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Research Papers: Gas Turbines: Combustion, Fuels, and Emissions

Multisensing Fuel Injector in Turbocharged Gasoline Direct Injection Engines

[+] Author and Article Information
Fadi Estefanous

Mem. ASME
Wayne State University,
5050 Anthony Wayne Drive,
Detroit, MI 48202
e-mail: Fadi.Estefanous@wayne.edu

Shenouda Mekhael

Mem. ASME
Wayne State University,
5050 Anthony Wayne Drive,
Detroit, MI 48202

Tamer Badawy

Mem. ASME
Wayne State University,
5050 Anthony Wayne Drive,
Detroit, MI 48202
e-mail: Eng.tam@Gmail.com

Naeim Henein

Mem. ASME
Wayne State University,
5050 Anthony Wayne Drive,
Detroit, MI 48202
e-mail: Henein@eng.wayne.edu

Akram Zahdeh

Mem. ASME
2879 Cranbrook Ridge Court,
Rochester, MI 48306

1Corresponding author.

Contributed by the Combustion and Fuels Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received February 1, 2014; final manuscript received February 25, 2014; published online May 16, 2014. Editor: David Wisler.

J. Eng. Gas Turbines Power 136(11), 111502 (May 16, 2014) (7 pages) Paper No: GTP-14-1060; doi: 10.1115/1.4027555 History: Received February 01, 2014; Revised February 25, 2014

With the increasingly stringent emissions and fuel economy standards, there is a need to develop new advanced in-cylinder sensing techniques to optimize the operation of the internal combustion engine. In addition, reducing the number of on-board sensors needed for proper engine monitoring over the lifetime of the vehicle would reduce the cost and complexity of the electronic system. This paper presents a new technique to enable one engine component, the fuel injector, to perform multiple sensing tasks in addition to its primary task of delivering the fuel into the cylinder. The injector is instrumented within an electric circuit to produce a signal indicative of some injection and combustion parameters in electronically controlled spark ignition direct injection (SIDI) engines. The output of the multisensing fuel injector (MSFI) system can be used as a feedback signal to the engine control unit (ECU) for injection timing control and diagnosis of the injection and combustion processes. A comparison between sensing capabilities of the multisensing fuel injector and the spark plug-ion sensor under different engine operating conditions is also included in this study. In addition, the combined use of the ion current signals produced by the MSFI and the spark plug for combustion sensing and control is demonstrated.

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References

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Figures

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Fig. 1

Picture of the multisensing fuel injector (MSFI) system, and the piston

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Fig. 2

Schematic diagram of the multisensing fuel injector (MSFI) and spark plug ion current sensor system

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Fig. 3

Schematic diagram of the multisensing fuel injector (MSFI) and spark plug ion current sensor system

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Fig. 4

Location of the spark plug shown as point (1) with respect to the fuel injector tip shown as point (2)

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Fig. 5

Injection signal detected by a current probe and the MSFI electric circuit

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Fig. 6

Injection signals for two consecutive cycles detected by the current probe and the MSFI

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Fig. 7

Ion current signal obtained from MSFI (T = 125 N m at 1650 rpm)

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Fig. 8

Cycle-to-cycle variations reflected in pressure traces and MSFI signal

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Fig. 9

Combined in-cylinder sensing signals from MSFI and spark plug

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Fig. 10

Ion current signals from the spark plug and MSFI for the calculation of the flame speed from the start of ion current (engine speed = 2000 rpm, torque = 225 N m)

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Fig. 11

(a) Traces for two consecutive cycles to demonstrate cycle-to-cycle variation in flame speed. (Calculation based on start of ion current obtained from the spark plug and the MSFI.) (b) Traces for consecutive cycles to demonstrate cycle-to-cycle variation in flame speed, peak pressure, and CA50.

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Fig. 12

Electric signals produced by the current probe, MSFI, and spark plug at 2000 rpm and 50 N m

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Fig. 13

Electric signals from current probe, MSFI, and spark plug at 2000 rpm and 100 N m

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Fig. 14

Electric signals from current probe, MSFI, and spark plug at 2000 rpm and 150 N m

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Fig. 15

Comparison between MSFI and spark plug electric signals during a load sweep at 2000 rpm

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