SI ENGINE FUEL METERING AND MANIFOLD PHENOMENAtep.engr.tu.ac.th/files/Class_Material/1_2014/ME330/chapter 6_ICE.pdf · SI ENGINE FUEL METERING AND MANIFOLD PHENOMENA 1 SI ENGINE MIXTURE
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Chapter 6
SI ENGINE FUEL METERING AND MANIFOLD PHENOMENA
1
SI ENGINE MIXTURE REQUIREMENTS
CARBURETORS
FUEL-INJECTION SYSTEMS
6.1 SI ENGINE MIXTURE REQUIREMENTS
Most gasolines have the stoichiometric air/fuel ratio (A/F)s
in the range 14.4 - 14.7. A typical value could be 14.6.
In the absence of strict engine NOx emission requirements, excess air is the obvious diluent, and engines have traditionally operated lean.
2
FIGURE 6.1 Typical mixture requirements for two common operating strategies.
Top diagram shows equivalence ratio variation with intake mass flow rate. Bottom diagram shows recycled exhaust (EGR) schedule as a function of intake flow rate. When tight control of NOx, HC, and CO emission is required, operation of the engine with a stoichiometric mixture and a three-way catalyst can be used. 3
In take mass flow rate
Low speed
High speed
Medium speed
Equiv
ale
nce r
atio
Low speed Medium speedHigh speed
(a)
(b)
Wide-open throttle Wide-open throttle
6.2 CARBURETORS
Cross Section of Basic Carburetor4
6.2 CARBURETORS
6.2.1 Carburetor Fundamentals
FIGURE 6.2 Schematic of elementary carburetor.5
1.Inlet section
2.Venturi throat
3.Float chamber
4.Pressure equalizing passage
5.Calibrated orifice
6.Fuel discharge tube
7.Throttle plate
Air
Fuel
FLOW THROUGH THE VENTURI
where CDT : discharge coefficientAT: area of the venturi throatpT: pressure at the throatpo: stagnation pressureTo: stagnation temperature
6
In terms of pressure drop from upstream condition to theventuri throat,
7
where the compressibility function,
This accounts for compressibility effects.
Choke Flow (critical flow)
For a given values of p0 and T0, the maximum mass flowoccurs when the velocity at the minimum area or throatequals the velocity of sound. This condition is calledchoked or critical flow.
Critical Pressure Ratio:
8
For air
Choked flow when
9
otherwise
FIGURE 6.3 Relative mass flow rate and compressible flowfunction as function of nozzle or restriction pressure ratio for idealgas with =1.4
10
Critical ratio
0.70
Crit
ical
flo
w
FLOW THROUGH THE FUEL ORIFICE
where: discharge coefficient
: area of the orifice
where h is typically of order 10 mm.
11
Example 6.1 SI engine with 3.6 liter capacity is designed so that an air flow rate at the throat equals the speed of sound at the engine speed of 6000 rev/min. At this speed, the engine has volumetric efficiency = 0.8. The height h of carburetor is 10 mm. If this engine has two equal-size venturi throats, find diameters of each throat and of the orifice. Let the discharge coefficients of the venture throats and orifice are 0.9 and 0.7 respectively.(air density = 1.184 kg/m3, fuel density = 750 kg/m3,(A/F)s = 14.6)
12
Vtot = 3.6x10-3 m3
N = 6000 rpm
(A/F)s = 14.6
CDT = 0.9, CDo = 0.7
h = 10 mm
Given: Asked:
dT, do
Analysis:
Mass flow rate of air
= 0.1705 kg/s
From (1)
= 0.7 and = 0.528, knowing
At the condition that the air flow speed is equal to the speed of sound (choked flow),
that po = patm = 101330 N/m2. We get
13
From
For two venture throats of equal size,
= 0.000804/2 = 4.02x10-4 m2
Ans
From (2)
and
14
dT = 0.0226 m or 2.26 cm
Then
Pa
kg/s
Replacing values into equation (2), we obtain
Ans
15
CARBURATOR PERFORMANCE
The air/fuel ratio delivered by a carburetor is given by
16
FIGURE 6.4 Performance of elementary carburetor that varies with venturi pressure drop
17
lean
Rich
6.2.2 Modern Carburetor Design
FIGURE 6.5 Schematic of modern carburetor.
1.Main venturi2.Boost venturi3.Main metering spray tube4.Air-bleed orifice5.Emulsion tube or well6.Main fuel-metering orifice7.Float chamber8.Throttle plate
9.Idle air-bleed orifice10. Idle fuel orifice11. Idle mixture orifice12. Transition orifice13. Idle mixture adjusting screw14. Idle throttle setting adjusting screw
18
In modern carburetor, the changes required in the elementary carburetor are:
1.The main metering system2.An idle system3.An enrichment system4.An accelerator pump5.A choke6.Altitude compensation
20
COMPENSATION OF MAIN METERING SYSTEM
FIGURE 6.5 Schematic of main metering system with air-bleed compensation.
21
Air bleed mass flow rate is given by
where CDb : Discharge coefficientAb : Area of air-bleed orifice
Mass flow rate through the fuel orifice is given by
22
23
Density of emulsion is approximated by
~ 730 kg/m3 ~ 1.14 kg/m3 (typical values)
24
FIGURE 6.6 Metering characteristics of system with air-bleed compensation.
25
FIGURE 6.7 An enrichment system 26
FIGURE 6.8 An accelerator pump27
FIGURE 6.9 Basic automobile carburetor showing (A) venturi, (B) throttle valve, (C) fuelcapillary tube, (D) fuel reservoir, (E) main metering valve, (F) idle speed adjustment, (G)idle valve, and (H) choke. 28
When starting a cold engine, the first step is to close the choke. This restricts air flow and creates a vacuum in the entire system downstream of the choke. close
FIGURE 6.9 Basic automobile carburetor showing (A) venturi, (B) throttle valve, (C) fuelcapillary tube, (D) fuel reservoir, (E) main metering valve, (F) idle speed adjustment, (G)idle valve, and (H) choke. 29
When the throttle is closed or almost closed, pressure in the intake system downstream of the throttle is very low. Therefore, a substantial pressure drop through the idle valve causes the fuel injection.
CHOKEChoke is the butterfly valve positioned upstream of theventuri throat. When starting a cold engine, the first stepis to close the choke. This restricts air flow and creates avacuum in the entire system downstream of the choke.
IDLEWhen the throttle is closed or almost closed, pressure in the intake system downstream of the throttle is very low. Therefore, a substantial pressure drop through the idle valve causes the fuel injection.
30
6.3 FUEL-INJECTION SYSTEMS
6.3.1 Multipoint Port Injection
•Fuel is injected into the intake port of each cylinder.•Require one injector per cylinder (plus, in some systems, one or two more injectors for starting and warm-up).
32
FIGURE 6.8 Speed-density electronic multipoint port fuel-injection system: Bosh D-Jetronic System.
Speed – density system (speed – density electronic multipoint port fuel – injection)
33
The mass of air per cylinder per cycle
Electronic multiport fuel – injection (EFI) system with air-flow meter
FIGURE 6.9 Electronic multipoint port fuel-injection system with air-flow meter: Bosh L-Jetronic System. 34
The mass of air inducted per cycle to each cylinder
Mechanical, air-flow based metering, injection system (Bosch K-Jetronic system)
FIGURE 6.10 Mechanical multipoint port fuel-injection system: Bosh DK-Jetronic System.
35
6.3.2 Single-Point Throttle-Body Injection
FIGURE 6.11 Cutaway drawing of a two-injector throttle-body electronic fuel-injection system
36
Pressure regulator
Fuel from tank
Injector
Air flow
Returned fuel to tank
FLOW PAST THROTTLE PLATE
FIGURE 6.12 Throttle plate geometry37
Throttle plate open area as a function of
d is throttle shaft diameter,
= the throttle plate angle when tightly closed
D is the throttle bore diameter.
When the throttle open area is
maximum 38
Mass flow rate through the throttle valve
For the pressure ratio across the throttle
greater than the critical value
For the pressure ratio across the throttle equal
when theto or less than the critical value flow is choked
39
FIGURE 6.13 The relation between air flow rate, throttle angle,
intake manifold pressure, and engine speed 40
0.528 × patm
= 53.5 kN/m2
chokedCritical pressure
ratio
Yes, it’s pT !
1 kN/m2
~ 0.75 cmHg
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