Project Title:

SI (GDI) engine structure and fuel system design

Content
1. Abstract........................................................................................................ 3
2. Introduction................................................................................................... 3
3. Experimental setup and procedure or Material and Methods........................6
4........................................................................................ Results and discussion
10
5. Conclusions................................................................................................. 14
References........................................................................................................ 14

1. Abstract
The GDI (Gasoline direct injection) is a technology developed over the last 25
years. Actually, approximately 48% of gasoline engines manufactured uses this
technology, and this trend is increasing. GDI engines has several advantages
compared to multipoint injection (MPI), as a lower emissions of polluting gases,
as well as better performance in terms of torque and power, lower fuel
consumption, higher thermal and volumetric efficiency. But how this fuel
injection technology achieves these benefits, everything lies in its operating
principle, first we have the location of the fuel injector, in GDI engines the injector
spray the gasoline to high pressure directly into the combustion chamber,
another advantage is that has upright straight intake ports rather than horizontal
intake ports used in conventional engines. The upright straight intake ports
efficiently direct the airflow down at the curved-top piston, which redirects the
airflow into a strong reverse tumble for optimal fuel injection. Finally the GDI
engines utilize special piston configurations with uniquely shaped domes to
optimize combustion. Many of these pistons have depressions or bowls in the top
similar to a diesel piston to help swirl and direct the fuel charge toward the spark
plug as the piston comes up on its compression stroke. All this makes this
technology even though it is expensive compared to MPI, is increasingly used
worldwide.

Key words: GDI engines, injection systems, SI engines, MPI engines.

2. Introduction
2.1 Purpose of work

The main objective of this work is to know the basic function of a GDI engine,
which are the main components of this system, the operating principle, the
performance, and compare it with the MPI engines.

2.2 GDI Engines

The history of application of fuel injection for spark-ignition engines as an

alternative for unreliable carburettor dates back to the turn of the 19th and 20th
century. The first attempt of application of the fuel injection system for the spark-
ignition engine took place in the year 1898, when the Deutz company used a
slider-type injection pump into its stationary engine fuelled by kerosene. Also fuel
supply system of the first Wright brothers airplane from 1903 one can recognize
as simple, gravity feed, petrol injection system [1]

The last decade of the 20th century can be considered as the ultimate twilight of
carburet tor, a device which dominated for about 100 years in fuel systems for
spark-ignition engines. Also the production of continuous injection fuel systems
was terminated. Engine 54 Advances in Internal Combustion Engines and Fuel
Technologies successive introduction of increasingly stringent standards for
exhaust emission, central injection systems had to give way to multi-point
injection systems even in the smallest engines of vehicles. In the late 90's on
market appeared again vehicles using spark-igni tion engines with direct fuel
injection. This is the most accurate method for the supply of fuel. An important
advantage of the direct-injection consists in the fact that the evaporation of the
fuel takes place only in the volume of the cylinder resulting in cooling of the
charge and, consequently, an increase in the volumetric efficiency of the cylinder
[2]. In 1996, the Japanese company Mitsubishi launched production of 1.8 L 4G93
GDI engine for Carisma model. The new engine had 10% more power and torque
and 20% lower fuel consumption in comparison with the previously used engine
with multipoint injection system. Figure 2 presents the cross-section of the
cylinder of GDI engine with vertical intake channel and a view of the piston with a
crown with a characteristic bowl. [3]

In these times injection is the basic solution of supplying of fuel in the Spark-
Ignition (SI) engines. Regardless of the sophistication of control system, the
following types of fuel injection systems can be identified [4]:
Injection upstream of the throttle, common for all of the cylinders called
Throttle Body Injection TBI or Single Point Injection SPI
Injection into the individual intake channels of each cylinder called Port
Fuel Injection PFI or Multipoint Injection MPI
Injection directly into the each cylinder, Direct Injection DI

Figure 1. Types of fuel injection

The GDCI engine concept combines the best of diesel and spark-ignited engine
technology. Like diesel engines, the compression ratio is high, there is no intake
throttling, and the mixture is lean for improved ratio of specific heats. GDCI uses
a new low-temperature combustion process for partiallypremixed compression-
ignition. Multiple-late-injections of gasoline (RON91) vaporize and mix very
quickly at low injection pressure typical of direct injected gasoline engines. Low
combustion temperatures combined with low mixture motion and reduced
chamber surface area result in reduced heat losses. A schematic of the GDCI
combustion chamber concept is shown in Figure 2. The engine features a shallow
pent roof combustion chamber, central-mounted injector, and 15:1 compression
ratio. A quiescent, open chamber design was chosen to support injection-
controlled mixture stratification. Swirl, tumble, and squish were minimized since
excessive mixture motion may destroy mixture stratification created during the
injection process. The piston and bowl shape were matched with the injection
system and spray characteristics. The bowl is a symmetrical shape and was
centered on the cylinder and injector axes. [5]
 Figure 2. Combustion chamber of a GDI engine.

Figure 3. Comparison of the types on fuel injection

As we can see in the figure 3, the GDI engines has a higher fuel economy with a
higher Air fuel ratio in comparison to the MPI and carburetor engine, even the fuel
economy is more than a diesel engine, with the torque we have the same
situation, the GDI engine has a higher output than the MPI and carburetor engine.
Finally in the figure 4, we can observe the transition of the fuel supply system,
beginning with the carburetor, passing through the multiport injection (MPI), to
the GDI technology that is used today.

Figure 4.
Transition of
fuel
system
supply
 3. Experimental setup and procedure or Material and
Methods
3.1 Cylinder head

Figure 5. Cylinder head of a GDI engine

In the figure 5 we can observe the cylinder head of a GDI engine, there is two
admission valves and two exhaust valves, also the injector port and the spark
plug port.

3.2 Cylinder block

Figure 6. Cylinder block of a GDI engine

In the figure 6 we have the cylinder block of a GDI engine, as we can see the
injector spray the fuel directly into the combustion chamber, we can observe that
the piston has a special form in the top, this to improve the combustion, also we
can see the spark plug and the valves.
3.3 Main components of a GDI system

Figure 6. Main components of a GDI engine

As we can see in the figure 6 we have the main components of a GDI system, first
we have the high pressure pump, which is operated by the camshaft, then we
have the high pressure injector, the fuel pressure sensor and finnaly the piston.

3.4 GDI Piston design

The GDI engines utilize special piston configurations with uniquely shaped domes
to optimize combustion. Many of these pistons have depressions or bowls in the
top similar to a diesel piston to help swirl and direct the fuel charge toward the
spark plug as the piston comes up on its compression stroke.

Figure 7. Piston design of a GDI engine

3.5 Camshaft

Figure 8. Camshaft design of a GDI engine

We can onserve in the figure 8 that the camshaft of a GDI engine has a special
design, first we observe that have slotted cam in order to reduce the weight,
alsothe camshaft have an added cam lobe for high pressure pump, and finally the
fuel pressure is made by camshaft.

Figure 9. GDI engine

As we mentioned before the high pressure pump is operated by the camshaft, the
high pressure pump and the injector are connected to the ECU (Engine Control
Unit), which controls the amount of fuel injected and the injection pressure (figure
9).

Also in the figure 10 we have the fuel system of a GDI engine, the system before
the high pressure pump is the same that MPI system, we have a fuel tank, where
the fuel is storaged, then we have a low pressure fuel pump, which provides of
fuel to the high pressure pump, then this pump sends the high pressure fuel to
the injector via a common rail, where its sprayed directly into the combustion
chamber.
 Figure 10. Fuel system design of a GDI engine

3.6 High Pressure fuel pump

In the figure 11 (left) we have the high pressure pump used in the GDI system,
while on the right we have an schematic of the pump and his parts. The basic
operating principle of the pump is the following: the piston (4) compresses the
fuel, directing it through a high-pressure non-return valve (2) to the fuel rail via
the high-pressure connector (B). In case of over-pressure (245 bar), the pressure
relief valve (3) will open. Because the piston is constantly operating, the pressure
is electronically controlled by the volume of fuel allowed to enter the high-
pressure system by the volume control valve (5) controlled by the DME via
electrical connection (6).

Figure 11. High pressure pump of a GDI engine

3.7 Injector

Figure 12. High pressure injector of a GDI engine

4. Results and discussion

Major characteristics of the GDI engine

1) Lower fuel consumption and higher output

The GDI engine has two combustion modes; injection timings change to match
engine load.
Ultra lean Combustion: In this mode, fuel injection occurs at the latter stage of
the compression stroke and ignition occurs at an ultra-lean air-fuel ratio of 30 to
40.
Superior Output: When the GDI engine is operating with higher loads or at
higher speeds, fuel injection takes place during the intake stroke. This optimizes
combustion by ensuring a homogeneous, cooler air-fuel mixture that minimized
the possibility of engine knocking.

Figure 13. Combustion modes of a GDI engine

2) Intake port

The GDI engine has upright straight intake ports rather than horizontal intake
ports used in conventional engines. The upright straight intake ports efficiently
direct the airflow down at the curved-top piston, which redirects the airflow into a
strong reverse tumble for optimal fuel injection (see figure 14).
 Figure 14 Intake port of a GDI engine

3) Fuel spray

Newly developed high-pressure swirl injectors provide the ideal spray pattern to
match each engine operational modes. And at the same time by applying highly
swirling motion to the entire fuel spray, they enable sufficient fuel atomization
that is mandatory for the GDI even with a relatively low fuel pressure. (see figure
15).

Figure 15. Fuel spray atomization in GDI engines

4) Combustion of Ultra-lean mixture

In conventional MPI engines, there were limits to the mixtures leanness due to
large changes in combustion characteristics. However, the stratified mixture of
the GDI enabled greatly decreasing the air-fuel ratio without leading to poorer
combustion. (See figure 16)
 5) Vehicle fuel consumption

Fuel consumption during Idling

In conventional MPI engines, there were limits to the mixtures leanness due to
large changes in combustion characteristics. However, the stratified mixture of
the GDI enabled greatly decreasing the air-fuel ratio without leading to poorer
combustion.

Figure 17. Fuel consumption in a GDI engine

Fuel Consumption in City Driving

The GDI engine used 35% less fuel than comparably sized conventional gasoline
engines. Moreover, these results indicate that the GDI engine uses less fuel than
even diesel engines.

6) Emission Control

In the case of GDI engine, 97% NOx reduction is achieved by utilizing high-rate
EGR (Exhaust Gas Ratio) such as 30% that is allowed by the stable combustion
unique to the GDI as well as a use of a newly developed lean-Nox catalyst.
 7) Improved volumetric efficiency

Compared to conventional engines, the GDI engine provides better volumetric

efficiency. The upright straight intake ports enable smoother air intake. And the
vaporization of fuel, which occurs in the cylinder at a late stage of the
compression stroke, cools the air for better volumetric efficiency (see figure 18)

Figure 18. Volumetric efficiency of MPI and GDI engines

8) Increased compression ratio

The cooling of air inside the cylinder by the vaporization of fuel has another
benefit, to minimize engine knocking. This allows a high compression ratio of 12,
and thus improved combustion efficiency.
 Figure 19. Octane requirement vs the compression ratio

9) Engine performance

Compared to conventional MPI engines of a comparable size, the GDI engine

provides approximately 10% greater output and torque at all speeds (see figure
20).

Figure 20. Torque and power output

5. Conclusions
GDI engines produce more power using less fuel.
Allow extremely lean fuel mixtures (40:1) under light load
15 to 20 % better fuel economy compared to MPFI systems.
GDI engines can handle higher static compression ratios
Improve combustion efficiency and power.
GDI engines produce more horsepower than MPFI systems.
Increased Volumetric and thermal efficiency.
Lower Exhaust Emissions.
GDI drawback is the formation of a layer of carbon deposits on the intake
valve. As the deposits build up on the valve face, they may prevent the
intake valves from sealing causing a compression leak, loss of power.
Heavy carbon accumulations on the intake valves can also restrict airflow,
hurt power at higher engine speeds and cause a drop in fuel economy and
performance.
 References
[1] Poland Kochersberger, K., Hyde, K. W., Emsen, R., Parker, R. G., An Evaluation
of the 1910 Wright Vertical Four Aircraft Engine, AIAA-2001-3387, American
Institute of Aero nautics and Astronautics, Reston 2001, United States of America

[2] Cygnar, M., Sendyka, B., Determination of the Total Efficiency of Direct
Injection SI En gine Working on Stratified Charge, Wydawnictwo Pastwowej
Wyszej Szkoy Zawo dowej w Nowym Sczu, ISBN 978-83-60822-46-3, Nowy
Scz 2008,

[3] "Mitsubishi Motors Supplies Hyundai Motor Co. with GDI Technology for New
V8 GDI Engine" Mitsubishi Motors.

[4] Bronisaw, S., Marcin, N., Combustion Process in the Spark-Ignition Engine
with Dual-Injection System, Cracow University of Technology, Chair of
Combustion Engines, Krakow, Poland, 2009.

[5] Sellnau, M., Foster, M., Hoyer, K., Moore, W., Sinnamon, J., Husted, H.,
Development of a Gasoline Direct Injection Compression Ingnition (GDCI)
Engine, Society of Automotive Engineers (SAE), USA, 2004.