2nd Generation of the DI-Motronic Gasoline Direct Injection System from Bosch
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As has already happened with diesels, the combination of Bosch direct injection and turbocharging will radically affect the sales of gasoline engines. At an Automotive Press Briefing hosted by the Stuttgart-based automotive components supplier, Dr. Rolf Leonhard, Vice President Development, Gasoline Systems Division of Robert Bosch GmbH, states: "The new direct injection gasoline engines resolve the conflict of objectives between driving dynamics and fuel consumption. The high torque they produce at the lower end without sacrificing their high-revving capability at the upper end makes them very attractive." The higher torque results from synergies between direct injection, turbocharging and variable valve timing.
Bosch's DI-Motronic direct gasoline injection is the single most effective means of reducing fuel consumption. A combination of downsizing and direct injection with homogeneous combustion (Lambda = 1) makes it possible to achieve a roughly 15 percent reduction in consumption. Even without downsizing, the same kind of improvement can be achieved using the jet-directed combustion process and stratified charge injection. Further potential for reducing consumption results from the combination of sprayguided direct injection combustion with turbo- charging, as well as through novel Start-Stop systems such as Bosch's direct injection Directstart.
Gasoline engines with direct injection already meet the US SULEV (Super Ultra Low Emission Vehicle) regulations. The emissions standards currently being debated in Europe for a future Euro 5 standard can also be realized with this system at acceptable cost. Bosch has developed a new warm-up strategy for the catalytic converter for direct injection systems. For a direct injection gasoline engine, the cost of the entire system consisting of engine, electronic engine management and exhaust system is about the same as for a system with simple downdraught fuel injection.
The 2nd generation of DI-Motronic will go into series production at the end of 2005. It will make future gasoline engines more responsive, fuel-efficient and cleaner. Improved direct injection features new high-pressure injection valves with multi-hole nozzles, an improved single-cylinder high-pressure pump and improved engine management. The injectors of the 2nd generation of DI-Motronic are designed to handle higher fuel pressures of up to 200 bar, as against the previous 120 bar. There are multi-hole, variable-configuration, valves for the magnetically-driven injectors.
Bosch is also developing Piezo injectors for future spray-guided DI combustion processes which are also designed for a fuel pressure of 200 bar. These injectors feature extremely short response times, enabling highly flexible injection strategies to be employed. A newly-developed single-cylinder high-pressure pump generates the required pressure in the fuel supply line. The pump is driven by an extra cam on the camshaft and has only two hydraulic connections: one for the fuel supply, the other for the connection to the fuel distribution tube (high-pressure rail). The power consumption of the new high-pressure pump is lower and it is both smaller and lighter. As regards the engine control unit and the overall functioning of the system, Leonhard says: "For engine management Bosch has developed electrical circuits and functions for all current DI combustion processes and engine designs. The all-round improvements to the DIMotronic system make it easier to convert conventional gasoline engines to direct injection."
Leonhard believes that gasoline direct injection is set to be as successful as diesel direct injection. By 2008, one in every five new gasoline-powered vehicles is expected to have direct injection. Around half of these will also have a turbocharger. His assessment: "Across the globe, gasoline direct injection with turbocharging will in future further consolidate the current market dominance of the gasoline engine."
For powerful, fuel efficient and clean gasoline engines
- Combination of direct injection and turbocharging
- Piezo injectors for future jet-directed injection processes
- One in five gasoline engines to be fitted with direct injection by 2008
As has already happened with diesels, the combination of Bosch direct injection and turbocharging will radically affect the sales of gasoline engines. At an Automotive Press Briefing hosted by the Stuttgart-based automotive components supplier, Dr. Rolf Leonhard, Vice President Development, Gasoline Systems Division of Robert Bosch GmbH, states: "The new direct injection gasoline engines resolve the conflict of objectives between driving dynamics and fuel consumption. The high torque they produce at the lower end without sacrificing their high-revving capability at the upper end makes them very attractive." The higher torque results from synergies between direct injection, turbocharging and variable valve timing.
Bosch's DI-Motronic direct gasoline injection is the single most effective means of reducing fuel consumption. A combination of downsizing and direct injection with homogeneous combustion (Lambda = 1) makes it possible to achieve a roughly 15 percent reduction in consumption. Even without downsizing, the same kind of improvement can be achieved using the jet-directed combustion process and stratified charge injection. Further potential for reducing consumption results from the combination of sprayguided direct injection combustion with turbo- charging, as well as through novel Start-Stop systems such as Bosch's direct injection Directstart.
Gasoline engines with direct injection already meet the US SULEV (Super Ultra Low Emission Vehicle) regulations. The emissions standards currently being debated in Europe for a future Euro 5 standard can also be realized with this system at acceptable cost. Bosch has developed a new warm-up strategy for the catalytic converter for direct injection systems. For a direct injection gasoline engine, the cost of the entire system consisting of engine, electronic engine management and exhaust system is about the same as for a system with simple downdraught fuel injection.
The 2nd generation of DI-Motronic will go into series production at the end of 2005. It will make future gasoline engines more responsive, fuel-efficient and cleaner. Improved direct injection features new high-pressure injection valves with multi-hole nozzles, an improved single-cylinder high-pressure pump and improved engine management. The injectors of the 2nd generation of DI-Motronic are designed to handle higher fuel pressures of up to 200 bar, as against the previous 120 bar. There are multi-hole, variable-configuration, valves for the magnetically-driven injectors.
Bosch is also developing Piezo injectors for future spray-guided DI combustion processes which are also designed for a fuel pressure of 200 bar. These injectors feature extremely short response times, enabling highly flexible injection strategies to be employed. A newly-developed single-cylinder high-pressure pump generates the required pressure in the fuel supply line. The pump is driven by an extra cam on the camshaft and has only two hydraulic connections: one for the fuel supply, the other for the connection to the fuel distribution tube (high-pressure rail). The power consumption of the new high-pressure pump is lower and it is both smaller and lighter. As regards the engine control unit and the overall functioning of the system, Leonhard says: "For engine management Bosch has developed electrical circuits and functions for all current DI combustion processes and engine designs. The all-round improvements to the DIMotronic system make it easier to convert conventional gasoline engines to direct injection."
Leonhard believes that gasoline direct injection is set to be as successful as diesel direct injection. By 2008, one in every five new gasoline-powered vehicles is expected to have direct injection. Around half of these will also have a turbocharger. His assessment: "Across the globe, gasoline direct injection with turbocharging will in future further consolidate the current market dominance of the gasoline engine."
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