FUEL INJECTION SYSTEM

GROUP 3

V-MB
AMBALONG , ALDRIN A
DE VERA , GISELLE
What is Fuel Injection System?
Fuel injection is a system for admitting fuel into an internal combustion engine
by atomizing the fuel through a small nozzle (fuel injector) under high pressure created
by the fuel pump.
In order for the engine to effectively make use of this fuel:

 Fuel must be injected at the proper time, that is, the injection timing must be
controlled and
 The correct amount of fuel must be delivered to meet power requirement, that is,
injection metering must be controlled.

Additional aspects are critical to ensure proper fuel injection system performance
including:

 Fuel atomization
 Bulk mixing
 Air utilization
How does a Fuel Injection System Works?
Fuel Injection System starts with a high pressure fuel pump, located inside the
fuel tank. Fuel is pumped from the tank, through a fuel filter, and to the injectors by
way of a supply line. A fuel pressure regulator on the supply line ensures the injectors
get constant fuel pressure. When the fuel leaves the injectors, the excess is returned to
the tank by way of the return line. This closed loop fuel supply guarantees a consistent
spray and amount of fuel from each of the injectors. The injector(s) either sprays the
fuel directly into an engine cylinder for burning or into a manifold where it is mixed
with air, and drawn into the engine cylinders for burning.

The electrical section of the Electronic Fuel Injection System consists of the
ECU, wiring and sensors. A wiring harness connects the injectors to the ECU and to a
power source {the battery}. The ECU is also connected to various sensors located
within the engine compartment. The ECU monitors engine conditions and the position
of the gas pedal in order to determine the correct amount of fuel that needs to be sprayed
from each injector.
 Figure 3.1. Schematic diagram of a common Fuel
Injection System

The typical fuel injection system consists of 6 main parts and the sum of all of
these fuel injection parts takes the place of the carburetor. This consists of the following
 Fuel Pump
 Fuel Pressure Regulator
 Fuel Injectors
 Engine Control Module/Unit – ECM or ECU
 Engine Sensors
 Wiring
ENGINE CONTROL MODULE/UNIT – ECM or ECU

Figure 3.2. ECM

The engine control unit is central to an EFI system. The ECU interprets data
from input sensors to, among other tasks, calculate the appropriate amount of fuel to
inject.

The relative richness or leanness of the fuel mixture in a fuel injected engine is
determined by varying the duration of the injector pulses (called pulse width). The
longer the pulse width, the greater the volume of fuel delivered and the richer the
mixture.

The computer is calibrated with a fuel delivery program that is best described
as a three-dimensional map. The program directs the computer as to how long to
make the injector pulses as engine speed and load change. During start-up, warm-
up, acceleration and increased engine load, the map typically calls for a richer fuel
mixture. When the engine is cruising under light load, the map allows for a leaner fuel
mixture to improve fuel economy. And when the vehicle is decelerating and there is no
load on the engine, the map may allow the computer to momentarily turn the injectors
off altogether.

The programming that controls the EFI system is contained on a PROM

(Program Read Only Memory) chip inside the engine computer. Replacing the
PROM chip can change the calibration of the EFI system. This is sometimes necessary
to update factory programming or to correct a drivability or emissions problem. The
PROM chip on some vehicles can also be replaced with aftermarket performance chips
to improve engine performance, too.
Determining how much fuel to supply

Figure 3.3. Sensors

Electronic fuel injection requires inputs from various engine sensors so the
computer can determine engine speed, load and operating conditions. This allows the
computer to adjust the fuel mixture as needed for optimum engine operation. The
primary factor used in determining the amount of fuel required by the engine is the
amount (by weight) of air that is being taken in by the engine for use in combustion.
Data representing the amount of power output desired by the driver (sometimes known

as "engine load") is also used by the Figure

engine3.4.
control unit in calculating the amount of
MAF Sensor
fuel required.
Mechanical fuel injection

Lucas mechanical fuel injection system

In the Lucas system, fuel from the tank is pumped at high pressure to a fuel accumulator.
From there it passes into the fuel distributor, which sends a burst of fuel to each injector,
from where it is fired into the inlet port.

The airflow is controlled by a flap valve which opens in response to the accelerator
pedal. As the airflow increases, the fuel distributor automatically increases the flow of
fuel to the injectors to keep the fuel/air mixture correctly balanced.

For cold starting, a choke on the dash or, on later models, a microprocessor control unit
brings a special cold-start injector into operation, which injects extra fuel to create a
richer mixture. Once the engine has warmed up to a certain temperature, a thermoswitch
automatically cuts off the cold-start injector.

Mechanical fuel injection was used in the 1960s and 1970s by many manufacturers on
their higher-performance sports cars and sports saloons. One type fitted to many British
cars, including the Triumph TR6 PI and 2500 PI, was the Lucas PI system, which is a
timed system.

A high-pressure electric fuel pump mounted near the fuel tank pumps fuel at a pressure
of 100psi up to a fuel accumulator. This is basically a short-term reservoir that keeps
the fuel-supply pressure constant and also irons out the pulses of fuel coming up from
the pump.

From the accumulator, the fuel passes through a paper element filter and then feeds into
the fuel-metering control unit, also known as the fuel distributor. This unit is driven
from the camshaft and its job, as the name suggests, is to distribute the fuel to each
cylinder, at the correct time and in the correct amounts.
The amount of fuel injected is controlled by a flap valve located in the engine's air
intake. The flap sits beneath the control unit and rises and falls in response to airflow -
as you open the throttle, the 'suck' from the cylinders increases the airflow and the flap
rises. This alters the position of a shuttle valve within the metering control unit to allow
more fuel to be squirted into the cylinders.

From the metering unit, the fuel is delivered to each of the injectors in turn. The fuel
then squirts out into the inlet port in the cylinder head. Each injector contains a spring-
loaded valve that is kept closed by its spring pressure. The valve only opens when the
fuel is squirted in.

For cold starting, you cannot just block off part of the airflow to enrich the fuel/air
mixture as you can with a carburettor. Instead a manual control on the dash (resembling
a choke knob) or, on later models, a microprocessor alters the position of the shuttle
valve within the metering unit. This activates an extra injector mounted in the manifold,
causing it to squirt in extra fuel to enrich the mixture.

Electronic injection systems

Bosch electronic fuel injection

An electronic system is operated entirely by a microprocessor control unit. This

measures factors such as the engine temperature, the throttle position and the engine
speed to compute the fuel/air mixture required by the engine and its timing to the
injectors.

The main difference between electronic injection and mechanical injection is that an
electronic system is controlled by a complex microprocessor control unit (sometimes
called an electronic control unit or ECU), which is basically a miniature computer.
This computer is fed with information from sensors mounted on the engine. These
measure factors such as the air pressure and temperature in the air intake, the engine
temperature, accelerator position and engine speed. All this information allows an
electronic system to meter the fuel far more accurately than the simple mechanical
system, which relies on sensing the airflow alone.

The computer compares the input signals from the sensors with information already
programmed into it at the factory, and works out exactly how much fuel should be
delivered to the engine. It then signals the on-off valve ig the injector to open and squirt
fuel into the inlet port. All this happens in a fraction of a second, the control unit
responding instantly to changes in accelerator position, temperature and air pressure.

As well as improved control over fuel flow, the electronic system also operates at lower
pressure than a mechanical system - usually at around 25-30psi. This makes it run more
quietly than a mechanical system does.

A typical system is the Bosch LJetronic, which is fitted to a wide range of European
cars. In this system, fuel is drawn from the tank by an electric pump. It is then fed
straight up pipes to the injectors. The system pumps more fuel than is needed for
injection - a loop circuitreturns the excess to the fuel tank via a pressure regulator which
keeps the pressure in the pipes constant.

The injector valves are held closed by springs, and opened

by solenoids (electromagnets) when signalled to do so by the control unit. The amount
of fuel injected depends on how long the solenoid holds the injector open.

Fuel Injection Parts and its Function

Fuel Injector

The fuel injector is a valve that opens to spray pressurized fuel directly into the
engine. The engine control unit determines the appropriate amount of fuel needed to
create the optimal fuel to air ratio, and it opens the fuel injector just long enough to
allow that precise amount of fuel to escape. The duration that the fuel injector is open
is called the pulse width. Individual injectors open independently in a sequential fuel
injection system. In batch fire systems, people can signal the injectors to open at the
same time.

Sensors

Here are some of the sensors inside a typical fuel injection system. These
sensors measure everything from oxygen amounts to the position of the throttle. They
can even tell the engine control unit to adapt the tuning of the engine to accommodate
different grades of fuel.

Sensor Function
Airflow Sensor Determines the mass of air entering the engine
 Coolant Tells ECU when the engine is at optimum operating
Temperature Sensor temperature
Oxygen Sensor Determines amount of oxygen in exhaust, adjusts
accordingly
Throttle Monitors position of throttle valve and adjusts fuel rate
Position Sensor based on reading
Manifold Monitors pressure of air coming into the engine to gauge
Absolute Pressure amount of power being produced
Sensor
Engine Speed Senses engine speed, which helps determine how long to
Sensor keep fuel injectors open to dispense fuel

Airflow Sensor

Throttle Position Sensor

 Manifold Absolute Pressure Sensor

Oxygen Sensor

Coolant Temperature Sensor

 Engine Speed Sensor

Difference Between Fuel Injection System of a Diesel and Petrol Engine

Gasoline fuel injection system

In a gasoline engine, the fuel injection system injects a homogenous mixture of fuel and
air into the combustion chamber through the fuel injector
The mixture is then compressed by the piston which moves up and down in the chamber
to pressurize the air and fuel mixture
The pressurized mixture is then ignited by the spark that is produced by the spark plug
In gasoline engines, the fuel is not injected with high pressure because the fuel has to
mix with air in the fuel valve before getting injected into the chamber. The pressure
with which the mixture is injected by the fuel injector into the chamber will be 10 psi
to 60 psi

Diesel fuel injection system

Unlike gasoline engines, diesel engines do not have a spark plug
In these engines, the air is already present in the combustion chamber and is compressed
The fuel is injected into the chamber through fuel injectors with very high pressure of
about 10,000 psi to 30,000 psi in the form of fine mist
Since no spark plug is present to produce spark, the heated air will ignite the fuel that
is injected into the combustion chamber with high pressure
In order to withstand high pressure and a temperature of about 400 degrees, fuel
injectors of the system are built sturdier compared to that of fuel injectors of the
gasoline fuel injection system
Some of the diesel engine cars have glow plugs

When the car is idle for a long time or put in cold weather conditions, the temperatures
of the cylinders and combustion chambers will be very low. In such situations, the air
in the combustion chamber will not get heated enough for ignition
Glow plugs help in warming up and increasing the temperatures of the cylinders and
combustion chambers, creating the ideal condition for ignition

An important aspect of ignition is that in both the engines, the explosions happen at the
right time with the right amount of air and fuel. Otherwise, it leads to critical
performance issues in cars such as knocking and toxic emissions that lead to decrease
in power and durability of the engine.
 The various parts of a complete fuel injection system work together to properly
fuel a car. When one component stops working properly, it could make the car run less
efficiently or not at all. Because of this, it is important to check on each part of a fuel
injection system regularly.

Wiring Harness

All of the various sensor wires are neatly organized and bundled together with
a wiring harness. Most of the time, the wires are labeled for easy identification in case
they ever become disconnected. The harness helps to keep all of the wires secure to
avoid damage and provides a single connection point to the ECU. People also use
wiring harnesses in alarm systems and car stereo systems.

Fuel Pump

The fuel pump transfers fuel from inside the fuel tank into the workings of the
fuel injection system. In most modern vehicles, the fuel pump is electric. It is located
inside the fuel tank. When the fuel pump engages, it pumps the fuel through the fuel
rail, also called the common rail. It is a metal pipe with openings for each individual
fuel injector to connect to transfer fuel from the fuel tank to the fuel injectors. Fuel rails
have a pocket or seat for each injector as well as an inlet for a fuel supply. Multi point,
multi port, and some batch fire fuel injection systems have fuel rails. Some multi point
systems use a fuel distributor with individual pipes or tubes to feed each injector instead
of a fuel rail.

Fuel Pressure Regulator

The fuel pressure regulator is essential for maintaining the proper pressure
inside the fuel injection system. If there is too much or too little pressure, it can lead to
an imbalance in the fuel to air ratio, which reduces performance.

WHY CARBURETORS?

•Less expensive
•Easier to install and repair
•More power
WHY FUEL INJECTION SYSTEM?

 Reduced fuel consumption

 Exhaust emissions are cleaner
 No need for frequent tune
TYPES OF FUEL INJECTION SYSTEM

1. Multipoint Port Fuel Injection (MPFI)

Multiport fuel injection injects fuel into the intake ports just upstream of each
cylinder's intake valve, rather than at a central point within an intake manifold.

Figure 3.6. Multipoint Port Fuel Injection

Types of Multipoint Port Fuel Injection

 Sequential- in which injection is timed to coincide with each cylinder's intake
stroke
 Batched- in which fuel is injected to the cylinders in groups, without precise
synchronization to any particular cylinder's intake stroke
 Simultaneous- in which fuel is injected at the same time to all the cylinders.
Figure 3.7. Process of Multipoint Port Injection
Advantage of M. P. F. I.
(1) More uniform A/F mixture will be supplied to each cylinder, hence the difference
in power developed in each cylinder is minimum. Vibration from the engine equipped
with this system is less, due to this the life of engine components is improved.
(2) No need to crank the engine twice or thrice in case of cold starting as happens in the
carburetor system.
(3) Immediate response, in case of sudden acceleration / deceleration.
(4) Since the engine is controlled by ECM(Engine Control Module), more accurate
amount of A/F mixture will be supplied and as a result complete combustion will take
place. This leads to effective utilization of fuel supplied and hence low emission level.
(5) The mileage of the vehicle will be improved.

2. THROTTLE BODY INJECTION SYSTEM

The throttle body injection (TBI) system uses one or two injector valves
mounted in a throttle body assembly. The injectors spray fuel into the top of
the throttle body air horn The TBI fuel spray mixes with the air flowing
through the air horn. The mixture is then pulled into the engine by intake
manifold vacuum.

The throttle body injection assembly typically consists of the following:

throttle body housing, fuel injectors, fuel pressure regulator, throttle
positioner, throttle position sensor, and throttle plates.

Figure 3.8. Throttle Body Injection

TBI Fuel Injection Advantages

• It is less expensive than using other types of fuel injection systems.

 • It is easier to clean, maintain and service because there are fewer parts.

• It is cheaper to manufacture than a port injection system and simpler to

diagnose. It also does not have the same level of injector balance problems
that a port injection system might have when the injectors are clogged.

• It greatly improves the fuel metering compared to a carburetor.

• You do not have to make any changes to the TBI intake manifold. You also do
not have to change the throttle linkage. Instead, use the existing linkage, air
cleaners and carbs to install the system.

• It is also capable of logging data and can be programmed for ignition and fuel.
The TBI system is that it learns and understands your habits when driving so it
can easily map out your actions and the performance of the engine.

TBI Fuel Injection Disadvantages

• It is almost the same as a TBI carburetor wherein the fuel is not equally
distributed to all the cylinders. This means that the air/fuel mixture injected
differs for each cylinder.

• It can cool the manifold much faster causing the fuel to puddle and condense
in the manifold. The possibility of condensation is much higher since the fuel
travels longer from the throttle body to the combustion chamber.

• Since the system needs to be mounted on top of the combustion chamber,

you're prevented from modifying the manifold design to improve your car's
performance.

• It is a wet system and the mixture of fuel is still based per cylinder.

CARS WITH A THROTTLE BODY INJECTION SYSTEM

Figure 3.9. 94 Chevy Truck

 Figure 3.10. 1992Isuzu Rodeo XS

3. Continuous Injection System (CIS)

Is an independent mechanical system. The basic operating principle is to continuously
inject fuel into the intake side of the engine by means of an electric pump. The
amount of fuel delivered is metered by an air flow measuring device .

Basic Operation

Metering is done through a mixture control unit. This unit consist of an airflow sensor
and a special fuel distributor with fuel lines running to all injectors. A control plunger
in the fuel distributor is mechanically linked to the airflow sensor plate by means of a
lever. As the airflow sensor measures the volume of engine intake air, its plate moves.
The lever transfers this motion to the control plunger in the fuel distributor. The
plunger moves up or down changing the size of the fuel metering openings in the fuel.
 Figure 3.11. Continuous Injection System

4. CENTRAL PORT INJECTION

This system is very similar to the standard multi-port injection system. The main
difference lies in the location and construction of the fuel injector(s). Instead of an
injector positioned at each intake manifold port, the injector(s) are centrally located in
the intake manifold plenum assembly (hence the name central multi-port).

Figure 3.12.Actual central point injection

 Figure 3.13. Central Port Injection

CARS WITH A CENTRAL PORT INJECTION SYSTEM

Figure 3.14. Cadillac Escapade

DIRECT AND INDIRECT FUEL INJECTION SYSTEM
Direct Fuel Injection System is a fuel-delivery technology that allows gasoline
engines to burn fuel more efficiently, resulting in more power, cleaner emissions, and
increased fuel economy.
How direct fuel injection works
1. In Gasoline engines work by sucking a mixture of gasoline and air into a
cylinder, compressing it with a piston, and igniting it with a spark; the resulting
explosion drives the piston downwards, producing power.
2. In Diesel engines, virtually all diesel engines use direct fuel injection.
However, because diesels use a different process to combust their fuel (gasoline
engines compress a mixture of gasoline and air and ignite it with a spark; diesels
compress air only, then spray in fuel which is ignited by the heat and pressure),
their injection systems differ in design and operation from gasoline direct fuel
injection systems.

Two positions of Direct Injection System

Figure 3.16. Wall-Guided Direct Injection

 1. Wall-guided Direct Injection System

2. Spray-guided Direct Injection System

Figure 3.17. Spray Guided Direct Injection

Advantages of direct fuel injection

Combined with ultra-precise computer management, direct injection allows more
accurate control over fuel metering (the amount of fuel injected) and injection timing
(exactly when the fuel is introduced into the cylinder). The location of the injector also
allows for a more optimal spray pattern that breaks the gasoline up into smaller droplets.
The result is more complete combustion.
Disadvantages of direct fuel injection
The primary disadvantages of direct injection engines are complexity and cost. Direct
injection systems are more expensive to build because their components must be more
rugged.

Indirect (traditional) fuel injection systems pre-mix the gasoline and air in a chamber
just outside the cylinder called the intake manifold. In a direct-injection system, the air
and gasoline are not pre-mixed; air comes in via the intake manifold, while the gasoline
is injected directly into the cylinder.

Indirect and Direct Fuel Injection Systems

The main difference between Direct and Indirect Injection is the layout of the injection
system, the Indirect Injection System actually has a small swirl chamber above the
cylinder, where the fuel is injected, this chamber also contains the glow plug, which is
much needed to start the engine, the Direct Injection system has the injection nozzle
actually fixed to the top of the combustion chamber, usually the piston on the engine
with this type of injection system has a crown shape in the top to create the needed
swirl, the diagrams below show the difference between both systems.
 The Advantages of an ‘Indirect Injection’ system compared to ‘Direct Injection’
are:
 High rate of swirl over wide range of engine speeds
 Does not require expensive, ultra high pressure injection system
 Less chance of injector blockage due to self-cleaning pintle injectors

The Disadvantages of an ‘Indirect Injection’ System compared to ‘Direct

Injection’ are:
 Poorer fuel consumption due to lower thermal efficiency
 Higher compression ratio required to aid starting

Direct and Indirect Injection Cycle

Induction, the descending piston increases the cylinder volume and decreases the
pressure. Atmospheric pressure forces air through the open inlet port in the cylinder.
Compression, both valves are closed and so the ascending piston compresses and raises
the temperature of the air.
Power, just before TDC (Top Dead Centre), fuel oil, having an ignition temperature of
400 degrees Celsius, is injected into the cylinder at a high pressure. After a short delay,
the fuel begins to burn and liberates heat which raises the pressure, providing the thrust
necessary for the power stroke.
Exhaust, as the piston nears the end of the power stroke, the exhaust port is opened.
The ascending piston pumps out the burnt gas in readiness for the new cycle.

Direct Injection Cycle Indirect Injection Cycle

DIESEL AND GASOLINE INJECTION SYSTEM
Diesel fuel injection system:
Unlike gasoline engines, diesel engines do not have a spark plug. In these engines, the air is
already present in the combustion chamber and is compressed. Since no spark plug is present
to produce spark, the heated air will ignite the fuel that is injected into the combustion chamber
with high pressure. In order to withstand high pressure, fuel injectors of the system are built
sturdier compared to that of fuel injectors of the gasoline fuel injection system. Some of the
diesel engine cars have glow plugs.
When the car is idle for a long time or put in cold weather conditions, the temperatures of the
cylinders and combustion chambers will be very low. In such situations, the air in the
combustion chamber will not get heated enough for ignition. Glow plugs help in warming up
and increasing the temperatures of the cylinders and combustion chambers, creating the ideal
condition for ignition.
The diesel fuel injection system consists of:
 fuel injection pump - pressurizes fuel to high pressure
 high-pressure pipe - sends fuel to the injection nozzle
 injection nozzle - injects the fuel into the cylinder
 feed pump – sucks fuel from the fuel tank
 fuel filter - filtrates the fuel

Function of Diesel Fuel Injection System:

The fuel injection system lies at the very heart of the diesel engine. By pressurizing and
injecting the fuel, the system forces it into air that has been compressed to high pressure in the
combustion chamber.

The diesel fuel injection system has four main functions:

1. Feeding fuel
Pump elements such as the cylinder and plunger are built into the injection pump body. The
fuel is compressed to high pressure when the cam lifts the plunger, and is then sent to the
injector.
2. Adjusting fuel quantity
In diesel engines the intake of air is almost constant, irrespective of the rotating speed and load.
If the injection quantity is changed with the engine speed and the injection timing is constant,
the output and fuel consumption change. Since the engine output is almost proportional to the
injection quantity, this is adjusted by the accelerator pedal.
3. Adjusting injection timing
Ignition delay is the period of time between the point when the fuel is injected, ignited and
combusted and when maximum combustion pressure is reached. As this period of time is
almost constant, irrespective of engine speed, a timer is used to adjust and change injection
timing.
4. Atomizing fuel
When fuel is pressurized by the injection pump and then atomized from the injection nozzle, it
mixes thoroughly with air, thus improving ignition. The result is complete combustion.

Gasoline fuel injection system

In a gasoline engine, the fuel injection system injects a homogenous mixture of fuel and air
into the combustion chamber through the fuel injector. The mixture is then compressed by the
piston which moves up and down in the chamber to pressurize the air and fuel mixture.
The pressurized mixture is then ignited by the spark that is produced by the spark plug. In
gasoline engines, the fuel is not injected with high pressure because the fuel has to mix with
air in the fuel valve before getting injected into the chamber.
The gasoline fuel injection system consists of:
 fuel injection pump - pressurizes fuel to high pressure
 high-pressure pipe - sends fuel to the injection nozzle
 injection nozzle - injects the fuel into the cylinder
 feed pump – sucks fuel from the fuel tank
 fuel filter - filtrates the fuel
 spark plug- produces spark to ignite the air/fuel mixture in the combustion chamber

Differences between Diesel and Gasoline Fuel Injection Systems:

Theoretically, both gasoline and diesel engines are internal combustion engines. Both perform
the function of converting chemical energy into mechanical energy using fuel injection system.
Small chemical explosions occur in the combustion chambers of both the engines, but the way
they take place is different for each engine.
The major difference between the engines is that gasoline engines have a spark plug that
produces spark to ignite the air/fuel mixture in the combustion chamber, whereas diesel
engines do not have the spark plug and the fuel is ignited by compressed air instead.