Mechanical System Design, 24 May 2016 Universiti Malaysia Pahang, Pekan, Malaysia
DEVELOPMENT OF FUEL INJECTION SYSTEM ON SINGLE CYLINDER INTERNAL COMBUSTION ENGINE H. Mustaffa, M. A. H. Abu Hassan, M. M. Masri, M. S. Rusli, C. A. F. Che Mohamad Faculty of Mechanical Engineering, Universiti Malaysia Pahang (UMP), 26600 Pekan, Pahang, Malaysia, Email:
[email protected]
ABSTRACT This project focus on the development of a single cylinder direct fuel injection engine. This project done by converting the base of the single cylinder internal combustion engine into single cylinder direct fuel injection engine. Due to the less of findings and production of a fuel injection system for a single cylinder engine, it will give us a great advantage to analyze this type of engine. We will compare its effectiveness in terms of power output produce, heat produce, fuel efficiency, maintenance cost and also its fuel emission between fuel injection system and internal combustion engine. . A single cylinder internal combustion motorcycle engine will be used in this project. The development of the engine will be design by using Solidworks Software and simulation to testing its effectiveness first before continuing in real production. Keywords: Fuel Combustion, Direct Injection, Testing and Analysis. INTRODUCTION An internal combustion engine (ICE) has been used for more than hundred years ago in the middle east and the development and modifying of the engine has been drastically improved since then up until now.[1] A typical structural of ICE is an engine that oxidizes air with fuel in a combustion chamber that is called as a carburetor.[1] The force that produce from the combustion will be used directly to the pistons, turbine blades, and rotor of the nozzle. This type of engine usually will be used in four-stroke and two-stroke piston engine.[1] Most of this ICE-type engine can be found on the smaller size capacity motorcycles either in single cylinder engine or double cylinder engine. In a four-stroke of ICE, each of the piston will undergo two strokes per crankshaft revolution in a certain order.[2] The first order or stroke is the 'Induction' order where the intake valves is open while the exhaust valves is close and the piston move downward increasing the volume of the combustion chamber and allowing mixture of air and fuel to enter the chamber. Next, is the 'Compression' stroke where both of the intakes and exhaust valves will close as the piston moves upward until it reaches its maximum height to decrease the volume of the chamber but increase in pressure. The spark plug then ignites the mixture just before the piston reaches its original state position creating high pressure explosion and combustion gases. The third stroke is the 'Working' stroke where the pressure produced by the combustion in the second stroke will pushed the piston downward to its maximum capacity generating the work and makes the engine running. The final stroke is the 'Exhaust' stroke where the exhaust valve is open while the intake valves close and the piston will move upward
back to its original state pushing the combustion smoke to flow through the exhaust valves and into the exhaust to complete the cycle of fourstroke engine and the cycle then will be repeated again when the engine is running.[3] For a two-stroke of ICE, each piston will complete a cycle for every crankshaft revolution. The first stroke is where the piston is moving downward where the intake valve will open making the air-fuel mixture to flow through the chamber while the exhaust valve is closed. After a certain height of downward, the exhaust valve will open and the sparkplug ignite the mixture creating a blowdown causing the piston to move downward and shortly after that, the intake valves will open also making the mixture to flow in while the fumes still to flow out causing some of the mixture to flow out through the exhaust valves without combustion. The process will then repeat itself in that particular cycle.[4] The advantage of ICE is it can be used by most of the natural gas product such as gasoline, diesel fuel, and also biodiesel and hydrogen usage started to be vastly test to run the engine.[5] A carburetor is a part of a combustion engine in which the fuel is converted into vapor and mixed with a regulator amount of air for combustion in the cylinders. A float regulates the fuel level in a reservoir from which the fuel is sucked into the intake manifold at a restriction. The carburetor works based on the Bernoulli's principle which the faster the air moves, the lower its static pressure and the higher its dynamic pressure. The speed of the air flow being pulled into the engine actuates the carburetor mechanism thus determines the amount of fuel drawn into the airstream.[6] A fuel injection system (FIS) for petrol engine is a system that utilizes fuel injectors instead of carburetors. The difference between carburetors and fuel injection is that the fuel injection atomizes the fuel through a small nozzle under high pressure while carburetors will relies on the suction power created by the air intake that will accelerated air through a venturi tube to make the fuel into the airstream.[7] The fuel injection system has been in used since in the mid-1920s where it was first developed by Herbert Akroyd Stuart by using a jerk pump to pump out the fuel at high pressure to an injector. It was later being improved by Bosch to be used in diesel engines. FIS was vastly used in the World War II where most of the tanks and warplanes have been powered by direct fuel injection system for petrol by the Germany. The system works by determining the necessary amount of fuel, and its delivery into the engine or can be known as fuel metering.[8] The early production fuel metering were used by mechanical methods and as the time goes by, modern system use electronic metering which is more precise and smaller in size. In the present time, more researchers are trying to convert the internal combustion system engine into fuel injection system engine either standard fuel injection system or direct fuel injection system because in theoretically fuel injection system bring more benefits to the consumers and also to the environment compared to the internal combustion system.[9][10]
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EXPERIMENTAL SET UP Experimental Design
A fuel injection test rig was developed as shown in Figure 4.1. The fuel injection system composed of fuel tank, injection sensor, fuel pump 12V, AC-DC 12V inverter, fuel ball valve and fuel pressure regulator to adjust the injection pressure with the maximum pressure of 8 bar [11][12][13]. The fuel injection system was electronically controlled by the Electronic Control Unit (ECU) developed using Arduino software. The injection controller enable to adjust the injection timings (in ms) based on the desired experiment [14].
Figure 1: Schematic diagram of fuel injection system with control unit
Experimental Procedure In order to study the relationship between injection timings with the volume of fuel injected, the experiment was conducted with different variation of injection timing monitored by the controlling unit. Meanwhile, to study the effect of injection pressure on the volume of fuel injected, the experiment conducted at a different injection pressures [15]-[19]. This experiment is repeated at different injection timings. The injection pressures were adjusted by using the fuel pressure regulator. Then, for the data collection, the fuel injected into a beaker was weighed with electronic weight balance and recorded [20]-[22].
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Figure 2: Precisa Series 320 XB electronic weight balance used to measure weight of fuel injected
RESULTS AND DISCUSSION
Mass of Fuel vs. Injection Timing The Figure 11 shows there are a slightly different between the experiment result and the actual result. This is due to random error that cause by the student. Making the exact timing in stopping the injection flow system which sometime the student may or may not stop the machine too soon or sometimes too late before the times run out. The finite reaction of stopping the machine is not a mistake; it is just the limitation of one part of experimental process, the human making the mistake [23]-[25]. Random error can be reducing by averaging several measurements as shown in Table 1. Injection timing (ms)
1
2
3
Average
1.6
0.4255
0.4555
0.4464
0.442467
0.421
2
0.7004
0.7071
0.699
0.702167
0.7197
4
2.0318
2.0318
2.0415
2.035033
1.8169
8
4.789
4.789
4.7962
4.7914
4.1437
12
7.25
7.0525
6.6128
6.971767
6.2388
Mass of Fuel (g)
Actual
Table 1: Mass of fuel with constant pressure 4
Figure 3: Graph between mass of fuel vs. injection time
Mass of Water vs. Pressure Figure 4 show the amount of fuel in different type of pressure. The line represent different injection flow (1.6, 2, 4, 8 and 12 ms) which is constant during the experiment is conducted. The highest mass of fuel is by 12 ms of injection flow at the pressure 4 bar. This is because the higher the pressure, the faster the injections flow of fuel [26][27]. Pressure
Mass of fuel (g)
(bar)
1
2
3
Average
2
0.3572
0.3360
0.3231
0.3387
3
0.5746
0.5672
0.5783
0.5736
4
0.6060
0.5690
0.5637
0.5796
Table 2: Mass of fuel with Constant 1.6 ms Injection Time
Pressure
Mass of fuel (g)
(bar)
1
2
3
Average
2
0.4290
0.4279
0.4514
0.4361
3
0.7345
0.7332
0.7288
0.7322
4
0.8188
0.8190
0.8165
0.8181
Table 3: Mass of fuel with constant 2 ms injection time 5
Pressure
Mass of fuel (g)
(bar)
1
2
3
Average
2
1.0507
1.0540
1.0558
1.0535
3
1.7804
1.7837
1.7763
1.7801
4
2.0558
2.0697
2.0675
2.0643
Table 4: Mass of fuel with constant 4 ms injection time
Pressure
Mass of fuel (g)
(bar)
1
2
3
Average
2
2.3356
2.3432
2.3413
2.3399
3
4.0373
4.0349
4.0350
4.0357
4
4.7388
4.7300
4.7242
4.7310
Table 5: Mass of fuel with constant 8 ms injection time
Pressure
Mass of fuel (g)
(bar)
1
2
3
Average
2
4.9114
4.9417
4.9499
4.9343
3
6.2873
6.2879
6.2867
6.2873
4
7.3749
7.3581
7.3500
7.3610
Table 6: Mass of fuel with constant 12 ms injection time
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Figure 4: Graph between mass of fuel vs. pressure CONCLUSIONS In conclusion, a direct injection engine has more advantages compared to combustion engine. The advantages are smoother running engine, better throttle response, easier to start in cold state, more accurate adjustment to provide the fuel into the engine block thus making better fuel economy, more stable in idling, decreased in maintenance cost and also better in fuel efficiency [28]-[30]. The production of single cylinder direct injection engine should be introduced more in our country to make our country less carbon emission and provide better power while cost less. ACKNOWLEDGEMENTS Alhamdulillah after all of the hard work that had been poured by all of group member, the project had been successfully completed. With the imagination and brainstorming for almost fourteen week by all of group member this project are conducted smoothly. Special thanks to our lecturer , Dr. Kumaran a/l Kadirgama and Dr Muhammad Bin Mat Noor who involve in this project together with us by giving us a lot of interesting examples and inspect our work flow and at the same time lifted a little bit of pressure from us, thanks a lot sir. Also thanks to outer cycle of the group such as friends, relatives and family which also give moral support and indirectly injected a full spirit towards us. Last but not least to the entire group member, thanks and really appreciate for the commitment that you all showed through this project period. May all of our hard work give us a good result until the end. Thank you.
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