UNIT 2

ENGINE AUXILIARY SYSTEM

Topics to be Discussed
1.
2.

Electronically controlled gasoline injection system for SI engines

Electronically controlled diesel injection system
a) Unit injector system
b) Rotary distributor type and
c) common rail direct injection system

1.

Electronic ignition system

a) Transistorized coil ignition system
b) capacitive discharge ignition system
Turbo chargers (WGT, VGT)
Engine emission control by three way catalytic converter system
Emission norms (Euro and BS).

ELECTRONICALLY CONTROLLED GASOLINE INJECTION SYSTEM

1.In trying to keep up with emissions and fuel efficiency laws, the fuel system used in modem cars
has changed a lot over the years.
2.Fuel injection is not a new development. Fuel injection has been around since the 1950s, and
electronic fuel injection was used widely on European cars starting around 1980. Now, almost all
the cars sold all over the world have fuel injection systems.
3.There are practical difficulties faced in the carburetors for switching over to electronic fuel
injection system.
4. A carburetor is a mechanical device. It is neither totally accurate nor particularly fast at
responding to changing engine needs. The intake manifold is also a mechanical device and usually
the following problems occur .
Intake manifold distribution problems. Intake manifold supplies different mixture strength to the
engine cylinders for the same operating condition called 'maldistribution'.
Intake manifold is to be designed for the smooth flow of both fuel and air, which is very difficult.
uneven, inefficient

5. The result, when these two devices are used together, is an engine that does not run
efficiently at low and high speeds.
6. If the air-fuel mixture can be precisely controlled and the distribution to the cylinders can be
made more efficient, then today's strict emissions standards can be met, while at the same
time the engine will run better and consume less fuel.
7.

Fuel injection is one of the best ways to get this precise control.

TYPES OF ELECTRONIC FUEL INJECTION SYSTEM

There are two basic types of gasoline fuel-injection systems.

Throttle body injection and multipoint injection.
At first, carburetors were replaced with throttle body fuel injection (TBI) systems.
Gradually, as new engines were designed, throttle body fuel injection was replaced
by multi point fuel injection (MPFI).
The difference is in how many places fuel (under pressure) is injected into the
engine. In single-point system, fuel enters the intake air at only one place. This is
usually the throttle body on the intake manifold.
In the multi-point system, fuel is injected into the intake air for each cylinder.

Single-point injection system

1.It is also known as throttle body Injection (TBI),
central fuel injection (CFI) or digital fuel injection
(DFI). In 1980, this system was introduced.
2.The system has one or two small injection
valves positioned just above the throttle valves in
the throttle body.
3.The throttle body is similar to the carburetor
throttle body. There they spray fuel into the air
stream passing through.
4.The drawback of this system is maldistribution
is not eliminated totally.

uneven, inefficient, or unfair distribution

Multi-Point Fuel Injection system (MPFI)

1. It is also known as port injection or sequencial
injection.
2. Multi-point injection systems have a fuel
injector for each cylinder. Each injector is
placed so that it points at the intake valve for
the cylinder.
3. The injectors are connected to fuel rails that are
connected through a fuel filter to an electric
fuel pump. Only air enters the intake manifold.
4.

Then as the air approaches the intake valves,

injection valves open to spray fuel into the air
stream.

5. The maldistribution problem is completely

eliminated with MPFI systems. These systems
provide more accurate fuel metering and
quicker response.

uneven, inefficient, or unfair

distribution

Engine sensors in MPFI system

In order to provide the correct amount of fuel for every operating condition, the engine control
unit (ECU) has to monitor a huge number of input sensors. Here are a few:

1.Mass airflow sensor, signals the ECU the mass of air entering the engine.
2.Oxygen sensor, monitors the amount of oxygen in the exhaust so the ECU can determine
how rich or lean the fuel mixture is and make adjustments accordingly.
3.Throttle position sensor, monitors the throttle valve position (which determines how much
air goes into the engine) so the ECU can respond quickly to changes, increasing or decreasing
the fuel rate as necessary.
4. Coolant temperature sensor, allows the ECU to determine when the engine has reached its
proper operating temperature.
5.Voltage sensor, monitors the system voltage in the car so the ECU can raise the idle speed if
voltage is dropping (which would indicate a high electrical load).
6.Manifold absolute pressure sensor, monitors the pressure of the air in the intake manifold.
The amount of air being drawn into the engine is a good indication of how much power it is
producing and the more air that goes into the engine, the lower the manifold pressure, so this
reading is used to gauge how much power is being produced.
7.Engine speed sensor, monitors engine speed, which is one of the factors used to calculate
the pulse width.

Working principle of MPFI

1.In MPFI system, a high-pressure electric fuel pump is
located in or near the fuel tank. The pump sends fuel from
the tank through the fuel-pressure regulator to the injectors
at constant high pressure all the time the engine runs.
2.Injector is operated by a small electric solenoid. When the
solenoid is connected to the battery, it pulls back on the
nozzle needle, opening the valve.
3.Now fuel can spray out of the valve. Various sensors
located on the engine detect the operating mode of the
engine and signal this condition to the electronic control unit
(ECU). It processes the information.
4.Then the ECU computes when and for how long the
injectors should be opened.
5.The ECU sends a voltage pulse to the injectors. The
voltage pulse causes the injectors to remain open for the
required time.
6.To increase engine speed, the pulse width increases so that
injectors stay open longer.
7. If less fuel is needed, the pulse width decreases. Therefore
the injectors close earlier and engine speed decreases.

Advantages of EFI
Fuel injection systems offer several major advantages over carburetors.
Equal air-fuel ratio to all the cylinders.
Accurate air-fuel ratio can be obtained throughout all engine rpm changes.
Better cold starting.
Reduces fuel consumption with no loss of engine performance.
10% advance of fuel economy over carbureted systems.
Quick response.
Reduce pollution levels.
Precise control of engine operation.
Reduce design consideration in the manufacture of inlet manifold.
Earlier default detection.

Gasoline Direct Injection (GDI)

1.Gasoline direct-injection engines generate the air/fuel mixture in the combustion chamber.
2.During the suction stroke, only the air flows through the intake valve. The fuel is injected
directly into the combustion chamber at high pressure by special fuel injectors.
3.As in a diesel engine, air-fuel mixture formation takes place inside the combustion chamber.
4. The electric fuel pump delivers fuel to the highpressure pump at a pre-supply pressure of 3-5 bar. The
highly pressurized fuel flows into and is stored in the
fuel rail. The high-pressure fuel injectors are mounted
on the fuel rail, also known as the "common rail".
5. These injectors are actuated by the engine ECU and
spray the fuel into the cylinder combustion chambers.
6. In developing the gasoline direct injection, it is aimed
to cool the interior of the cylinder as much as possible
by promoting fuel vaporization and uniform mixing of
atomized fuel and air.
7. This produces a high charging efficiency of the airfuel mixture and a high compression ratio, which
results in significant improvements in both torque and
fuel efficiency.

Gasoline Direct Injection (GDI)

Characteristics of GDI
1.Fuel is injected from a tiny nozzle into a relatively large cylinder, so it has a high latent
heat of vaporization, which efficiently cools the air within (in-cylinder cooling effect).
2. The air temperature in the cylinder decreases, which means:
More air may be charged into the combustion chamber, which produces increased torque.
The engine is less prone to knocking. This contributes to increased torque, and enables a
higher compression ratio that also contributes to good fuel efficiency.

DIESEL INJECTION SYSTEM INJECTION TIMING

In high speed diesel engines for automotive use, engine output

can be improved by advancing the injection timing in
accordance with the rise in speed.
This is the same as advancing the ignition timing in petrol
engines. For this purpose, a timer is used.
There are two types of timers used:
the hand timer and
the automatic timer.
1.The automatic timer is more commonly used today.
2.The automatic timer utilizes the centrifugal force of its rotation to automatically advance the
injection timing in accordance with the speed. As shown in Fig. 4.22, the automatic timer is made
up of two centrifugal weights, two springs, cover and driving range.
3.The driving flange connects to the injection pump drive shaft by the protrusions on its face.
4.The hub is installed to the injection pump camshaft by means of key and nut.
5.The springs fit in between the journals installed to the flange and the bolts installed to the hub.
6.The weight are attached to the bolts. The torque driving the injection pump is transmitted from
the driving flange, through the journals, weights, and hub to the camshaft.
7.Therefore, reducing the distance between the journals and bolts will advance the timing.

ROTARY DISTRIBUTOR TYPE PUMP

This type of injection pump is compact, light weight and has fewer parts. The internal parts of the
injection pump are lubricated by the fuel.
1. The rotary distributor pump has a set of
plungers located within a centrally
mounted rotor shaft, which is driven by
and timed to the engine.
2. Behind the plungers is a set of rollers,
which are mounted on a cam ring.
3. The main purpose of the rotor is to
transport fuel towards the plungers, and
then to distribute the fuel to each of the
injector outlet ports in the appropriate
sequence.
4. The cam ring has a number of cam
lobes machined at equally spaced
distances from each other. There are as
many cam lobes as the engine has
cylinders.

ROTARY DISTRIBUTOR TYPE PUMP

ROTARY DISTRIBUTOR TYPE PUMP

1. The main steel body of the distributor pump is called the hydraulic head. This contains a set of
internal drillings, which allow the fuel into the pump.
2. Then, in conjunction with the rotor, the pressurized fuel is distributed to each of the injector
outlet pipes in the appropriate sequence.
3. To control and regulate the pressure of the fuel accurately, a transfer pump and a regulator
valve are fitted inside the injection pump.
4. These two components ensure that the line pressure of the fuel is kept within specified
tolerances.
5.

To measure the quantity of fuel entering the injection pump precisely under all operating
conditions, a metering valve is built into the pump.

6. In order to provide the pump with a means by which the fuel injection phase can be
progressively advanced or retarded with engine speed and load changes, an automatic
advancement mechanism is fitted.

Operation
1.When the fuel is delivered to the distributor injection pump by the fuel lift pump, a
sliding
2.vane-type transfer pump raises the fuel's pressure still further.
3. The purpose of the transfer pump is to create a transfer pressure, so that the injection
pump can supply all of the engine's fuel requirements under varying operating conditions.
4. To prevent the transfer pressure inside the pump from exceeding certain design
tolerances, a spring-loaded regulator valve is fitted.
5.The position of the fuel-metering valve is controlled by a combination of throttle lever
movement and the action of the governor.
6. From the metering valve, the pressurised fuel is transferred to the metering port in the
hydraulic head.
7.When the charging port on the rotor aligns with the metering port, fuel is transferred
towards the plungers.
8.The pressure of the incoming fuel is sufficient to force the plungers and rollers against a
cam ring.

9. Further movement of the rotor shaft, which is being driven by the timing gears, causes the
rollers to rotate and follow the rising and falling contours of the cam ring.
10. As the rollers approach the peaks of the cam lobes, the plungers are forced towards each
other and so increase the pressure of the fuel in the internal center gallery of the rotor.
11. The fuel remains under pressure in the internal gallery of the rotor until the distributor port
aligns with one of the fuel outlet ports in the hydraulic head. The pressurized fuel is then
transferred to the appropriate injector.
TYPES OF INJECTION SYSTEM

Common Rail Direct Injection (CRDI)

1.This technology has turned diesel engines into fuel efficient, clean, high torque and quieter
engines.
2.CRDI is an intelligent way of controlling a diesel engine with use of modem computer systems.
3.So it helps to improve the power, performance and reduce harmful emissions from a diesel
engine.
4.Conventional diesel engines (non-CRDI engines) are sluggish, noisy and poor in performance
compared to a CRDI engine. CRDI system is also sometimes referred to by many similar or
different names.
5.Some brands use name CRDe / DICOR / Turbojet / DDIS / TDI etc. All these systems work on
same principles with slight variations and enhancements here and there .

slow-moving or inactive

Common Rail Direct Injection (CRDI)

Construction
1.A common rail diesel fuel injection system consists of a high pressure fuel pump driven by the
engine of a vehicle, a thick-walled steel tube known as an accumulator or rail that runs alongside
the cylinder head, and electrically operated injectors.
2.The rail creates a reservoir of fuel "common to all the fuel injectors, hence the name. Unlike
conventional fuel injectors, which are controlled by the position and speed of the camshaft, common
rail diesel injectors are controlled by an external Electronic Diesel Control, (EDC), unit, which
regulates fuel pressure and the timing and duration of fuel injection.
3.A high-pressure pump increases the fuel pressure in the accumulator up to 1,800 bar. The pressure
is set by the engine control unit and is independent of the engine speed and quantity of fuel being
injected into any of the cylinders.
4.The fuel is then transferred through rigid pipes to the fuel injectors, which inject the correct amount
of fuel into the combustion chambers.
5.In conventional diesel engines, there will be as many pumps and fuel rails as there are cylinders.
6.As an example, for a conventional 4 cylinder diesel engine there will be 4 fuel-pumps, 4 fuel rails
each feeding to one cylinder. In CRDI, there will be one fuel rail for all 4 cylinders so that the fuel
for all the cylinders is pressurized at same pressure.

7. This high pressure in the common rail ensures that when injected, the fuel breaks up into
small particles and mixes evenly with the air.
8. The injectors used in common rail systems are triggered externally by an Electronic Diesel
Control, (EDC) unit.
9. Some common rail diesel injectors are controlled by a solenoid, which is a coil of wire
wrapped around an iron core that becomes magnetic when electric current is passed through
the coil, triggered by the EDC unit, while others employ piezoelectric ceramic crystals,
which expand and contract in response to an electric field.
Working principle
1.To run a CRDI system, the microprocessor works with input from multiple sensors which
include throttle position sensor, crank position sensor, pressure sensor, lambda sensor, etc.
Based on the input from these sensors, the microprocessor can calculate the precise amount
of diesel and the timing when the diesel should be injected inside the cylinder.
2.Using these calculations, the CRDI control system delivers the right amount of diesel at the
right time to allow best possible output with least emissions and least possible wastage of
fuel.

Advantages
1.The electronic diesel control unit precisely meters the amount of fuel injected, and improves
atomization of the fuel by controlling the injector pulsations. This results in quieter, more fuel
efficient engines, cleaner operation, and more power output.
2.The common rail diesel injection system delivers a more controlled quantity of atomized fuel,
which leads to better fuel economy, a reduction in exhaust emissions, by up to 30 percent and a
significant decrease in engine noise during operation.
3.CRDI engine fitted cars offer 25% more power than the normal direct injection engine with a
superior pickup and torque offering sometimes up to 70% more power than the conventional diesel
engines.
Problems
1.All the components that come under control of the EDC unit, the diesel
pressure pump, fuel pressure sensor, fuel pressure regulator and fuel injectors
themselves may fail and need to be replaced, especially after high mileage.
2.The pressure pump and the injectors are the hardest working parts of the
system. Injectors have a typical life span of around 150,000 miles, after which
their deterioration may cause difficulty in starting the engine, low power and
emissions of black or white smoke.
3.CRDI engines are at least 25% more costly than the conventional engines.
They also require a higher degree of maintenance and spares are not cheap

Unit-Injector System (UIS)

1.Unit Injector System (UIS) is an integrated direct fuel injection system for diesel engines,
combining the injector nozzle and the injection pump in a single component.
2.The pump is usually driven by a shared camshaft. The unit injector is fitted into the engine cylinder
head, where the fuel is supplied via integral ducts machined directly into the cylinder head.
3. Each injector has its own pumping element, and in the case of electronic control, a fuel solenoid
valve as well.
4.As unit injection uses a combined injection pump and nozzle for each cylinder, it eliminates long,
high pressure pipelines from pump to injector, and thereby the compressibility and wave effects
associated with them. Consequently, it is possible to attain very high injection pressure (up to 2000
bar) so that smoke can be reduced. Also by reducing the degree of air swirl needed, high pressure
improves volumetric efficiency and reduces heat loss to coolant.
5.Therefore, unit injection also offers a reduction in fuel consumption. The unit injector system allows
accurate injection timing, and amount control as in the common rail system.
6.Servicing is also simplified. The high pressure ducts used in this system are very short, of equal
length, and are drilled in the body of the injector.
7.As a result, the rate of delivery of fuel is consistent from cylinder-to-cylinder, chances of leakage is
practically eliminated, any wave effects if occur are at very high frequencies and low amplitudes, and
injection timing can be more accurate and consistent.

Operation principle
The basic operation can be described as a sequence of four separate phases:
the filling phase, the spill phase, the injection phase, and the pressure reduction phase.
The fuel system is divided into the low pressure fuel supply system and the high pressure injection
system. A low pressure fuel delivery pump supplies filtered diesel fuel into the cylinder head fuel
ducts, and into each injector fuel port of constant stroke pump plunger injector, which is overhead
camshaft operated.
(i)Fill phase: The constant stroke pump element on the way up draws fuel from the supply duct in to
the chamber, and as long as electric solenoid valve remains de-energized fuel line is open.
(ii) Spill phase: The pump element is on the way down, and as long as solenoid valve remains
de-energized the fuel line is open and fuel flows in through into the return duct.
(iii) Injection phase: The pump element is still on the way down, the solenoid is now energized
and fuel line is now closed. The fuel cannot pass back into return duct, and is now compressed
by the plunger until pressure exceeds specific opening pressure, and the injector nozzle needle
lifts, allowing fuel to be injected into the combustion chamber.
(iv) Pressure reduction phase: The plunger is still on its way down, the engine ECU de-energizes
the solenoid when required quantity of fuel is delivered, the fuel valve opens, fuel can flow
back into return duct, causing pressure drop, which in turn causes the injector nozzle needle to
shut, hence no more fuel is injected.

Unit Pump System (UPS)

1.The unit pump system is a modular high-pressure diesel injection system, which is
closely related to the unit injector system, and is designed for use in commercial
vehicle diesel engines.
2.The systems use an individual injection pump mounted on the engine block for each
cylinder so it is primarily designed for OHV or cam in the block" engines.
3.The fuel pumps are driven by an extra camshaft lobe where each pump unit is
connected to the injector via a short precise length high-pressure fuel line.
4.This system also feature electronically controlled fuel solenoids for precise timing
and the injection of fuel quantity is variably adjusted for each cylinder.

ELECTRONIC IGNITION SYSTEM

1. In case of conventional contact breaker
point ignition system, large amount of
current is allowed to pass through the
contacts.
2. Thereby there is a chance of spark (arcing)
at contacts causing damage to the contacts
and also loss of high amount of current
through the contacts.
3. The spark produced also not powerful to
ignite the lean mixture. The coil used in
such a system has to carry high amount of
current to produce a powerful spark.
4. This makes the size of the coil bulky and
heavy. Later the electronic ignition has
been introduced to avoid the problems in
the conventional type of ignition.

Electronic ignition system uses electronic switching devices instead of mechanical contact
breaker points to send a spark to the spark plug.
The advantages of electronic ignition are:
1. It is small and light weight
2. It gives higher ignition voltage
3. It gives longer duration of spark
4. It has very accurate control of timing
5. Less maintenance
6. Longer service life
7. It helps vehicles meet exhaust emission regulations and reduces fuel consumption.
Electronic ignition systems may be categorized as
1.Capacitor discharge ignition system
2.Transistorized ignition system

Capacitive discharge ignition System

1.

This system is not widely used and differs

considerably from the standard and inductive
systems.

2.

One of the problems with using a coil to

provide the high voltage is the time required
to build up and collapse the magnetic field
before a spark can be produced. On eight or
twelve cylinder engines this can be a major
problem.

3.

In the capacitor discharge system the supply

to the coil is stored in a capacitor inside an
electronic
control unit. An electronic 'trigger' releases
the charge stored in the capacitor suddenly to
the primary winding of the coil.

4.

Operation
1. In operation, an inverter converts the AC (Alternating Current) supply to DC (Direct
Current)and feeds it to a step-up transformer to provide the 400 V needed by the
capacitor.
2. When a spark is required, the trigger releases the energy from the capacitor to the
coil by activating a thyristor (an electronic switch).
3. The sudden discharge of high voltage electrical energy causes a rapid build-up of
the magnetic field around the coil and induces around 40,000 V in the secondary
windings.
4. This results in a spark of high intensity but short duration. Voltage transformation
time is about one hundredth of the time taken by the standard system.
5. This allows a much higher rate of sparks per second. However, the short duration of
each individual spark renders the system unsuitable for most engines.

Transistorized ignition system

1. This is widely used type of electronic ignition system. It is similar to the conventional system
but the big difference is that the primary current is switched on and off by a transistor (an
electronic switch) or other electronic device.
2. It therefore eliminates the problems associated with contact breaker points. The system does,
however, still use the mechanical centrifugal advance mechanism to sense engine speed and a
vacuum advance to sense engine load.
3. The breaker points of an ordinary ignition system require periodic maintenance because they
are oxidized by sparks with use.
4. The solid state transistorized ignition system has been developed to eliminate the need for such
maintenance, thus reducing the user's maintenance costs.
5. In the transistorized ignition system, a signal generator is provided in the distributor in place of
the cam and breaker points. It generates a voltage, switching on the transistors in the igniter to
interrupt the primary current in the ignition coil.
6. Since the transistors that are used for interruption of the primary current do not involve
mechanical metal-to-metal contact, there is no wear or consequent secondary voltage drop.

Operation
(i) Engine stopped: A voltage is applied to point 'P' when the ignition switch is turned
on. The voltage at point 'P' is kept below the base voltage required for transistor
operation through voltage division by resistors R1 and R2. As a result, the transistor
remains off while the engine is stopped, so no primary current flows in the ignition coil.

(ii) Engine running (positive voltage generated in pick-up coil): When the engine is
cranked, the
signal rotor of the distributor rotates, generating an AC voltage in the
pick-up coil.
If the generated AC voltage is positive, it is added to the voltage from the battery
(applied to point 'P'), raising the voltage at point 'Q' (base voltage) above the transistor
operating voltage,
thus turning on the transistor.
As a result, the ignition coil primary current flows through the transistor from the
collector (C) to the emitter (E).
(iii) Engine running (negative voltage generated in pick-up coil): When the AC voltage in
the pick-up coil is negative, this voltage is added to the voltage at point 'P', so the voltage
at point 'Q decreases below the transistor operating voltage, turning off the transistor. As
a result, the ignition primary current is turned off and a high voltage is induced in the
secondary coil.

TURBOCHARGER
Turbocharger is basically an air pump driven by the exhaust gas from the engine.
"More fuel +More air = Bigger explosion = Greater power"

Purpose
Turbocharger forces an additional amount of air or air-fuel mixture into the engine
cylinder.
With more air-fuel to bum, the engine produces more combustion pressure and hence
more engine power. On many turbocharged engines, power output is boosted 30% or
more (for example, a 100 horsepower engine could produce 130 horsepower with a
turbocharger).

TURBOCHARGER

Construction
1.The turbocharger consists of the turbine housing, compressor housing, center
housing, turbine wheel, compressor wheel, full floating bearings, waste gate valve,
actuator, etc.
2.The turbine wheel and the compressor wheel are mounted on the same shaft. When
the engine is running, the exhaust gases flow from the exhaust manifold to the
turbine wheel. They strike the blades of the turbine, spinning it up to 100,000 rpm or
higher. Since the compressor is on the same shaft, it also spins at high speed. As the
compressor spins, it forces the intake air into the engine cylinders.
3.Since the turbine and compressor wheels turn at very high speed, full floating
bearings are used to ensure the absorption of vibrations from the shaft and lubrication
of the shaft and bearings.

Operation
1.The turbocharger has two operating phases, the atmospheric phase and the boost phase.
2. During light-load and cruising conditions, the compressor is almost idling. It is rotating too
slowly to pressurize the intake air.
3.The engine operates about the same as an engine of similar size without a turbocharger. As the
engine is accelerated for more power, the combustion of more air-fuel mixture, thereby
increasing the flow of exhaust gas.
4.This speeds up the turbine and compressor. Now additional air-fuel mixture is delivered to the
cylinders and the engine delivers more power.
5.A turbocharged engine operates in the atmospheric phase most of the time. The turbocharger
does not add power during cruising at normal highway speeds. It usually provides boost only
when acceleration or full power is required.
6.As the compressor begins to force additional air-fuel mixture into the cylinders, a pressure
develops in the intake manifold. The amount of pressure increase is called the manifold pressure
(or) boost pressure.
7.The turbocharger can raise boost pressure high so that detonation and engine damage occur. To
limit boost pressure and prevent over boost, most turbochargers have actuator and waste gate
valve.

WGT(Waste gate Turbocharger)

1. Waste gate valve is installed to prevent

turbo breakage from excess intake
pressure and exhaust pressure in high
engine speed
2. Boost pressure follows engine speed,
and amount of stroke follows pressure
3. Spring is selected with suitable spring
constant to operate actuator with the
above values

Merits of WGT: Enhancing Power, Fuel Economy, Noise Reduction, Driveability,

Delivery of O2 to engine at high altitude, Clean Emission
A wastegate is a valve that diverts exhaust gases away from the turbine wheel in a turbocharged
engine system.

VGT(Variable Geometry Turbocharger)

1. Low Speed Range

Maximize exhaust flux by expending exhaust line Increase MAX Torque(5~15%)
2. High Speed Range
Maximize exhaust velocity energy by downsizing exhaust line Increase MAX Power(10~15%)
Merits of VGT: Enhancing Power of O2 to Engine at High Altitude, Clean Emissions,
Fuel Economy, Noise Reduction, Driveability

Variable-geometry turbochargers (VGTs), (also known as variable nozzle turbines/VNTs),

are a family of turbochargers, usually designed to allow the effective aspect ratio (A:R) of the
turbo to be altered as conditions change. This is done because optimum aspect ratio at low
engine speeds is very different from that at high engine speeds.
If the aspect ratio is too large, the turbo will fail to create boost at low speeds; if the aspect
ratio is too small, the turbo will choke the engine at high speeds, leading to high exhaust
manifold pressures, high pumping losses, and ultimately lower power output. By altering the
geometry of the turbine housing as the engine accelerates, the turbo's aspect ratio can be
maintained at its optimum. Because of this, VGTs have a minimal amount of lag, have a
low boost threshold, and are very efficient at higher engine speeds. VGTs do not require
a wastegate.
VGTs tend to be much more common on diesel engines as the lower exhaust temperatures
mean they are less prone to failure.
The few early gasoline-engine VGTs required significant pre-charge cooling to extend the
turbocharger life to reasonable levels, but advances in material technology [citation needed] have
improved their resistance to the high temperatures of gasoline engine exhaust and they have
started to appear increasingly in, e.g., gasoline- engined sports cars. [citation needed]

EURO AND INDIAN EMISSION STANDARDS

1. The first Indian emission regulations were idle emission limits which became effective
in 1989.
2. These idle emission regulations were soon replaced by mass emission limits for both
gasoline (1991) and diesel (1992) vehicles, which were gradually tightened during the
1990's. Since the year 2000,
3. India started adopting European emission and fuel regulations for four-wheeled lightduty and for heavy-duty vehicles. Indian own emission regulations still apply to twoand three-wheeled vehicles.
4. The emission standards adopted for different class of vehicles in India and equivalent
Euro emission standards are detailed below.

* National Capital Region (Delhi) t Mumbai, Koikata, Chennai, Bangalore, Hyderabad

including Secunderabad, Ahmedabad, Pune, Surat, Kanpur and
Agra tt Mumbai, Kolkata, Chennai, Bangalore, Hyderabad including Secunderabad,
Ahmedabad, Pune, Surat, Kanpur, Agra, SoJapur and Lucknow.

Catalytic converter
Catalytic converters provide another way to treat the exhaust gas. These devices located in the
exhaust system, convert harmful gases into harmless gases.
Inside the catalytic converter, the exhaust gases pass over a catalyst. A catalyst is a material that
promotes a chemical reaction without being affected by the reaction. In effect, the catalyst
encourages chemicals to react with each other.

Converter systems with both oxidation and reduction catalysts are called 2 stage or 3-way
catalytic converter systems. The three way catalytic converter is the most ideal type of catalytic
converter since it can convert not only CO and HC, but also NOx into non-polluting substances.
CO

Carbon-Monoxide

HC Hydrocarbon

NOx Nitrogen dioxide

Some of the newest converters have even started to use gold mixed with the more traditional
catalysts.
Gold is cheaper than the other materials and could increase oxidation, the chemical reaction that
reduces pollutants, by up to 40 percent.
The oxidizing converter handles HC and CO, using platinum or palladium as the catalysts.
The air helps the oxidizing catalyst convert the HC and CO into carbon dioxide and water.
The reducing converter handles NOx using metal rhodium. It splits oxygen from the nitrogen.
The NOx becomes harmless nitrogen (N2) and Oxygen (O)

3-WAY CATALYTIC CONVERTER

How Car Exhaust System Works