DTS-I TECHNOLOGY

CONTENTS

ABSTRACT III
1. INTRODUCTION…………………………………………… 1
2. IGNITION BEFORE DTSI…………………….…………… 2
3. WORKING OF DTS-I ……………………………………… 3
4. THE IGNITION SYSTEM………………………………….. 4-6
5. CONSTRUCTION OF DTS-I ENGINE…………………….. 7-17
➢ CYLINDER
➢ PISTON
➢ CRANKSHAFT
➢ CONNECTING ROD
➢ FLYWHEEL
➢ CARBURETTOR
➢ SPARK PLUG
➢ VALVES
6. CYCLE OF OPERATION INSIDE DTS-I ENGINE… .............. 18-19
7. ADVANTAGE & DISADVANTAGE OF DTS-I TECHNOLOGY
& ITS
APPLICATIONS .............................................................................20
8. ADVANCEMENT OF DTS-I TECHNOLOGY… ........................ 21-23
➢ DIGITAL TWIN SPARK – SWIRL INDUCTION
➢ DIGITAL TWIN SPARK – FUEL INJECTION
9. STATISTICS… .................................................................................. 24
10. CONCLUSION ................................................................................. 25
11. CONTENTS TAKEN FROM ........................................................... 26

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ABSTRACT
Since the development of the first internal combustion engine in 1798 by John Stevens,
Engineers have been curious to take this idea to new heights. In 1807 Swiss engineer Isaac
de Rivaz upgraded the internal combustion engine to be ignited by an electric spark,
following in 1864 Nikolaus Otto built the first atmospheric gas engine and patented
compressed charge four-cycle engine in 1876. And this innovation did not end there but is
continuing today, Engineers have revolutionized the safety, efficiency, fuel economy,
design perspectives of engines to such an extent to provide users with a simple and efficient
lifestyle. In India, Technologies like IDSI, DTS-i have changed the current taste of the young
generation towards bikes and cars. One of such technologies is DTS-i also known as Digital
Twin Spark Ignition System. It is one of the most effective and efficient innovations by
Bajaj Auto Ltd. that is still used in various Bajaj bikes and provides good fuel economy and
efficiency. Its design is different from the conventional single sparkplug engine; it uses two
sparkplugs set at different timings controlled electronically. The first spark plug works like
any other conventional combustion ignition and the second spark plug ignites any excess
fuel in the cylinder thereby optimizing air-fuel mixture and maximizing fuel efficiency and
economy with low-level exhaust emissions
 DTS-I TECHNOLOGY

INTRODUCTION
Conventional engines (2 or 4 strokes) used generally one sparkplug per
cylinder and usage of twin spark was seen in World War 1 aircraft. The
purpose to use 2 spark plugs in the aircraft was to ensure the safety of the
pilot and the reliability of the engine against failure. It worked in a process
as if one spark plug gets failed then other can be used thereby ensuring
safety. This technology was then used by European car manufacturer
Alpha Romeo in his Grand Prix car but reverted to one sparkplug per
cylinder due to three reasons:

a) Multiple sparkplugs increase its manufacturing and service cost.

b) Provision of spark heads to accompany multiple valves per
cylinder is difficult.
c) Sparkplugs junction might be subjected to leakage during the
compression stroke.

Today this technology is used by many automobile manufacturers like

Honda, Bajaj Auto,
T.V.S etc.

Honda called this technology as Intelligent Dual Sequential Ignition

System (IDSI). Honda’s patent on this technology expired in 2005 just
when Bajaj Auto filled for this technology as their own and named it
Digital Twin Spark Ignition (DTS-i). Bajaj Auto defined this technology
as “An improved Internal
Combustion Engine working on four-stroke principle, having two valves
per cylinder for efficient burning of the lean air-fuel mixture used in
engines where the diameter of the cylinder bore ranges between 45 mm
and 70 mm characterized in that said Internal Combustion Engine
comprises a pair of spark plugs”.

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COMBUSTION PROCESS
BEFORE USING DTS-i
TECHNOLOGY

The fresh charge (air-fuel mixture) that entered the cylinder during the suction stroke is
compressed during the compression stroke resulting from the increase of pressure and
temperature of the charge. The spark plug, usually situated at one end of the combustion
chamber, ignites the air-fuel mixture and the ensuing flame spreads like a slowly inflating
balloon. There is an inevitable delay for this inflating balloon to reach the furthest part of the
combustion chamber. So, there are pockets of poor combustion within the chamber and, overall,
the combustion is slow and inefficient. When it comes to higher capacity engines the distance
to be traveled by the flame front is further increased resulting in the still slower combustion. In
simple words, the air and fuel mixture does not burn completely.

What does the Digital, Twin, Spark Ignition mean?

1) Digital - Since the spark generation will be initiated by a microchip.

2) Twin - Since two spark plugs will be used.
3) Spark-ignition - Since the ignition will be done via a spark.

Main characteristics
➢ Digital electronic ignition with two plugs per cylinder and two ignition
distributors.
➢ Ignition with a Digital C.D.I.
➢ Injection fuel feed with integrated electronic twin spark ignition.
➢ A high specific power.
➢ Compact design and Superior balance.

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WORKING OF DTS-I

Unlike normal single spark ignition systems, the twin spark technology
consist of two spark plugs that fire in a coordinated manner resulting in
optimal combustion. The normal ignition system has a single spark plug
flame front created by the spark takes some time to reach the entire
combustion chamber hence the burning of air-the fuel mixture is
incomplete, In the case of twin spark technology the position of the two-
spark plugs and electronically controlled ignition timing results in fast and
optimal combustion.

The heart of the twin spark technology is the ELECTRONIC CONTROL

UNIT also called ECU. It processes information based on the load [throttle],
engine rpm and, engine temperature and send sends precise ignition timing
to the two spark plugs. This ECU is also responsible to operate valve
timings. The two spark plugs are kept at two ends of the combustion
chamber at 90 (degrees) opposite to the valve e axis. This innovative
solution also entails a special configuration of hemispherical combustion
chambers ensuring a wide flame front when the air-fuel mixture is ignited.

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THE IGNITION SYSTEM

The basic core of this ignition system is the ECU, it has two main
components

a) Microprocessor
b) Position Sensors to control the timing

PICTURE OF ELECTRONIC CONTROL UNIT (ECU)

Microprocessor:
The microprocessor is the main component of this system, which controls
the spark timing. It continuously adjusts the spark timing to obtain optimum
combustion at various operating conditions. The computer monitors the
engine operating parameters with various sensors. Based on this input, the
computer signals the spark plug to fire.

The goal of computerized spark timing is to produce maximum engine

power, top fuel efficiency, and minimum emission level during all types of
operating conditions. The computer does this by continuously adjusting
ignition timing. The computer determines the best spark timing based on
certain operating parameters such as crankshaft position, initial and
operating barometric pressure, and temperature. Once the computer receives
input from all these and another sensor, it compares the existing -

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 DTS-I TECHNOLOGY

operating condition to the information permanently stored or programmed into

its memory. The computer matches the existing condition to set an of
conditions stored in memory, determines proper timing setting sends a signal
to the spark plug. It can do this very quickly, making thousands of decisions
in a single second. The permanent information programmed into it is typically
like this:

1) Speed related spark timing

2) Load related spark timing
3) Temperature related spark timing

Position Sensors: Several different types of sensors are used to monitor the
movement of the crankshaft. These sensors include -
1) Photoelectric sensor
2) Magnetic pulse generator

Ignition with a Digital C.D.I.

A Digital CDI with an 8-bit microprocessor chip handles the spark

delivery. The programmed chip’s memory contains an optimum Ignition
timing for any given engine rpm, thereby obtaining the best performance
characteristics from the combustion
chamber. Working together with the TRICSIII system, it delivers
Optimum Ignition Timing for varying load conditions.

Digital C.D.I.

Capacitor discharge ignition (CDI) or thyristor ignition is a type of

automotive electronic ignition system which is widely used in outboard
motors, motorcycles, lawnmowers, chainsaws, small engines, turbine-
powered aircraft, and some cars. It was originally developed to overcome the
long charging times associated with high inductance coils used in inductive
discharge ignition (IDI) systems, making the ignition system more suitable for
high engine speeds (for small engines, racing engines, and rotary engines).
The capacitive discharge ignition uses capacitor discharge current output
to fire the spark plugs. Most ignition systems used in cars are inductive
discharge ignition (IDI) systems, which are solely relying on the electric
inductance at the coil to produce high voltage electricity to the spark plugs
as the magnetic field collapses when the current to the primary coil
winding is disconnected (disruptive discharge).

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In a CDI system, a charging circuit charges a high voltage capacitor, and

at the instant of ignition, the system stops charging the capacitor, allowing
the capacitor to discharge its output to the ignition coil before reaching the
spark plug.
A typical CDI module consists of a small transformer, a charging
circuit, a triggering circuit, and the main capacitor. First, the system
voltage is raised to 250 to 600 volts by a power supply inside the CDI
module. Then, the electric current flows to the charging circuit and
charges the capacitor. The rectifier inside the charging circuit prevents
the capacitor to discharge before the moment of ignition. When the
triggering circuit receives triggering signals, the triggering circuit stops
the operation of the charging circuit, allowing the capacitor to discharge
its output rapidly to the low inductance ignition coil.

CAPACITIVE DISCHARGE IGNITION: FUNCTIONAL DIAGRAM

TRICS III

Throttle Response Ignition Control System III Generation. It is a

means of controlling the ignition by operating the throttle. Depending
on the needs of the rider whether it be cruising, acceleration, or max
speed, the ignition requirements constantly change. Based on a
particular amount of throttle opening, the magnetic field generated by
the magnet opens or closes the reed switch. The reed switch is
connected to the Digital C.D.I., which signals the C.D.I. to
change/switch, the desired ignition advance timing maps. This helps in
achieving a good balance between drivability and optimum ignition
spark advance, resulting in an almost perfect ignition spark advance for
every throttle opening and engine rpm.

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WORKING OF TRICS III

CONSTRUCTION OF DTS-i ENGINE

The DTS-i engine has the same parts as that of any convention 4 stroke
piston-cylinder engine. It includes the following components

1) Cylinder

2) Piston

3) Crankshaft

4) Connecting rod

5) Flywheel

6) Carburetor

7) Two spark plugs

8) Valves

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CYLINDER:

PICTURE OF CYLINDER HEAD WITH POSITION OF TWO SPARK PLUGS

A cylinder is the central working part of a reciprocating engine, the

space in which pistons travel. Which is typically cast from aluminum
or cast iron and goes through precision machine work. The cylinder is
provided with two sparkplug slots inclined 90 (degrees) concerning the
valve axis for better-concentrated ignition. During regular usage due to
wear and tear the cylinder surfaces become rough and damaged thus it
is important to provide some coverage on the surface of the cylinder to
resist this wear. This is achieved by the provision of sleeves. A sleeve is
a metal whose hardness is more than that of the cylinder itself. The
fitting of the sleeve is done by a machinist at the machine shop, the
engine block is mounted on a precision boring machine where the
cylinder is first drilled or bored to a size much larger than usual, then
the fitting the sleeve with interference fit, the process does not end here,
now the engine block is heated such that its expansion takes place then
keep this sleeve in place, the engine is allowed to cool thus gripping
the sleeve tight. This process is costly thus increasing the service cost
and manufacturing cost of the engines. To reduce this cost coating also
can be used and this is called sleeveless cylinder, it also reduces
machining cost. Bajaj’s DTS-i engines use sleeve cylinders to provide
longer life of the cylinder.

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PICTURE OF CYLINDER BLOCK

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PISTON:

PICTURES OF PISTON HAVING TWO TYPES OF PISTON

RINGS

The piston is a component of the DTS-i engine. Its purpose is to transfer

force from expanding gas in the cylinder to the crankshaft via the piston
rod.

The petrol enters inside the cylinder and the piston moves upwards and
the spark plug produces a spark and the petrol is set on fire and it produces
energy that pushes the piston downwards.
The pistons are cast from aluminum alloys for better strength and fatigue
life. The connecting rod is attached to the piston by a gudgeon pin, this
piston is mounted within the piston. The pin itself is of hardened steel and
is fixed in the piston but free to move in the connecting rod.
The gas sealing in the pistons is achieved by the use of piston rings. These
are several narrow iron rings fitted loosely into grooves in the piston just
below the crown. The rings used can be divided into two types first is the
upper rings have solid faces providing gas sealing and the lower rings
have narrow edges that act as oil scrapers used for spreading the oil.

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SECTIONAL VIEW OF PISTON TO SHOW THE GUDGEON PIN

CRANKSHAFT:
The crankshaft translates the reciprocating motion of the piston onto
rotational motion. It is usually produced by forging and casting. The
crankshaft can be forged from a steel bar usually through roll forging or
casting of ductile steel, Carbon steels are also used but require heat
treatment to reach desired properties. Iron crankshafts are cheap to produce
where the loads are lower and forged steel where loads are higher. The
crankshaft is typically connected to a flywheel to reduce pulsation
characteristics of the four-stroke cycle. This pulsation is the vibration that
comes into effect due to combustion and during the movement of the piston.

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PICTURE OF CRANKSHAFT WITH CONNECTING ROD

CONNECTING ROD:
The connecting rod connects the piston to the crank or crankshaft. Together
with the crank, they form a simple mechanism that converts reciprocating
motion into rotating motion. The conversion is possible because the
connecting rod is rigid and thus it may transmit either a push or a pull and so
the rod may rotate the crank through both halves of a revolution i.e.
complete revolution.
The connecting rod is mostly made of steel and can be made of aluminum alloys
for lightness with strength at a high cost for high-performance engines or of cast
iron that is seen in DTS-I engines. The connecting rod can be divided into two
parts first is the small end that attaches to the piston pin i.e., gudgeon pin, and
the big end that connects the crankpins. The small end is small because of the
low availability of space in the piston.

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PICTURE OF PISTON (TOP) AND CONNECTING ROD

FLYWHEEL:
A flywheel is a rotating mechanical device that is used to store
rotational energy by application of torque to it thereby increasing its
rotational speed and hence its stored energy. Conversely, a flywheel
releases stored energy by applying torque to mechanical load thereby
decreasing the flywheel’s rotational speed. Flywheels are generally made
of aluminum alloys or cast iron because as the flywheel angular velocity
increases then the stored energy also increases. If the centrifugal stresses
surpass the tensile strength of the material, the flywheel will break apart.
Thus, the tensile strength defines the upper limit of the flywheel that can
store energy. In the DTS-i engine, an aluminum alloy flywheel is used as
it has more tensile strength than that of cast iron.

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PICTURE OF FLYWHEEL ATTACHED TO

CRANKSHAFT

CARBURETTOR:
It is a device that blends air and fuel for an internal combustion engine.
The carburetor works on Bernoulli’s principle as the faster the air moves
the static pressure will be lower but due to an increase in velocity dynamic
pressure will be higher thus the throttle linkage does not control the flow
of fuel directly but controls the carburetor mechanism which controls the
airflow thus controlling the pressure difference thereby controlling the
fuel intake. The carburetor has three main functions -

a) Measure the airflow of the engine.

b) Deliver the correct amount of fuel to keep the fuel/air mixture in
the proper range.
c) Mix the two finely and evenly.

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The DTS-i engine uses a lean mixture i.e., the quantity of fuel is
less than air thus the engine runs hotter than that of usage of rich
mixture where the engine runs cooler. As the engine runs hotter it
also enables better functioning of the carburetor.

PICTURE OF CARBURETOR

SPARKPLUGS:
A spark plug is a device for delivering electric current from an ignition
system to the combustion chamber of a spark-ignition engine to ignite
the compressed fuel/air mixture by an electric spark while containing
combustion pressure within the engine.

Here the only change made is that the 2 sparkplugs are placed at the two
opposite ends of the combustion chamber at 90 degrees to each other.
The distance between the spark plugs depends upon the displacement of
the engine. A dual spark plug is used from 135cc engines, up to high
displacement engines. Because the ignition rate is double; the power is
generated product and gases expand faster which in turn push the piston
more

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powerfully and we get a better pickup and because approximately all the
fuel being ignited at once we get better fuel efficiency as well.

PICTURE SHOWING THE TWO SPARK PLUGS AT 90 (DEGREES) INCLINED TO VALVE AXIS

VALVES:
The valves that are used in the DTS-i engine are called poppet valves also
known as mushroom valves due to the resemblance of the valve and the
mushroom head. These valves are used to control the timing and quantity
of gas flow into an engine.

It consists of a hole, usually round or oval and a tapered plug, usually

a disk shape on the end of a shaft also called a valve stem. The portion
of the hole where the plug meets with it is referred to as the seat. In
exhaust, the pressure difference helps to seal the valves and in intake,
the pressure difference helps to open it.

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PICTURE OF VALVE

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CYCLE OF OPERATION INSIDE DTS-i ENGINE

CYCLE OF OPERATION IN DTS-I ENGINE

The working of the DTS-i engine operates through 4 strokes Otto cycle
process. The process begins with constant pressure intake stroke then
adiabatic compression stroke where work input occurs then constant
volume combustion stroke adiabatic power stroke where the work is
done by the engine constant volume heat rejection exhaust stroke. All
these occur in two revolutions of the crankshaft or four strokes of the
piston. The process can be elaborated as -

Suction stroke: To start with the piston is at or very near Top Dead
Center (T.D.C) and the inlet valve is open and the exhaust valve is
closed. As the piston moves from T.D.C. to Bottom Dead Center
(B.D.C) pressure difference occurs in the cylinder which causes the
charge to rush in and fill the space vacated by the piston. The charge
consists of a mixture of air and petrol prepared by the carburetor. The
admission of charge inside the engine cylinder continues until the inlet
valve closes at B.D.C.

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Compression stroke:
Both the valves are closed and the piston moves from B.D.C. to T.D.C.
The charge is compressed up to a compression ratio of 5:1 to 9:1 and
pressure and temperature at the end of compression are about 6 to 12
bar and 250 (degrees C) to 300 (degrees C) respectively.

Working, Power, or Expansion stroke:

When the piston reaches the T.D.C. position, or just at the end of the
compression stroke, the charge is ignited by causing an electric spark
between the electrodes of two spark plug, which is located 90 degrees
each other in the walls of the cylinder head. During combustion, the
chemical energy of the fuel is released and there is a rise in temperature
and pressure of gases. The air-fuel mixture gets ignited in a way that
creates two flame fronts and, therefore, a reduction in flame travel of
the order of 40 percent is achieved. A fast rate of combustion is
achieved leading to a faster rise in pressure. The obvious outcome of
this is more torque, better fuel efficiency, and lower emission. Now the
combustion products expand and push the piston down the cylinder.
The reciprocating piston motion is converted into rotary motion of
crankshaft by a connecting rod and crank. During expansion, the
pressure drops due to an increase in the volume of gases and absorption
of heat by cylinder walls.

Exhaust stroke:
Theoretically, the exhaust valve opens at the end of the working stroke
when the piston is at the B.D.C. position. But the exhaust valve begins to
open when about 85% of the working stroke is completed. Pressure at
these instant forces about completing the burnt gases into the exhaust
manifold at high speed. During this stroke, the pressure inside the
cylinder is slightly above the atmospheric value. Some of the burnt gases
are, however, left in the clearance space. The exhaust valve closes
shortly after the piston reaches T.D.C. The inlet valve opens slightly
before the end of the exhaust stroke and the cycle repeats.

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ADVANTAGES OF DTS-i TECHNOLOGY

➢ fewer vibrations and noise.

➢ Long life of the engine parts such as piston rings and valve stem.
➢ Decrease in the specific fuel consumption.
➢ No overheating.
➢ Increase the Thermal Efficiency of the Engine & even bear high loads on
it.
➢ Better starting of the engine even in winter season & cold climatic
conditions or at very low temperatures because of increased
Compression ratio.

DISADVANTAGES OF DTS-i TECHNOLOGY

➢ There is high NOx emission.

➢ If one spark plug gets damaged, we have to replace both.
➢ The cost is relatively more.
➢ You spend double the amount on spark plugs when it is time to replace
them.
➢ The engine tends to overheat and lose power at higher speeds as
compared to a single plug engine.
In case the Engine is kept unused for a long time soiling of spark
plugs occurs. The twin Spark system helps to reduce this problem.

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APPLICATIONS:
It uses in automotive engines. In India Bajaj has patented DTS-i
technology. At present Platina, xcd125, 135, discover150, pulsar135,
150, 180, 200, 220 etc. are using the DTS-i (Digital Twin Spark Ignition
System). This means the petrol enters into the cylinder and burns more
efficiently.
Hence the application of these technologies in present-day automobiles
will give the present generation what they want i.e., power bikes with
fuel efficiency. Since these technologies also minimize fuel
consumption and harmful emission levels, they can also be considered
as one of the solutions for increasing fuel costs and increasing the effect
of global warming.

BAJAJ PULSAR BAJAJ PLUSUR

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ADVANCEMENT OF DTS-i TECHNOLOGY

The engine can be further tuned to deliver the exhilarating performance or
exceptional mileage. The further advances of DTS-i technology are:

➢ Digital Twin Spark –Swirl Induction (DTS -Si)

➢ Digital Twin Spark –Fuel Injection (DTS –Fi)

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DIGITAL TWIN SPARK -SWIRL INDUCTION

(DTS -Si)

The Swirl Induction concept is meant for producing higher turbulence in the
combustion chamber. Swirl Induction is nothing but imparting a swirling
motion to the fresh charge that enters the combustion chamber. This can be
done by making slight modifications in the port positioning of the engine.

Need for Swirl Induction

When there is a sufficient or heavy load on the engine, the 4 –stroke

cycle completes at a faster rate resulting in faster combustion because of
the twin sparks produced by the twin plugs. But when there exists a
lighter load on the engine, the 4 –stroke cycle will not complete at a
faster rate. Therefore, even the incorporation of twin spark plugs cannot
aid the faster combustion i.e., still, a better rate of combustion can be
achieved at lighter loads. Combustion efficiency in lean Air-Fuel mixture
conditions can be further improved by generating high turbulence in the
combustion chamber. Combustion chambers having low turbulence give
rise to the propagation of a flame front, which is akin to that of a
gradually expanding balloon. This results in a slower rate of combustion
and a thus slower rate of pressure rise. The result is lower efficiency.
When high turbulence is generated and combustion takes place, the
surface of the ballooning flame front fragments itself, with projection-
like fingers, which increases its surface area, thereby improving
combustion further.

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DIGITAL TWIN SPARK –FUEL INJECTION (DTS –Fi)

DTS-Fi is another advancement of the parent DTS-I –I technology. This

technology is the combination of both DTS–I and fuel injection. This
technology is meant for increasing the fuel efficiency of power bikes.

Need for Fuel Injection

Generally, conventional 4-stroke engines, which use petrol as fuel, make use
of a carburetor, which mixes the fuel and fresh air in the required ratio and
supplies the same to the combustion chamber. The process is similar for all
loads. But the fuel consumption will be more when there is a heavy load on
the engine and it is less when there is a light load on the engine. A
conventional carburetor can’t take care of the fuel supply for these varying
loads. Therefore, there is a need for some intelligent device that controls the
fuel supply according to the varying loads. That so-wanted intelligent device
is nothing but the Electronic Control Unit(ECU). The Electronic Control Unit
is a microprocessor-based system and can be regarded as the brain of the fuel
injection system. It processes information sent by various sensors and
instantly determines optimum fueling and spark timing for the various
engine- operating conditions. The ECU contains detailed information of the
engine's characteristics from which it picks the necessary data for
commanding both fueling & spark timing.

Advantages of DTS -Fi Technology

➢ Better low-end torque.

➢ Lower fuel delivery and optimization of spark timing.

➢ Improved cold start, quick warm-up, and excellent response to the

sudden acceleration.

➢ Lower emission levels.

➢ Self-detection and communication of fuel system malfunctioning if any.

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STATISTICS

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CONCLUSION:

In the world of new high-speed cars and bikes to achieve maximum engine
power, top fuel efficiency, and minimum emission levels during all types
of operating conditions.
Digital spark ignition is the best alternative for conventional ignition
control. The electronic Control Unit gives accurate timing for all
operating conditions. At the same time use of two spark plugs improves
thermodynamic efficiency and power available. At the same time, it
reduces the maintenance cost due to fewer moving parts in turn less
friction and wear. It is also a good solution to reduce pollution since it
minimizes emission levels. Also, it is flexible enough in mounting
location. This is important because of today’s smaller engine
compartment. Thus, it is better in all areas like power, speed, efficiency,
and clean emission and hence it has brought a new evolution in the
automobile industry.

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CONTENTS ARE TAKEN FROM

➢ http://www.bajajauto.com/
➢ http://en.wikipedia.org/wiki/Bajaj_Pulsar
➢ https://www.google.co.in/?gfe
_rd=cr&ei=-
XNBUS2MZWFuASxi4GoCg#q
=dtsi+technology

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