Gasoline Direct Injection

Port Fuel Injection uses a small port on the outside of the cylinder on the engine.

It works a little like this. Fuel is injected, at a determined amount by the computer, into the air intake system. It is made available to the outside of the intake valve. When the intake valve opens the fuel is drawn into the combustion chamber and ignited by the spark plug. The burning process of the fuel shoves the piston down creating power to spin the engine.

The Gasoline Direct Injection process is a little different:

You wont find a port for fuel to spray in this engine. In a GDI engine the intake opens and draws air in the combustion chamber to compress it. Then at the right time, which is determined by the computer, an injector sprays fuel directly into the combustion chamber then it is ignited by a spark plug to burn the fuel.

Why switch to a GDI? When trying to meet the ever increasing cafe standards enforced upon the auto makers they are having to always try to come up with new ways of squeezing more and more mileage out of every drop of fuel. The GDI system allows for more precise fuel control and delivery. With the fuel being directly sprayed in the combustion chamber area, it allows for more power and better fuel economy.

Gasoline Direct Injection

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With the launch of the Hartridge Excalibur GDi Master, Delphi is now expanding its GDi service program offering in North America to include GDi and multiport gas fuel injector testing equipment. The Excalibur GDi Master is capable of providing up to 250 bar, and powerful flow and injection per minute rates allow it to test coil and piezo injectors of both GDi & PFI technology types.

A typical gasoline direct injection system consists of several components: fuel injectors, a fuel rail, a rail pressure sensor, a medium-pressure fuel pump, and cam and crank position sensors. The components serve distinct functions: the pump pressurizes the fuel from about 3-4 bar (40-60 psi) to between 100-300 bar (1500-4500 psi). The fuel injectors spray the fuel directly into the cylinders. The fuel rail delivers fuel from the pump to the injectors, and the rail pressure sensor measures the pressure in the rail and sends a signal back to the engine control unit (ECU) indicating the current pressure in the rail.

Feature papers represent the most advanced research with significant potential for high impact in the field. A FeaturePaper should be a substantial original Article that involves several techniques or approaches, provides an outlook forfuture research directions and describes possible research applications.

Abstract:Particulate Matter (PM) emissions from gasoline direct injection (GDI) engines, particularly Particle Number (PN) emissions, have been studied intensively in both academia and industry because of the adverse effects of ultrafine PM emissions on human health and other environmental concerns. GDI engines are known to emit a higher number of PN emissions (on an engine-out basis) than Port Fuel Injection (PFI) engines, due to the reduced mixture homogeneity in GDI engines. Euro 6 emission standards have been introduced in Europe (and similarly in China) to limit PN emissions from GDI engines. This article summarises the current state of research in GDI PN emissions (engine-out) including a discussion of PN formation, and the characteristics of PN emissions from GDI engines. The effect of key GDI engine operating parameters is analysed, including air-fuel ratio, ignition and injection timing, injection pressure, and EGR; in addition the effect of fuel composition on particulate emissions is explored, including the effect of oxygenate components such as ethanol. Keywords: PM emissions; GDI engines; particulate; particle number; fuel effects; biofuels; oxygenates

The push toward smaller, fuel efficient, yet powerful engines has driven the development of several key technologies. Gasoline direct injection (GDI) and turbochargers are now common features of passenger cars and light trucks. By 2020, industry experts predict that nearly every new vehicle will feature GDI technology, and the vast majority will be turbocharged (TDGI).

As shown in the diagram, exhaust gases commonly exceeding 1,000F spin a turbine which drives the compressor that draws ambient air used to pressurize the combustion chamber. The added oxygen combined with direct injection and advanced engine tuning helps the engine burn fuel more efficiently, boosting fuel economy. It also allows the engine to burn more fuel for increased power. Motorists enjoy the performance and fuel economy they demand, while automakers meet increasingly strict CAFE (Corporate Average Fuel Economy) requirements.

Gasoline direct injection delivers accurate and rapid distribution of atomized gasoline. While traditional fuel-injection systems spray fuel into a manifold, GDI systems locate the injectors in the combustion chamber, which enables much more control over the amount of fuel injected and timing of fuel injection, improving combustion efficiency. Spraying the fuel directly into the chamber also provides in cylinder cooling, which helps allow higher compression ratios, increasing efficiency. GDI engines use a mixture of 40 parts (or more) air to one part fuel during light loading, while traditional gasoline engines use a mixture close to 14.7 parts air to one part fuel. The 40:1 ratio means less fuel is burned during combustion, resulting in better fuel economy.

Advanced automotive technology, including turbochargers and gasoline direct injection, requires high-quality motor oil to perform and last as designed. AMSOIL synthetic motor oil enables modern engines to achieve their full potential and service life. It provides superior protection against extreme heat and the harmful deposits that can plague turbochargers and features high film strength to guard against

HIGHLIGHTSOC obtained from different protocols is consistent with peak release temperature.GDI vehicle had higher emissions under cold-start but not aggressive cycles.The emissions from GDI vehicle were less volatile than PFI vehicle.

ABSTRACTTo better understand carbonaceous aerosol emissions from gasoline vehicles, a gasoline direct injection (GDI) vehicle with and without a gasoline particle filter (GPF) installed and a port fuel injection (PFI) vehicle were tested on a chassis dynamometer using standard emission drive cycles. Carbonaceous particles emitted from the vehicles were collected on quartz filters and analyzed using three different thermal optical protocols to assess the sensitivity of organic carbon (OC) and elemental carbon (EC) emission estimates to the methods, showing OC obtained by the IMPROVE and EC by the NIOSH protocol was the lowest. Compared to the PFI vehicle, the GDI vehicle had higher EC and OC emissions under cold-start cycles by 1415% and 46%, respectively. However, the OC emission from the PFI vehicle was higher than GDI during an aggressive driving cycle by 146%. By considering OC collected on a quartz filter behind a Teflon filter, the emissions from PFI vehicle were found to be more volatile than the GDI vehicle. This is consistent with the OC forming characteristics for GDI and PFI engines, which are pyrolyzed particles from incomplete combustion and incomplete volatilization of fuel droplets, respectively. Generally, the particle phase OC emissions from gasoline engines are more volatile than other sources (e.g., biomass burning), supported by the very low level of pyrolyzed organic carbon (POC) and small differences among protocols in the current study. Once the GDI vehicle was equipped with a GPF, the removal efficiency of EC was > 98%, but OC emissions could increase as a result of regeneration, suggesting that the effect of a GPF on total carbon emitted to the atmosphere needs further evaluation, especially considering the formation of secondary organic aerosol.

1 INTRODUCTIONGasoline vehicle engines are generally known to emit less black carbon (BC) and total particle mass than those in diesel vehicles (Gordon et al., 2014). However, equipping diesel vehicles with diesel particle filters (DPF) has significantly reduced particle emissions, which has been shown in the laboratory test (Valverde and Giechaskiel, 2020) and on-road measurements (Preble et al., 2015; Chao et al., 2020). To further improve air quality, it is thus increasing important to focus on reducing emissions from gasoline vehicles. Gasoline direct injection (GDI) vehicles have many advantages over traditional port fuel injection (PFI) vehicles (Munoz et al., 2018) including improved fuel economy, more precise fuel injection control, less fuel pumping loss, higher compression, and charge air cooling (Chan et al., 2014). However, GDI vehicles have also been found to have higher particulate matter (PM) and BC emissions compared to traditional port fuel injection (PFI) vehicles (Saliba et al., 2017; Chan et al., 2014, 2012). The increased PM and BC emissions are due to incomplete gasoline vaporization and combustion, caused by the difference in fuel injection method and mixture preparation (Maricq et al., 2012; Zimmerman et al., 2016b; Chan et al., 2014, 2012). To reduce particle emissions from GDI vehicles, gasoline particle filters (GPF) have been developed and their use is becoming increasingly common (Munoz et al., 2018; Chan et al., 2014, 2012).

The particles emitted by vehicles are primarily composed of carbonaceous chemical species, broadly consisting of organic carbon (OC) and elemental carbon (EC) (Zhang et al., 2009; Lin et al., 2020). The characteristics of carbonaceous aerosols emitted by diesel vehicles have been studied extensively, whereas research on gasoline vehicle particle composition remains limited, with a relatively small number of studies reporting OC and EC emissions (Cai et al., 2017; May et al., 2013; Chan et al., 2016; Lim et al., 2021). OC emissions are complex, given that they are a mixed state of both particle and gas phase organic compounds, with semivolatile organic compounds (SVOC) dynamically partitioning between phases (Miersch et al., 2019). Such partitioning depends upon exhaust and ambient air conditions such as temperature and molecular structure, including the influence of rapid atmospheric oxidation (Zhang et al., 2013, 2016). This significantly complicates the sampling and measurement of OC emissions and assessment of their overall impact on ambient PM levels. The amount of gaseous SVOC and intermediate volatility species (IVOC), which are, at least partially adsorbed on a quartz filter when sampling, can be estimated by measuring OC on a quartz filter behind a Teflon filter (QBT) (May et al., 2013; Zhang et al., 2013, 2016; Chow et al., 2001; Cheng et al., 2010). e24fc04721