VISVESVARAYA TECHNOLOGICAL UNIVERSITY

JnanaSangama, Belagavi – 590018

TECHNICAL SEMINAR REPORT

ON
“CRDI ENGINE”

Submitted in partial fulfillment of the requirements as a part of the

curriculum,

Bachelors of Engineering in Mechanical Engineering

Submitted by

S.P RAKSHITH
(1CR15ME079)

Under the Guidance of

Mr.Chidhananda R.S
Assistant Professor
Department of Mechanical Engineering

Department of Mechanical Engineering

CMR INSTITUTE OF TECHNOLOGY
132, AECS Layout, Kundalahalli, ITPL Main Rd, Bengaluru – 560037
2018-19
 CMR INSTITUTE OF TECHNOLOGY
132, AECS Layout, Kundalahalli colony, ITPL Main Rd, Bengaluru-560037
Department of Mechanical Engineering

CERTIFICATE
Certified that the project work entitled “CRDI ENGINE” is a bonafide work carried out by Mr.
S.P RAKSHITH bearing USN 1CR15ME079 a bonafide students of CMR Institute of
Technology in partial fulfillment for of the requirements as a part of the curriculum,
BACHELOR OF ENGINEERING IN MECHANICAL ENGINEERING, of VISVESVARYA
TECHNOLOGICAL UNIVERSITY, BELAGAVI during the year 2018-19. It is certified that
all correction/suggestion indicated for Internal Assessment have been incorporated in the report
deposited in the departmental library. The project report has been approved as it satisfies the
academic requirements in respect of the project work prescribed for the bachelor of engineering
degree.

(Chidhananda R.S) (Dr. Vijayanand Kaup)

Signature of the Guide Signature of the HOD

 DECLARATION

I, student of Eighth Semester, B.E, Mechanical Engineering, CMR Institute of Technology,

declare that the seminar titled “CRDI Engine” has been carried out by me and submitted in
partial fulfillment of the course requirements for the award of degree in Bachelor of
Engineering in Mechanical Engineering of Visvesvaraya Technological University,
Belagavi, during the academic year 2018-2019

Mr. S.P RAKSHITH

(1CR15ME079)

Place: Bengaluru
Date:09-04-2019
 ACKNOWLEDGEMENT

It is my proud privilege and duty acknowledge the kind of help and guidance received from
several people in preparation of this report. It would have not been possible to prepare this report
in this form without their valuable help, co-operation and guidance.

I would like to express my deep sense of gratitude to our principal Dr. Sanjay Jain, CMRIT
Bengaluru for his motivation and creating as inspiring atmosphere in the college by providing
state of art facilities for preparation and delivery of seminar.

My sincere thanks to Dr. Vijayanand Kaup, Head of Dept. of Mechanical Engineering for his
whole-hearted support for completion of the seminar.

I am highly indebted to my seminar guide Asst.Prof. Chidhananda R.S for guiding and giving
timely advice and suggestion in the successful completion of seminar.

Last but not least, I would like to thank the Teaching and Non-Teaching staff of Mechanical
Engineering department. I would like to thank one and all who have helped me during the course
of this seminar.

S.P RAKSHITH
1CR15ME079
 ABSTRACT

Because of the increasing concerns of the engine emissions from diesel engines, Common rail
direct injection system is developed, which offers unlimited possibilities to control the fuel
injection and to offers potential to meet the stringent emission legislations.

This research word presents the development and the experiment investigation of the simpler
version of the common rail direct injection (CRDI) system for a constant speed single cylinder
engine. Extensive modifications in the cylinder hard for accommodating solenoid valve injector,
designing of the injection driver circuit and the development of high pressure stage and its
controlling are the important development tasks undertaken for this CRDI system.

The test engine was operated at a constant speed, constant fuel injection pressure with different
start of injection timing and varying engine loads. Injections timing were varied from 25 – 40
Degree BTDC for investigating engine’s performance, emission and combustion characteristics.
Advanced fuel injection showed lower BSFC, BSEC and higher BTE compared to retarded fuel
injecting timing.

There was reduction in engine emissions except no due to earlier start of combustion in case of
advanced injection timings. There was no significant effect of injection timings on CO
emissions, The retarded fuel injection led to poorer combustion results due to shorter ignition
delay period.
 CONTENTS

CHAPTER-1 Introduction 01

CHAPTER-2 Literature Review 04

CHAPTER-3 Basic Principle of CRDI 05

CHAPTER-4 Components of CRDI 10

CHAPTER-5 Method of Operation 15

CHAPTER-6 Advantages and Future Trends 17

CHAPTER-7 Conclusion 20
 LIST OF FIQURES

1. Schematic diagram of CRDI

2. Basic Structure and components DI System
3. Pressure circuits
4. High pressure Injection
5. Injection Stages
6. Pre-Supply Pump
7. High Pressure Pump
8. Fuel Rail
9. Pressure Limiting Valve
10. Fuel Injector
11. Microcomputer
12. Sensors
13. Particle Filter
CRDI ENGINE 2018-2019

CHAPTER 1:

INTRODUCTION
1.1 FUEL INJECTION IN DIESEL ENGINES

Mechanical and electronic injection

Older engines make use of a mechanical fuel pump and valve assembly which is driven by
the engine crankshaft, usually via the timing belt or chain. These engines use simple
injectors which are basically very precise spring-loaded valves which will open and close at
a specific fuel pressure. The pump assembly consists of a pump which pressurizes the fuel,
and a disc-shaped valve which rotates at half crankshaft speed. The valve has a single
aperture to the pressurized fuel on one side, and one aperture for each injector on the other.
As the engine turns the valve discs will line up and deliver a burst of pressurized fuel to the
injector at the cylinder about to enter its power stroke. The injector valve is forced open by
the fuel pressure and the diesel is injected until the valve rotates out of alignment and the
fuel pressure to that injector is cut off. Engine speed is controlled by a third disc, which
rotates only a few degrees and is controlled by the throttle lever. This disc alters the width of
the aperture through which the fuel passes, and therefore how long the injectors are held
open before the fuel supply is cut, controlling the amount of fuel injected.

This contrasts with the more modern method of having a separate fuel pump (or set of
pumps) which supplies fuel constantly at high pressure to each injector. Each injector then
has a solenoid which is operated by an electronic control unit, which enables more accurate
control of injector opening times depending on other control conditions such as engine speed
and loading, resulting in better engine performance and fuel economy. This design is also
mechanically simpler than the combined pump and valve design, making it generally more
reliable, and less noisy, than its mechanical counterpart.

Both mechanical and electronic injection systems can be used in either direct or indirect
injection configurations.

Indirect injection

An indirect injection diesel engine delivers fuel into a chamber off the combustion chamber,
called a prechamber, where combustion begins and then spreads into the main combustion
chamber.

Direct injection

Modern diesel engines make use of one of the following direct injection methods:

1) Distributor pump direct injection

The first incarnations of direct injection diesels used a rotary pump much like indirect
injection diesels, however the injectors were mounted directly in the top of the

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combustion chamber rather than in a separate pre-combustion chamber. Examples are

vehicles such as the Ford Transit and the Austin Rover Maestro and Montego with their
Perkins Prima engine. The problem with these vehicles was the harsh noise that they
made and particulate (smoke) emissions. This is the reason that in the main this type of
engine was limited to commercial vehicles (the notable exceptions being the Maestro,
Montego and Fiat Croma passenger cars). Fuel consumption was about 15% to 20%
lower than indirect injection diesels which for some buyers was enough to compensate
for the extra noise.

2) Common rail direct injection

In older diesel engines, a distributor-type injection pump, regulated by the engine,

supplies bursts of fuel to injectors which are simply nozzles through which the diesel is
sprayed into the engine's combustion chamber.

In common rail systems, the distributor injection pump is eliminated. Instead an

extremely high pressure pump stores a reservoir of fuel at high pressure - up to 1,800 bar
(180MPa) - in a "common rail", basically a tube which in turn branches off to computer-
controlled injector valves, each of which contains a precision-machined nozzle and a
plunger driven by a solenoid.

Most European automakers have common rail diesels in their model lineups, even for
commercial vehicles. Some Japanese manufacturers, such as Toyota, Nissan and recently
Honda, have also developed common rail diesel engines.

3) Unit direct injection

This also injects fuel directly into the cylinder of the engine. However, in this system the
injector and the pump are combined into one unit positioned over each cylinder. Each
cylinder thus has its own pump, feeding its own injector, which prevents pressure
fluctuations and allows more consistent injection to be achieved. This type of injection
system, also developed by Bosch, is used by Volkswagen AG in cars (where it is called
Pumpe Düse - literally "pump nozzle"), and most major diesel engine manufacturers, in
large commercial engines (Cat, Cummins, Detroit Diesel). With recent advancements, the
pump pressure has been raised to 2,050 bar (205 MPa), allowing injection parameters
similar to common rail systems.

1.2 CRDI (COMMON RAIL DIESEL INJECTION)

CRDI stands for Common Rail Direct Injection meaning, direct injection of the fuel into the
cylinders of a diesel engine via a single, common line, called the common rail which is
connected to all the fuel injectors.

Whereas ordinary diesel direct fuel-injection systems have to build up pressure anew for each
and every injection cycle, the new common rail (line) engines maintain constant pressure
regardless of the injection sequence. This pressure then remains permanently available

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throughout the fuel line. The engine's electronic timing regulates injection pressure according
to engine speed and load. The electronic control unit (ECU) modifies injection pressure
precisely and as needed, based on data obtained from sensors on the cam and crankshafts. In
other words, compression and injection occur independently of each other. This technique
allows fuel to be injected as needed, saving fuel and lowering emissions.

More accurately measured and timed mixture spray in the combustion chamber significantly
reducing unburned fuel gives CRDi the potential to meet future emission guidelines such as
Euro V. CRDi engines are now being used in almost all Mercedes-Benz, Toyota, Hyundai,
Ford and many other diesel automobiles.

Figure 1 Schematic diagram of CRDI

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CHAPTER 2:

LITERATURE REVIEW
2.1 A method for Combustion Phasing Control use Cylinder Pressure measurement in a
CRDI Diesel Engine

The start of combustion (SOC) in the combustion chamber has a considerable influence
upon all performances of the engine. In this paper, cylinder pressure was investigated as a
means for the closed-loop SOC control of a common-rail direct injection (CRDI) diesel
engine. In order to detect the SOC, the crank angle position where the difference pressure
became 10 bar was selected as the pressure variable. Using this pressure variable as a
feedback variable, an adaptive feed forward control was proposed. The feed forward
controller consisted of the radial basis function network (RBFN) and the feedback error
learning method, which was used for the training of the network. The proposed SOC control
strategy showed a far better regulation performance than that of the linear feedback
controller. A further extension of the strategy based on the individual cylinder pressure
feedback, the individual cylinder SOC control strategy, effectively reduced cylinder-by-
cylinder SOC variation in steady and transient engine operations.[1]

2.2 New Direct Fuel Injection Engine Control Systems for Meeting Future Fuel Economy
Requirements and Emission Standards

Recently, the need to reduce CO2 levels has made increased fuel economy an urgent matter
in Japan and Europe. Use of the highly efficient diesel engine is expected to increase and
measures against emissions such as soot are a major problem. Gasoline engines, on the other
hand, are more sustainable in terms of exhaust emissions, and are steadily approaching the
diesel engine in terms of fuel economy as well. Since introducing a direct fuel injection
engine control system in 1997, the Hitachi Group has continued to develop and manufacture
system control and the main components for it, and now we are expanding into Europe as
well. [2]

Figure 2 Basic Structure and components of Direct Fuel Injection System

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CHAPTER 3:

BASIC PRINCIPLE OF CRDI

3.1 OVERVIEW

Compared with petrol, diesel is the lower quality fuel from petroleum family. Diesel
particles are larger and heavier than petrol, thus more difficult to pulverize. Imperfect
pulverization leads to more unburned particles, hence more pollutant, lower fuel efficiency
and less power. Common-rail technology is intended to improve the pulverization process.

To improve pulverization, the fuel must be injected at a very high pressure, so high that
normal fuel injectors cannot achieve it. In common-rail system, the fuel pressure is
implemented by a very strong pump instead of fuel injectors. The high-pressure fuel is fed to
individual fuel injectors via a common rigid pipe (hence the name of "common-rail"). In the
current first generation design, the pipe withstands pressures as high as 1,600 bar or 20,000
psi. Fuel always remains under such pressure even in stand-by state. Therefore whenever the
injector (which acts as a valve rather than a pressure generator) opens, the high-pressure fuel
can be injected into combustion chamber quickly. As a result, not only pulverization is
improved by the higher fuel pressure, but the duration of fuel injection can be shortened and
the timing can be more precisely controlled.

Solenoid or piezoelectric valves make possible fine electronic control over the fuel injection
time and quantity, and the higher pressure that the common rail technology makes available
provides better fuel atomisation. In order to lower engine noise, the engine'selectronic
control unit can inject a small amount of diesel just before the main injection event ("pilot"
injection), thus reducing its explosiveness and vibration, as well as optimising injection
timing and quantity for variations in fuel quality, cold starting and so on. Some advanced
common rail fuel systems perform as many as five injections per stroke.

In common rail systems, a high-pressure pump stores a reservoir of fuel at high pressure up
to and above 2,000 bars (29,000 psi). The term "common rail" refers to the fact that all of
the fuel injectors are supplied by a common fuel rail which is nothing more than a pressure
accumulator where the fuel is stored at high pressure. This accumulator supplies multiple
fuel injectors with high-pressure fuel. This simplifies the purpose of the high-pressure pump
in that it only has to maintain a commanded pressure at a target (either mechanically or
electronically controlled).
The fuel injectors are typically ECU-controlled. When the fuel injectors are electrically
activated, a hydraulic valve (consisting of a nozzle and plunger) is mechanically or
hydraulically opened and fuel is sprayed into the cylinders at the desired pressure. Since the
fuel pressure energy is stored remotely and the injectors are electrically actuated, the
injection pressure at the start and end of injection is very near the pressure in the
accumulator (rail), thus producing a square injection rate. If the accumulator, pump and
plumbing are sized properly, the injection pressure and rate will be the same for each of the
multiple injection events.

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3.2 PRESSURE CIRCUITS

Figure 3 Pressure circuits

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LOW PRESSURE FUEL CIRCUIT

Low pressure Fuel pump

Low pressure Fuel pump is either an electric fuel pump with pre-filter or a gear type fuel
pump. The pump draws the fuel from the fuel tank and continually delivers the required
quantity of fuel in the direction of high pressure fuel pump.

Fuel Sender
It is located into the fuel tank and measures amount of fuel contained in fuel tank.

Fuel Filter
It is located between low pressure fuel pump and high pressure fuel pump and filters the fuel
delivered from the fuel tank.

HIGH PRESSURE FUEL CIRCUIT

High pressure Fuel Pump

It compresses fuel up to 1600 bar and delivers the compressed fuel to common rail.

Common Rail
It is connected with the high pressure fuel pump and the injectors by the high pressure fuel
pipes. This rail stores the fuel compressed by the high pressure pump. The ECM controls the
fuel pressure of the common rail by using the rail pressure sensor and the rail pressure
regulator valve installed on the common rail.

Injector
The injector injects the high pressure fuel stored into the common rail into the cylin der by the
ECM control signal.

High pressure fuel pipe

High Pressure Fuel Pipe is a channel in high pressure Fuel Circuit consisting of the high
pressure fuel pump, the common rails, and injectors. It is a steel tube which can withstand
high frequency generated when the fuel pressure the maximum pressure or fuel injection
stops.

3.3 INJECTION STAGES

Due to extremely quick reactions in millisecond range upto five separate injection process can
be achieved per cycle. In addition to main injection process, pre and post processes are also
possible.

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Pre Injection/Pilot Injection

During this stage a small amount of diesel is injected just before the main injection event thus
reducing vibration as well and optimising injection timing and quantity for variation in fuel
quality and cold starting. It moderates the acoustic hardness so called racking in the
combustion process.

Main Injection
It is the main event during which compression occurs and charge is ignited thereafter.

Post Injection
It injects small amount of fuel during the expansion phase thus creating small scale
combustion after the normal combustion takes place. This further eliminates the unburned
particles and also increases the exhaust flow temperature thus reducing the pre-heat time of
the catalytic converter. In short, "post-combustion" cuts pollutants.

Figure 4 High pressure Injection

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Figure 5 Injection Stages

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CHAPTER 4:

COMPONENTS OF CRDI

4.1 PRE-SUPPLY PUMP

Figure 6 Pre-Supply Pump

The electric fuel pump comprises of:

1. Electric Motor
2. Roller-Cell Pump
3 .Non return valve

4.2 HIGH PRESSURE PUMP

The high Pressure pump is the interface between the low pressure and high pressure stages.
Its function is to make sure there is always sufficient fuel under pressure available in all
engine operating conditions. At the same time it must operate fort the entire service life of
the vehicle. This includes providing a fuel reserve that is required for quick engine starting
and rapid pressurization in the fuel rail.

The high pressure pump constantly maintains a system pressure of upto 1600-2000 bar in the
high pressure accumulator. As a result, the fuel does not have to be pressurized during the
fuel injection cycle.

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Figure 7 High Pressure Pump

4.3 FUEL RAIL (HIGH PRESSURE ACCUMULATOR)

The function of high pressure accumulator is to maintain the fuel at high pressure. In so
doing, the accumulator volume has to dampen pressure fluctuations caused by the fuel
pulses delivered by the pump and the fuel injection cycles. This ensures that, when the
nozzles open, the injection pressure remains constant. The fuel rail also acts as a fuel
distributor.

Figure 8 Fuel Rail

4.4 PRESSURE LIMITING VALVE

The function of the pressure limiting valve is equivalent to that of a pressure relief valve.
The pressure limiting valve limits the pressure in the fuel rail by opening a pressure outlet
when the pressure exceeds the specific limit.

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Figure 9 Pressure Limiting Valve

4.5 NOZZLE (FUEL INJECTION)

A fuel injector is nothing but an electronically controlled valve. It is supplied with

pressurized fuel by the fuel pump, and it is capable of opening and closing many times per
second. When the injector is energized, an electromagnet moves a plunger that opens the
valve, allowing the pressurized fuel to squirt out through a tiny nozzle.
The nozzle is designed to atomize the fuel -- to make as fine a mist as possible so that it can
burn easily. The amount of fuel supplied to the engine is determined by the amount of time
the fuel injector stays open. This is called the pulse width, and it is controlled by the ECU.
The injectors are mounted in the intake manifold so that they spray fuel directly at the intake
valves.
A pipe called the fuel rail supplies pressurized fuel to all of the injectors. Each injector is
complete and self-contained with nozzle, hydraulic intensifier, and electronic digital valve.
At the end of each injector, a rapid-acting solenoid valve adjusts both the injection timing
and the amount of fuel injected. A microcomputer controls each valve's opening and closing
sequence.

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Figure 10 Fuel Injector

4.6 MICROCOMPUTER & SENSORS

The new direct-injection motors are regulated by a powerful microcomputer linked via CAN
(Controller Area Network) data bus to other control devices on board. These devices
exchange data. The engine's electrical controls are a central element of the common rail
system because regulation of injection pressure and control of the solenoid valves for each
cylinder - both indispensable for variable control of the motor - would be unthinkable
without them. This electronic engine management network is a critical element of the
common rail system because only the speed and spontaneity of electronics can ensure
immediate pressure injection adjustment and cylinder-specific control of the injector
solenoid valves.

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Figure 11 Microcomputer

Figure 12 Sensors

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CHAPTER 5:

METHOD OF OPERATION
In the common rail pressure accumulator fuel injection system, the functions of pressure
generation and the fuel injection are separate. The EDC electronics-control system controls the
individual fuel injection components.

5.1 PRESSURE GENERATION

A continuously operating high pressure pump driven by the engine produces the desired
injection pressure. As that pressure is stored in the pressure accumulator, it is largely
independent of engine speed and injected fuel quantity. The speed of high pressure pump is
directly proportional to the engine speed as it driven by a system with a fixed transmission
ratio. Because of the almost uniform injection pattern the high pressure pump can be
significantly smaller and designed for a lower peak drive system torque than conventional
fuel injection system.

5.2 FUEL INJECTION

The nozzles inject the fuel directly into the engine’s combustion chambers. They are
supplied by high pressure fuel lines connected to the fuel rail. A nozzle consists essentially
of an injector nozzle and a fast switching solenoid valve that controls the injectors nozzle by
means of mechanical actuators. The electronic engine control unit controls the solenoid
valve.

At a constant system pressure, the quantity injected is proportional to the length of time that
the solenoid valve is open and thus entirely independent of the engine or pump speed (time
based fuel injection system)

5.3 CONTROL
With the aid of range of sensors, the engine control unit records the accelerator-pedal
position and the current status of engine and the vehicle. The data collected includes:

 The crankshaft angle of rotation.

 The camshaft speed
 The fuel rail pressure
 The charge air pressure
 The temperature of intake air, engine coolant and fuel.
 The mass of the air charge.
 The road speed of the vehicles etc.

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The control analyzes the input signal and calculates with in a split seconds the control
signals required for the high pressure pumps, the nozzle and the other actuators. The later
may include the exhaust gas re circulation valve or the charge air actuator.
The extremely fast switching time demanded of the nozzles is achieved with a aid off
optimized high pressure solenoid valves and special control methods.
The position time system matches the start of injection to the rotation of the engine using the
data from the crankshaft and the camshaft sensors. The electronic diesel control makes it
possible to precisely meter the fuel injection. In addition, EDC offers potential for response.

5.4 ADDITIONAL FUNCTIONS

Additional control functions perform the task of reducing exhaust gas emission and fuel
consumption or providing added safety and convenience. Some examples are:

 Control of exhaust gas re circulation.

 Charge air pressure control
 Cruise control
 Electronic immobilizer.

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CHAPTER 6:
ADVANTAGES, APPLICATIONS & FUTURE TRENDS
6.1 ADVANTAGES

S.No Normal Diesel Engine CRDI engine

1 Pressure range from 200-400 bar
2 Indirect injection of fuel
3 Noisy Engine
4 Fuel Injection Pressure Varies
5 Mechanical metering of fuel
quantity
6 Fuel Injection timing mechanically
controlled by fuel injection pump
7 High Fuel consumption at low
engine speed
8 High Emission at low engine speed
9 More particulate emission
Uniform Pressure exceeding 1200 bar
Direct Injection of high pressure fuel
Less Engine Noise
Fuel Injection Pressure Remain constant
Electronically control metering of fuel
Electronically controlled injection timing &
independent of engine speed
Low fuel consumption at all engine speed
Low emission at all engine speed
Reduce particulate emission

6.2 APPLICATIONS
The pressure accumulator common rail fuel injection system for diesel engines with direct
injection is used in following type of vehicles:

 Cars ranging from economy models with 3 cylinders 0.8 litre engine producing 30kw of
power and 100 N-m torque, and with fuel consumption of 3.5 litres 100km to luxury
sedans with 8 cylinders 3.9 litres engines developing 180kw of power and 560 N-m of
torque.
 Light commercial; vehicle with power output of up to 30kw/cylinder
 Heavy duty trucks, railway locomotives and ships with engines producing upto
200kw/cylinder
The common rail system offers a significantly higher level of adaptability to engine design on
the part of the fuel injection system than cam operated as evidenced by:

 Better fuel efficiency

 Higher torque
 Lower green house gas emission
 Wide range of applications
 High injection pressure
 Variable injection timing

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6.3 FUTURE TRENDS

5.1 Ultra-High Pressure Common–Rail Injection:

Newer CRDI engines feature maximum pressures of 1800 bar. This pressure is up to 33% higher
than that of first-generation systems, many of which are in the 1600-bar range. This technology
generates an ideal swirl in the combustion chamber which, coupled with the common-rail
injectors’ superior fuel-spray pattern and optimized piston head design, allows the air/fuel
mixture to form a perfect vertical vortex resulting in uniform combustion and greatly reduced
NOx (nitrogen oxide) emissions. The system realizes high output and torque, superb fuel
economy, emissions low enough to achieve Euro Stage IV designation and noise levels the same
as a gasoline engines. In particular, exhaust emissions and Nox are reduced by some 50% over
the current generation of diesel engines.

5.2 CRDI and Particle Filter:

Figure 13 Particle Filter

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Particle emission is always the biggest problem of diesel engines. While diesel engines emit
considerably less pollutant CO and Nox as well as green house gas CO2, the only shortcoming is
excessive level of particles. These particles are mainly composed of carbon and hydrocarbons.
They lead to dark smoke and smog which is very crucial to air quality of urban area, if not to the
ecology system of our planet.

Basically, particle filter is a porous silicon carbide unit; comprising passageways which has a
property of easily trapping and retaining particles from the exhaust gas flow. Before the filter
surface is fully occupied, these carbon / hydrocarbon particles should be burnt up, becoming
CO2 and water and leave the filter accompany with exhaust gas flow. The process is called
regeneration.

Normally regeneration takes place at 550° C. However, the main problem is: this temperature is
not obtainable under normal conditions. Normally the temperature varies between 150° and
200°C when the driving in town, as the exhaust gas is not in full flow.

The new common-rail injection technology helps solving this problem. By its high-pressure,
precise injection during a very short period, the common-rail system can introduce a "post-
combustion" by injecting small amount of fuel during expansion phase. This increases the
exhaust flow temperature to around 350°C.

Then, a specially designed oxidizing catalyst converter locating near the entrance of the particle
filter unit will combust the remaining unburnt fuel come from the "post-combustion". This raises
the temperature further to 450° C.

The last 100°C required is fulfilled by adding an addictive called Eolys to the fuel. Eolys lowers
the operating temperature of particle burning to 450° C, now regeneration occurs. The liquid-
state additive is store in a small tank and added to the fuel by pump. The PF unit needs to be
cleaned up every 80,000 km by high-pressure water, to get rid of the deposits resulting from the
additive.

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CHAPTER 7:

CONCLUSION

The seminar that I had taken is CRDI system from which we reached to the conclusion that CRDI
technology revolutionized diesel engines and also petrol engines (by introduction of GDI
technology). By introduction of CRDI a lot of advantages are obtained, some of them are:

 More power is developed.

 Increased fuel efficiency. Reduced noise
 More Stability.
 Pollutants are reduced.
 Particulates of exhaust are reduced.
 Exhaust gas recirculation is enhanced.
 Precise injection timing is obtained.
 Pilot and post injection increase the combustion quality.
 More pulverization of fuel is obtained.
 A very high injection pressure can be achieved.
 The powerful microcomputer makes the whole system more perfect. It doubles the torque at
lower engine speeds.

The main disadvantage is that this technology increase the cost of the engine.Also this
technology cant be employed to ordinary engines.

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REFERENCES

[1] Maru Yoon, Kangyoon Lee, and Myoungho Sunwoo. “A method for combustion phasing
control using cylinder pressure measurement in a CRDI diesel engine.” Hyundai-Kia Motor
Company, 772-1.

[2] T. Shiraishi et al., “Study on Mixture Formation of Direct Injection Engines,” Transaction of
Automotive Engineers of Japan, Inc. Vol. 33, No. 4 (Oct. 2002) in Japanese.

[3] http://en.wikipedia.org/wiki/Common_rail.

[4] Kouremenos D. A. and Hountalas D. T. Development and validation of a detailed fuel

injection system simulation model for diesel engines. SAE Technical Papers, 01(0527), 1999.

[5] Covington J. P. Modernizing the fixed-venturi carburettor. Automotive Engineering, 82(7),

1974.

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