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Fuel Injection Placement

Fuel Injection Placement. Bryce Tillman David Mengelkoch. Fuel Injection VS. Carburetion. Changed an originally carbureted intake to use fuel injection (FI) Advantages: Easier to tune Fewer parts Easier maintenance Adapts to environmental conditions. Our Project.

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Fuel Injection Placement

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  1. Fuel Injection Placement Bryce Tillman David Mengelkoch

  2. Fuel Injection VS. Carburetion • Changed an originally carbureted intake to use fuel injection (FI) • Advantages: • Easier to tune • Fewer parts • Easier maintenance • Adapts to environmental conditions

  3. Our Project • KTM 525 4-stroke engine • Fuel Injected • E-85 • Turbocharged • Intercooled • Intake system restriction

  4. Co-Flow and Opposing Flow • Co-Flow: fuel is injected in the same direction as the air stream entering the engine • Opposing Flow: fuel is injected in the opposite direction as the air stream entering the engine

  5. FI Placement Co-flow Opposing flow

  6. Measurement Comparisons • Effects of Co-flow Vs. Opposing flow FI • Intake air cooling • Engine horsepower • Brake Specific Fuel Consumption (BSFC) (lb/hp-hr) • Fuel vaporization

  7. Hypothesis Co-Flow • Higher horsepower • Lower BSFC • Less cooling effect • Better engine stability Opposing Flow • Lower horsepower • Higher BSFC • More cooling effect • Difficulty idling

  8. Co-Flow Simulation Fuel in Air in Co-Flow Velocity ~ 50 m/s at Intake Port

  9. Opposing Flow Simulation Fuel in Air in Opposing Flow Velocity ~ 15 m/s at Intake Port

  10. Co-Flow Simulation Fuel in Air in Co-Flow Fuel Mixture

  11. Opposing Flow Simulation Fuel in Air in Opposing Flow Fuel Mixture

  12. Construction of Co-flow FI Placement

  13. Construction of Opposing Flow FI Placement

  14. Temperature Readings Pre-FI post turbo measurement

  15. Temperature Readings Post FI measurement

  16. Co-flow Results Max HP: 64 @ 7000 RPM Max Torque: 57.3 ft-lbs @ 5400 RPM

  17. Opposing Flow Results Max HP: 73 @ 6300 RPM Max Torque: 64.9 ft-lbs @ 5300 RPM

  18. Temperatures • Co-flow • Max post turbo temp: 257°F • Max post FI temp: 80°F • Average temperature drop: 158.36 °F • Opposing flow • Max post turbo temp: 268°F • Max post FI temp: 87°F • Average temperature drop: 152.96 °F

  19. BSFC • Co-flow • Average BSFC: 0.914 lb/hp-hr • Opposing flow • Average BSFC: 0.647 lb/hp-hr

  20. Conclusion Co-Flow • Lower horsepower • Higher BSFC • Less cooling effect • Better engine stability Opposing Flow • Higher horsepower • Lower BSFC • More cooling effect • Difficulty idling

  21. References Pulkrabek, Willard W. Engineering Fundamentals of the Internal Combustion Engine. Upper Saddle River, NJ: Prentice Hall, 1997. Print. Sches, Celine, StephaneGuilain, and FadilaMaroteaux. Modeling of the Fuel Behavior in the Intake Manifold of a Port-Injected Spark-Ignition Engine. Diss. Paris University, 1997. Warrendale: Society of Automotive Engineers, 1997. Print. Wegleitner, Joseph A., Scott A. Miers, Ryan D. Hayes, Scott P. Heim, Dan P. Hoffman, and Bernhard P. Bettig. Design and Testing of a Single Cylinder, Turbocharged, Four-Stroke Snowmobile with E.F.I. and Catalytic Exhaust Treatment. Diss. Michigan Technological University, 2002. Warrendale: Society of Automotive Engineers, 2002. Print.

  22. Questions?

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