14.7:1 at which an engine provides a best power, less emissions of harmful gases as well as is proved to be a fuel economic. The signals generated by the various sensors fitted at the different locations of the engine are acquired and processed by ECU to determine when to actuate the fuel injector for how much time (to spray a specified amount of fuel into the air just before the inlet valve of the cylinder under a high pressure, maintained with the help of fuel pump and pressure regulator to optimize the fuel mixing) and when to ignite this compressed air/fuel mixture in the cylinder so that it may run under the optimize conditions and help to maintain an ideal Air/Fuel mixture ratio i.e. Here we replaced a stock carburetor with Air-Intake manifold by a specially designed Throttle Body with the new air-intake manifold and air filter in which TPS, MAP/MAT and Fuel Injector have already been fitted at the appropriate positions. That is why initially we are working to introduce an EFI (electronic fuel injection) system for a NON-EFI GY6 type engine, in which an ECU (Electronic Control Unit) is designed to perform a task of engine management. Everyone knowledgeable in fuel injection agrees that this system meters fuel with remarkable flexibility and with a control accuracy unattainable by a carburetor. Today, in foreign countries a competitive environment exists for the electronic fuel injection (EFI) system, which is a fuel metering system that can replace the carburetor in automobiles and motorbikes. However this traditional technique of engine control system doesn’t provide flexible means to adjust engine’s major parameters like fuel metering and ignition angles due to which we can not bring improvements in this system regarding fuel consumption, optimized power/torque, acceleration, and the most important is to control the emission of harmful gases according to the European laws. Nowadays almost every motorcycle engine uses traditional carburetors and capacitor discharge ignition (CDI) system in Pakistan.
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