpms and
engine loads.
The CDI works along with the THROTTLE RESPONSIVE IGNITION
CONTROL SYSTEM. This TRICS controls the Ignition based upon the
Amount of Throttle Opening.
Thus when the rider Accelerates suddenly or goes on a smooth uniform
drive mode, the Ignition requirement varies acccordingly
Hence the Throttle openig also changes, this is sensed by the TRICS
which accordingly opens and closes the Reed Switch operated
magnetically. This TRICS is connected to the CDI which inturn controls
the IGNITION SPARK ADVANCE AND TIMING thus giving a much
efficient SPARK ADVANCE for every engine rpm and load conditions.

This eventually increases the Engine Performance and Fuel

Efficiency of the vehicle and reduces the HC Emissions.
MPFI : It is the MULTIPORT FUEL IGNITION system.

In this there is at least ONE INDIVIDUAL FUEL INJECTION

NOZZLE/PORT for EVERY INDIVIDUAL CYLINDER of the
Engine as opposed to the ONE CENTRAL FUEL PORT in the
traditional Engine design.

The basic idea is to provide better ratio of A/F mixture in every

cylinder nearing the Stoichiometric Value of 14.7 : 1 as far as
possible for all various speeds (rpm) and acceleration demands.
This was not so much achievable with the single central fuel
port system.

This system allows to have a desired A/F ratio for demand

condition, thus almost eliminating the A/F distribution issues.

The MPFI includes intake runner length adjustments, MAF

( Mass Air Flow) sensors, coupled to the ECM
( Electronic Control Module ).
The Longer intake runners are for Low Torque Demand in
normal road driving, amd Shrter Intake runner for Sudden High
Rpms and Acceleration requirements.

The MAF sensors are situated between the Air Filter and the
Throttle body in the Intake Manifold. This sensor accurately
measures the Air Flow Rates into the engine ( which is an
indication of the engine rpm) and sends the feedback to the
ECM which inturn does the PROPER FUEL METERING .

Thus a correct A/F ratio can be achieved in each cylinder. This

inturn assures
a better fuel Efficiency,
greater power output for same mixture ratio,
a much better control over the A/F ratio as per te
instanteneous speed demand.
Overall better performance.
A PROJECT BY

ABHILASH N C
ABIN M P
ADARSH B
ADARSH B
ADIL MOHAMMED
AJESH A