2014-32-0040 - An Advanced Fuel Supply Unit For Single Cylinder Gas Engines
2014-32-0040 - An Advanced Fuel Supply Unit For Single Cylinder Gas Engines
2014-32-0040 - An Advanced Fuel Supply Unit For Single Cylinder Gas Engines
CITATION: Walters, J. and Brun, F., "An Advanced Fuel Supply Unit for Single Cylinder Gas Engines," SAE Technical
Paper 2014-32-0040, 2014, doi:10.4271/2014-32-0040.
Abstract Figures 1 and 2 are also showing that Recreation and Marine
markets are mature regarding EFI technology. They re-use
Stringent emissions legislation is being applied to small
automotive technology. Conversely, Utility and 2/3W (Lower
motorcycles and scooters around the world. This is forcing,
Cost Two and Three Wheeler vehicles) are only starting now to
gradually, the replacement of carburetors by electronic fuel
be equipped with EFI and will require specific solutions to
injection (EFI) systems. The integration of this new technology
achieve low cost objectives.
creates new constraints on the engine and also on the vehicle.
This study will provide an overview of these constraints and
In order to try to respect Euro3 legislations and equivalents,
also technical solutions to reduce the impact on engine and
some countries have authorized for the small gasoline engine
vehicle. A special focus will be done on the fuel system, where
2Ws, the use of carburetors with additional features controlled
the development of an advanced technology will be discussed
by a simple electronic control unit. The goal is to reduce the air/
in detail. This technology marks a break with the standard
fuel ratio variations. It is partly possible but this kind of system
automotive fuel system architecture in order to fulfill the
is quickly showing limitations and any additional performances
specific requirements of scooters and small motorcycles: low
require access to more data to calculate more accurately the
size, low weight, low energy demand, as well as simple
set points for actuators, which have to provide more dynamic,
integration. The discussion will disclose: the advantages and
accuracy and authority during engine operation. This is leading
drawbacks of different fuel system architectures, the detailed
to the change from carburetor to EFI.
description of the technology selected to achieve the
requirements, the modelling approach used for the sizing and
optimization of the design, and finally the performance
achieved on the test bench.
EFI is the only technology available which is able to support Figure 4. Simplified Air Management System
real reductions of emissions thanks to its ability to control
accurately the air/fuel ratio requested to maximize the Three The fuel system architecture is another important functional
Way Catalyst (TWC) conversion efficiency all along the vehicle “brick” of the control system, and has been inspired historically
life. In addition to its ability to manage accurately the air/fuel by automotive. There have been efforts and research during
ratio, EFI has also an accurate control of all the other key the last 10 years to simplify it. The next sections will describe
parameters of the combustion system like air and spark the different architectures which have been proposed to the
advance. Figure 3 is showing a typical system definition of an industry so far and will disclose a new concept that targets low
EFI. As a result, engine performances are optimized and allow size, low energy, low number of parts (simplicity), ease of
best results regarding start-ability, low fuel consumption, installation, and low cost.
optimum engine performance and responsiveness, and perfect
torque controllability for best drivability.
Various Fuel System Architectures
Three families of fuel supply systems have been used to-date
on small gasoline engine for 2Ws:
• Automotive architecture
• Pump injector
• Digital pulse pump injector
• Main characteristics: in line, true flow control thanks to Figure 5. FSU fuel system components
sophisticated electronics and software (SW); the quantity
Referencing Figure 6, the FSU operates by drawing fuel into
of fuel generated by the pump corresponds to the quantity
the pumping chamber with a solenoid actuating a plunger, as
of fuel requested by the engine
commanded by the ECU, and then discharging pressurized
• Advantages: compact packaging, “in-line solution” which fuel into the delivery line with a spring, in synchronization with
does not require fuel tank modification; high peak current the engine speed. The spring is set to provide the required fuel
but low average energy demand. delivery pressure, and check valves control the intake and
• Drawbacks: complex and expensive component, sensitive outflow from the pumping chamber. The amount of fuel taken
to fuel vapor lock, return line to the tank is requested, by the injector will determine the extension of the spring, and
limited performance for fuel atomization and targeting; so will be delivered automatically with no intervention of the
installation on engine has to respect strict rules control system, unlike the system described in [1].
The summation of the fundamental time durations td, ts, tf, tr,
and tdelivery will govern the maximum operating speed.
Considering that the target maximum speed is >10,000 RPM,
this fundamental cycle must be accomplished in less than
11ms, even considering worst case temperature, speed, and
flow per cycle. FSU sizing and analyses provided time duration
targets which have driven the required performances and
design choices of sub-components such as valves and the
solenoid. Reference Table 1.
Energy
The FSU is actuated in sync with the engine speed and so the Figure 10. Solenoid design interactions
energy required to drive the device is proportional to engine
The efficiency of the solenoid's magnetic circuit to generate
speed. This results in the power demand being notably lower
force from input current is typically expressed in terms of Force/
than conventional fuel pumps in all but the highest engine
Magnetomotive force (mmf), where mmf = Amps × coil turns.
speeds. FSU average current draw vs vehicle speed is shown
in Table 2, and is compared to a best-in-class conventional
Defining the target mmf was an iterative process due to the
turbine fuel pump that is applied in similar applications.
interactions of physical phenomenon in Figure 10, but we can
illustrate the method via the final design values. With final coil
Table 2. Current Draw vs Vehicle Speed
design parameters, Power input, and heat transfer coefficient
from the coil, Tcoil and the current available at td (at the
maximum environment temperature), target mmf can be
calculated. There is 2.5A available (at td = 2ms) with 220
coil-turns = 550mmf, which must be sufficient to create our
target force.
To design a solenoid which achieves the high speed / high Figure 12 highlights the increase in magnetic efficiency that
temperature operating requirement, consideration of all was achieved during development.
performance parameters is necessary, due to the interactions
between coil design, magnetic circuit design, operating speed, The capability to produce force at relatively low current levels
power input, and ambient temperature - Figure 10. With strong greatly enhances the performance at max boundary
constraints for current supply and environmental temperature, temperature. The target force is achieved prior to the target td,
and mandatory speed requirement (achievable by reaching leading to fully capable speed performance over the expected
target solenoid force at td), the most effective area of the thermal operating envelope.
design on which to act was the magnetic circuit design.
require specific solutions, and the FSU has been developed as
a key component of a novel solution. The proper selection of
architecture, the integration of multiple functions in one
packaging, and size reduction are the keys drivers to optimize
a system.
References
1. Ishibe, E., Torii, K., and Kasai, T., “Development of a
4-Stroke Small-Displacement Scooter with Discharge
Pump Type Fuel Injection System,” 2005.
2. Allen, J. and Ravenhill, P., “A Novel Low Cost High
Frequency Fuel Injection System for Small Engines,” SAE
Technical Paper 2006-32-0107, 2006, doi:10.4271/2006-
32-0107.
3. Chai, Hi-Dong. “Electromechanical Motion Devices.”
Upper Saddle River, NJ: Prentice Hall PTR, 1998. Print.
Definitions/Abbreviations
Figure 12. Dynamic Force Improvements 2W - Two Wheeler (Vehicles)
2/3W - Two or Three Wheeler (Vehicles)
Conclusion ECU - Electronic Control Unit
The high volume / low displacement gasoline engines applied EFI - Electronic Fuel Injection
in the 2W and Utility markets are undergoing a massive move
FSU - Fuel Supply Unit
from carburetor to EFI. New specific components are
requested because vehicle size and cost, mission profile and SW - Software
boundary conditions in use are very different from automotive. WW - Worldwide
The fuel system is one of the engine sub-systems which
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