Electronic Fuel Injection Research Articles

Rotor-Through-Coils Toroidal-Flux Reluctance E-Motor for Aviation

Electrification of aviation propulsion is in progress. New electric motor architectures — beyond axial and radial fluxes — may be required to unlock its full potential in meeting the demanding functional requirements (in terms of power, weight and efficiency) and certification requirements (from airworthiness authorities) set for airborne operating engine. This article presents a new class of toroidal-flux reluctance electric motors, where the rotor travells inside the coils — the Rotor-Through-Coils (RTC) Reluctance E-Motor. Extensive finite element magnetic model analysis was conducted (including motor operational characteristics assessment), following from an existing validated approach. The power delivered by five series-mounted motors rivales fuel-injected engines powering existing acrobat airplanes, including similar dimensions. A further important advantage will follow in a sequel publication showing the substantial advantage of this motor architecture to be entirely and effeciently air-cooled (like high pressure turbines already do in turbofans), removing the added complexity, weight, cost and certification issues implied in using onboard liquid coolants.

Development of Smart Simulator for Electronic Fuel Injection (EFI) fuel system based on Quick Response Code (QR Code) for Learning Media

This research aims to develop learning media in the form of an intelligent fuel system simulator, namely electronic fuel injection (EFI) on motorbikes, which focuses on developing the addition of Quick Response (QR) codes as additional information from the simulator, which is connected to video on the YouTube platform. With the help of the QR code, it is scanned using a smartphone so that the QR code can be connected directly to YouTube, providing additional information about the Smart simulator EFI system on motorbikes. This research was carried out by applying the Research and Development method and following the Plomp model, which consists of the following stages: (1) preliminary investigation, (2) designing and making a prototype, and (3) assessment. The existing simulator was developed by adding a QR code, and the QR code will be connected to videos that have been uploaded on the YouTube platform. QR codes are created using the online QR code generator platform. Assessment of the smart simulator is carried out through a questionnaire filled out by media experts and subject experts, as well as through observation sheets during smart simulator testing. The research results are a smart simulator product for EFI fuel on motorbikes equipped with a QR code. Evaluation by media and material experts shows that the smart simulator is declared valid. Meanwhile, the results of observations during product testing show that the smart simulator can describe the characteristics of the EFI fuel system on a motorbike according to the actual situation.

Effects of continuous variable valve timing and duration on fuel/air mixture formation

With increasing global regulations on particulate emissions, the particulate matter and number released under cold start and high-load conditions have become crucial. Under such conditions, the particulate emissions from port fuel injection engines can be significant and comparable to those from gasoline direct injection engines. In this case, fuel evaporation and mixture formation contribute to the reduction in particulate emissions. One method to improve these characteristics is to enhance the in-cylinder flow and turbulence kinetic energy. Therefore, in this study, we investigated the effect of in-cylinder flow enhancement on the particulate emissions reduction in port fuel injection engines. Simulations were conducted with various intake valve timings and durations under cold-start conditions. We then performed engine experiments to confirm the reduction in particulate number. The results showed that the relationship between the intake valve open timing and piston speed was crucial. Opening the intake valve to its maximum value slightly after the point of peak piston velocity resulted in a higher flow intensity and turbulence kinetic energy during the compression stroke. In addition, the experimental results indicated that improving the in-cylinder flow using continuous variable valve timing reduced the particulate number by 27.51 %.

Investigation Lubricity Performance of Lubricating Oil Used in Marine Diesel Engine—Fuel Injection Pump

Diesel engines commonly suffer from oil contamination by fuel and other chemicals during operation and maintenance. This contamination alters the oil’s lubricating properties, leading to increased wear, corrosion, and other potential problems. Therefore, it is crucial to understand how oil degrades and becomes contaminated due to different replacement strategies is crucial for both engine operators and manufacturers. This study focuses on the impact of fuel dilution on specific properties of engine oil under real-world operating conditions in a marine diesel engine. Oil samples were collected regularly from the crankcase of the engine fuel injection pump and tribological tests were performed. These tests aimed to assess how marine gas oil affects the oil lubricity performance and how it maintains its useful life. The results confirm that diesel dilution primarily affects the oil lubricating abilities as well as overall performance.

Computational Fluid Dynamics (CFD) Validation and Investigation the Effect of Piston Bowl Geometries Performance on Port Fuel Injection-Homogeneous Charge Compression Ignition (PFI-HCCI) Engines

Computational Fluid Dynamics (CFD) Validation and Investigation the Effect of Piston Bowl Geometries Performance on Port Fuel Injection-Homogeneous Charge Compression Ignition (PFI-HCCI) Engines

On fuel and deposits. Part 1

Introduction (problem statement and relevance). Generally, deposits or sediments are an inevitable consequence of processes of mixture formation and combustion in the engine cylinder, complex physical and chemical processes with the hydrocarbon “participants” of this process – fuel and oil. There is no consensus in the scientific community regarding the role of these participants. Some researchers consider the “fuel” factor to be the predominant one, the others have no less reason to think it is the “oil” factor. Meanwhile, understanding the nature of formation of deposits, both the “cold” ones (in the intake path) and the “hot” ones (in the combustion chamber) is the most important condition in order to determine the methods to combat this negative phenomenon, in particular, and due to development of scientifically grounded requirements for qualitative characteristics of both fuels and oils. The relevance of the issue increases due to the fact that the existing methods of fuel testing based on foreign procedures with application of foreign reference engines become almost inaccessible following refusal of a number of the manufacturers of reference engines for standardized testing to provide further technical support caused by phasing-out of models of these engines. Moreover, during the period of common confusion in the European engine-building and uncertainty over prospects of the automotive industry on the whole, no solution was taken either for the procedure or for the new reference engine for the direct fuel injection engines increasingly dominant in the market of gasoline engines. The vacuum created is occupied by unapproved procedures with application of engines having different designs. In such conditions, correct comparison of test results obtained in different laboratories becomes almost impossible, while the results themselves lose their practical value.The purpose of the study and its practical significance consist in study of the mechanism of deposits formation in spark ignition engines and development of methods to test fuels for tendency to form certain types of deposits. Development of domestic scientific research methodological and experimental basis for engine testing of fuels and oils for deposits formation tendencies.Scientific novelty and results. The experimental studies, and the thermal gravimetric ones in particular, convincingly prove the hypothesis of domination of the fuel factor in formation of “cold” deposits on the intake valves. It has been experimentally shown that the results of testing following the new procedures adequately reflect the efficiency of using detergent additives.

Thermographic Analysis of Exhaust Gas and Emissions by Varying Catalyst Behaviour and Injection Parameters

This study focuses on the detailed analysis of exhaust emissions from multi-point fuel injection (MPFI) engines by manipulating the injection parameters through a programmable electronic control unit. In addition, tests are carried out using different generations of catalytic converters and checking that their working temperature is correct using a thermographic camera, verifying operation, to evaluate their effect on emission reduction. Detailed comparisons of the results between these configurations will allow the identification of the combination that reduces emissions the most without compromising engine efficiency and performance. This research aims to promote a more sustainable approach in the automotive sector by properly configuring systems, but also by demonstrating the technical robustness of their application in vehicles. It has also helped to verify that varying injection and ignition parameters help to fine-tune fuel injection, resulting in efficient combustion. Combining this variation with catalytic converters has further reduced exhaust pollutants.

A comprehensive analysis of hydrogen fuel cell integration in fishing vessels

HHO gas is a fuel supplement produced through the electrolysis process of water in an HHO generator, where HHO gas falls under the category of alternative energy and is classified as a new energy source. The fundamental principle of internal combustion engines is generally to convert the chemical energy of liquid fuel into mechanical energy. The production of hydrogen through the electrolysis process is continuously evolving to facilitate the use of environmentally friendly fuels, with potential impacts on engine performance and exhaust gas emissions. This study examines the effect of adding HHO gas to electronic fuel injection (EFI) type-L gasoline engines on exhaust gas emissions and fuel consumption. It has been proven that the addition of HHO gas to the combustion process of gasoline engines, particularly EFI type-D, results in reduced emission levels (CO by 15.31% and HC by 16.27%). Moreover, the introduction of 0.1 Mol of HHO gas into EFI type-L engines through the air filter leads to a significant impact on exhaust gas emissions and a 2.8% increase in fuel consumption compared to not using HHO gas. This could be attributed to the distinct characteristics of EFI systems compared to conventional engines, as they are not accustomed to fuel supplements being injected into the engine.

A Portable Cardiac Dynamic Monitoring System in the Framework of Electro-Mechano-Acoustic Mapping.

Abnormalities in cardiac function arise irregularly and typically involve multimodal electrical, mechanical vibrations, and acoustics alterations. This paper proposes an Electro-Mechano-Acoustic (EMA) activity model for mapping the complete macroscopic cardiac function to refine the systematic interpretation of cardiac multimodal assessment. We abstract this activity pattern and build the mapping system by analyzing the functional comparison of the heart pump and Electronic Fuel Injection (EFI) system from the multimodal characteristics of the heart. Electrocardiogram (ECG), seismocardiogram (SCG) & Ultra-Low Frequency seismocardiogram (ULF-SCG), and Phonocardiogram (PCG) are selected to implement the EMA mapping respectively. First, a novel low-frequency cardiograph compound sensor capable of extracting both SCG and ULF-SCG is proposed, which is integrated with ECG and PCG modules on a single hardware device for portable dynamic acquisition. Afterward, a multimodal signal processing chain further analyses the acquired synchronized signals, and the extracted ULF-SCG is shown to indicate changes in heart volume. In particular, the proposed method based on waveform curvature is used to extract 9 feature points of the SCG signal, and the overall recognition accuracy reaches over 90% in the data collected by EMA portable device. Ultimately, we integrate the portable device and signal processing chains to form the EMA cardiovascular mapping system (EMACMS). As a next-generation system solution for cardiac daily dynamic monitoring, which can map the mechanical coupling and electromechanical coupling process, extract multi-characteristic heart rate variability (HRV), and enable extraction of important time intervals of cardiac activity to assess cardiac function.

Emission Characteristics of Particle Number from Conventional Gasoline and Hybrid Vehicles

Vehicular particle number (PN) emissions have garnered increasing attention. In this study, nine light-duty vehicles, involving conventional internal combustion engine gasoline vehicles (ICEVs) and hybrid electric vehicles (HEVs), underwent testing on a chassis dynamometer to elucidate key factors influencing PN emissions. We found that with more stringent emission standards Gasoline Direct Injection (GDI) vehicles exhibited a reduction in PN emission factors. Higher PN emissions for GDI vehicles than vehicles with Multi-Port Fuel Injection (PFI) engines were observed; meanwhile, HEV showed lower PN emissions than ICEVs. PN emissions for cold start consistently exceeded warm start across vehicles with different standards and technologies. Notably, China VI HEV exhibited a substantial 19.2-fold increase in PN emissions for cold start compared to warm start. Analysis on a second-by-second basis revealed that cold-start emissions concentrated in low speed, while warm-start emissions were prominent in extra-high speed. Concerning vehicle specific power (VSP), the lowest mean PN emission rate occurred during idle conditions. PN emissions for China IV-VI ICEVs with GDI engines would increase with the increasing VSP, whereas China VI ICEVs with PFI engines and HEV with GDI engines showed varied patterns of PN emissions, especially under cold start. Our study would further facilitate formulating effective strategies for vehicular PN emissions.

Development of Learning Videos Using YouTube Integrated Video Prezi Applications on Fuel Injection Systems in Vocational Schools

The development of information and communication technology has touched various aspects of life, one of which is the world of education. Education cannot be separated from the development of IT. The Prezi video application can be used to create interesting learning video media for students. This research is a Research and Development (RD) research through a 4D development model, which consists of 4 stages, namely: (a) Define, (b) Design, (c) Develop, and (d) Disseminate. This study aims to develop material on the basic competence of gasoline injection systems for class XI Automotive Light Vehicle Engine Maintenance. Subject Automotive Light Vehicle Engineering ( TKRO) expertise program at a state vocational high school in Serang City. This research is limited to the development of media, which is validated by media experts, material experts, and student response trials. This is due to the limited research time. Data analysis techniques were obtained for product feasibility with a Likert scale. From the results of the stages carried out through this method, it can be concluded that the material expert validation was obtained by 87% with the very feasible category and the average media expert validation was obtained by 90% with the very feasible category to be used as an alternative learning video media to make it easier for students to understand material about Electronic Fuel Injection (EFI) Gasoline Injection system. Based on product trials conducted by 30 students, 87% of results were obtained in the very good category, or students were very interested in the learning videos that the researchers made.

Pelatihan Penggunaan Smart Simulator Elecronic Fuel Injection (EFI) Pada Motor Dalam Meningkatkan Aktifitas Pembelajaran Di SMKN 1 Kotobaru Kab. Darmasraya

The main aim of SMK is to prepare students to have the practical skills and knowledge needed to enter the world of work. After completing education at vocational school, students can immediately work or choose to continue their education to a higher level. The alignment between the vocational school curriculum and industry demands, especially in graduate skills training (link and match), is currently not yet optimal so it is not adequate to meet the needs of the world of work, industry and business. Even though certain efforts and policies have been made, there are still a number of problems faced by vocational school students. At SMKN 1 Koto Baru, one of the fundamental problems that need special attention in learning is the lack of availability of Electronic Fuel Injection (EFI) competencies. This skill is a very important competency, especially in the Motorcycle Engineering and Business (TBSM) program. The results of observations in schools show that practical equipment for both teachers in the teaching process and for students as practical objects is sufficient and always updated. This happens because SMKN 1 Koto Baru has workshop and laboratory facilities which are equipped with adequate equipment. Apart from that, the instruments used in the practicum are good and can be operated according to the standards they should be. Therefore, training was carried out on the use of the smart simulator to increase learning activities because it involved technology in this training which provided new experiences to students. From the results of the activity, it can be seen that students are very enthusiastic and have increased activity in learning because they can carry out a more complete and clear exploration of learning about the EFI system on motorbikes

Effect of Different Ratios of Gasoline-Ethanol Blend Fuels on Combustion Enhancement and Emission Reduction in Electronic Fuel Injection Engine.

The severity of engine emissions for the environment and human health cannot be ignored. This article optimizes the combustion and emission of gasoline-cassava bioethanol fuel blends in electronic fuel injection engines using response surface methodology to achieve the goal of reducing carbon and pollutant emissions. The experiment investigated the effects of different gasoline-cassava bioethanol mixing ratios (G100, G90E10, G80E20, and G70E30) on engine performance, including torque, brake specific fuel consumption, power, total hydrocarbons, nitrogen oxides, and carbon monoxide emissions. The results show that the gasoline-cassava bioethanol fuel blend is not as good as G100 in terms of braking power, torque, and brake specific fuel consumption, but better than G100 in terms of carbon monoxide emissions and total hydrocarbon emissions. Then, the optimization objective function was determined, and the combustion and emission characteristics were optimized using the response surface methodology method. The optimization results indicate that the response surface methodology method can determine the interaction between design variables such as brake specific fuel consumption, nitrogen oxides, and total hydrocarbon emissions and find the best solution. In this experiment, the independent variables of the best solution were 72.9 N·m torque, 30% G70E30 mixing rate, and 2000 rpm speed, corresponding to brake specific fuel consumption at 313 g/(kW·h), nitrogen oxide emissions at 2.85 × 103 ppm, and total hydrocarbon emissions at 166 ppm. The findings of this study indicate that by optimizing the gasoline-cassava bioethanol mixture ratio, lower emission levels can be achieved in electronic fuel injection engines, thereby promoting the sustainable development of renewable energy and reducing pollutant emissions.

Research on Feature Detection of Light Vehicle Emission Pollution Under the Control of Artificial Intelligence

Most modern cars use electronically controlled fuel injection engines. Because the fuel injection rate is strictly in accordance with the intake port, the combustion is more thorough and cleaner, so it usually has better emission performance. However, when there is a problem with it, it will have a great impact on its emission characteristics. By conducting exhaust emission experiments under WLTC, NEDC, and FTP-75 operating conditions, the emission characteristics of exhaust gases under various operating conditions were compared. Through comparative analysis, it is concluded that under WLTC conditions, the strictness of vehicle exhaust emissions has increased compared with the past, which provides a basis for automobile manufacturers to manage vehicle exhaust in the new technical environment.

Characterization of in-cylinder spatiotemporal flame and solid particle emissions for ethanol-gasoline blended in gasoline direct injection engines

Stricter regulations for internal combustion engines have necessitated the inclusion of eco-friendly fuels with conventional ones to reduce gas and solid emissions. Gasoline direct injection (GDI) engines, however, have been found to produce more particle number and mass emissions than port fuel injection engines. To address this, bioethanol fuel has been selected as an additive eco-friendly fuel for gasoline, with the aim of reducing particle emissions. In this study, we quantitatively characterize in-cylinder spatiotemporal flame to feature combustion performance and particle emissions for ethanol fuel in the GDI combustion chamber. We examined three engine combustion modes differed in equivalence ratio and injection strategy to produce various combustion results to quantify combustion performance and particle emission characteristics. Using an eight-channel non-intrusive flame luminosity sensor in one cylinder, we measured the flame front and its propagation direction. At the tailpipe, we measured particulate emissions using an engine exhaust particle sizer and a micro soot sensor coupled with a catalytic stripper that removed semi-volatile compounds. Our study found that increasing ethanol fuel content for different combustion modes resulted in distinct combustion and flame development. The particle size distribution also showed different patterns at each combustion mode, depending on the ethanol content. Lean combustion modes yielded high diffusion flame intensity compared to stoichiometric combustion mode, which resulted in a larger amount of particle formation. The physical properties of ethanol fuel were found to predominantly determine the fuel-air mixture quality, combustion process, and flame development at each combustion mode. An increase in ethanol fuel content at lean-homogeneous mode resulted in higher diffusion flame intensity and larger particle emissions. Our comparative study of flame and solid particles for ethanol fuel content improves the understanding of in-cylinder combustion processes and their correlations.

Weighted Sum Model (WSM) for Evaluating Turbocharged Stratified Injection

Turbo fuel stratified injection is a Volkswagen Group trademark for a forced-aspiration engine in which the fuel is pressurized to form a stratified charge directed directly into the intake chamber. TSI stands for "turbocharged stratified injection" and is inspired by the Volkswagen TDI clean diesel and FSI direct fuel injection engines. The engine allows more torque at lower RPMs, which means more power with less fuel consumption. Alternative: R1, R2, R3, And R4. Assessment Option: GSH, vitamin C, XOD, MDA, ORAC. From the result it is seen that vitamin C is got the first rank where as is the MDA is having the lowest rank. As a result, vitamin C has got the first rank, where the MDA has got the lowest rank.

Challenges and feasibility of a six-stroke engine using water direct injection

As fuel efficiency and exhaust regulations have become more stringent, many studies have been conducted to improve fuel efficiency. One interesting proposal is to develop a six-stroke engine using water injection. However, there is a lack of research on this concept, and existing studies have only taken a theoretical approach or did not involve comparisons with a four-stroke engine, obscuring the feasibility of a six-stroke engine using water injection. So, in this study, we performed experiments and simulations of a six-stroke engine using water injection and compared the results with those of a four-stroke engine. We optimized the exhaust valve lift profile through simulation for an actual exhaust cam of the six-stroke engine, and modified a four-stroke port fuel injection engine to a six-stroke engine. Then, through experiments and simulations, we evaluated the feasibility and the challenges of building a six-stroke engine using water injection. We used the CONVERGE v2.4 software application and validated the simulation models through the results of experiments. Using these models, we conducted simulations with various injection timings, masses, and water temperatures. The results indicate that the cylinder wall is cooled due to continuous water injection making evaporation unstable and that wall-temperature control is required in order to realize a six-stroke engine using water injection. In a simulation assuming the constant temperature of the wall, as additional strokes are added, the indicated mean effective pressure (IMEP) decreases by about 0.4 bar compared to that of the four-stroke engine, and only about 40% of this loss is recovered through water injection. The wall evaporation ratio is more critical to the feasibility of the six-stroke engine using water injection than other parameters. We show that it is very difficult to achieve a six-stroke engine using water injection unless a significant amount of heat energy for evaporation is brought from sources other than the mixture in the cylinder. The challenges of a six-stroke engine using water injection were cylinder temperature control and latent heat of water. If excessive cooling does not occur, such as in steam injection, IMEP can increase due to an increase in mass. However, this is very ideal case. It is difficult to obtain energy elsewhere for evaporation, and due to the latent heat of water, the mixture is inevitably cooled down making it difficult to realize this concept of six-stroke engine.

Remapping and simulation of EFI system for SI engine using piggyback ECU

Electronic fuel injection (EFI) is a complex system, many parts are connected together from mechanical parts to electronic parts to control the internal combustion engine. It must ensure many different works and the most important thing in motorsport to achieve is power optimization. High power and engine responsiveness are often desired to gain a competitive edge. Usually motorsport enthusiast will upgrade the car standard with aftermarket components such as higher rating turbo, longer duration camshafts and exhaust system. These are difficult to approach, time-consuming and expensive tasks compared to the ECU calibration method. And in Vietnam, most customers who want to change vehicle performance are based on the Remap method on Factory ECU. By using vehicle performance regulation method with piggy-back ECU, it is easier for the user to adjust than the popular Remap method. With advantages such as low cost and easy installation. And currently there are very few documents describing and evaluating the effectiveness of piggy-back ECU installed in vehicles. So in this paper, experimentally to reconstruct the electronic fuel injection system with piggy-back ECU was performed, then simulated the control algorithms of the electronic fuel injection system on LabVIEW and compared the results with the experiment, based on the simulation model of the operation algorithm of the EFI system with many cases in different load engines and engine speeds. Simulation results are used to evaluate the algorithm on the piggy-back ECU.

Combustion and Exhaust Emission Improvement in a 3-Cylinder Mpfi Engine Through Downsizing

This research aims to compare the potential and existing conditions of a small-sized spark ignition (SI) engine with a 1.0-liter capacity suitable for cylinder deactivation. The cylinder deactivation strategy is used to solve the issues of inefficient combustion and increased exhaust emission under part loading. Consequently, the possibility of implementing cylinder deactivation in terms of decreased exhaust pollution has been assessed. A computerized, 1.0-liter, 4-stroke, water-cooled, spark-ignition engine with an open engine control unit (ECU) and multi-point fuel injection (MPFI) was used for the trials. Both modes were tested at 2500 revolutions per minute (RPM) under loads of 15, 30, and 45 N-m. The spark plug and fuel injector deactivate the cylinder. The results show that when the highest possible load is used, the peak cylinder pressure is 55.78% higher, and the maximum heat release rate is 53.96% more in the deactivation mode than in the traditional mode. In deactivation mode, the mass fraction consumed is larger at each crank angle point, suggesting a faster rate of combustion and increased combustion efficiency. The increased mean gas temperature permits the catalytic converter to perform more efficiently after downsizing. When compared to the conventional mode, carbon monoxide (CO) emission is almost non-existent at full load, unburned hydrocarbon (UHC) is reduced by 92.89%, and oxides of nitrogen (NOx) are reduced by 35% in the deactivation mode. Furthermore, the experiment indicated that, when employed at part load, the deactivation mode is more beneficial than the standard mode in terms of better combustion stability and lesser emissions.

First and second law analysis of dedicated hydrogen fuelled PFI-DTSI (Port Fuel Injection-Digital Three) high-speed SI engine

The first and second law analysis was performed on a Single Cylinder, Multivalve, Electronic Fuel Injection, and high-speed motor fuelled engine with Gasoline and Hydrogen to assess energetic and exegetic performance. The engine was evaluated from 3000 rpm to 6000 rpm with both fuels. All tests are conducted at Wide Open Throttle conditions. The gasoline combustion was at stoichiometric, and hydrogen was lean burn. The most extreme energy and exergy efficiency was observed with hydrogen at 39.06% and 36.58% separately. Gasoline fuel 36.8 % and 34.6 % energy and exergy recorded at the same speed of 6000 rpm. The highest performance of hydrogen is due to high flame speed, and higher flame temperature. This shows that hydrogen converts the most extreme chemical energy to yield more power than gasoline. The coolant energy and exergy are additionally higher with hydrogen fuel. The lowest coolant energy is gasoline. The outcomes are additionally checked with combustion investigation of each fuel and found heat release rate was most extreme with hydrogen, trailed by gasoline. The greatest exergy destruction of 48.57 kW was with gasoline and followed by minimal with hydrogen. The greatest entropy is 49.45 W/K for gasoline and 22.22 W/K for hydrogenengines individually.