ADVANCED AUTOMOBILE

ENGINEERING
SIXTH SEMESTER
AUTOMOBILE ENGINEERING
MADIN POLYTECNIC
 Module 01
ADVANCED FUEL
INJECTION
TECHNOLOGY IN
PETROL AND DIESEL
ENGINES
Methods for increasing fuel economy
By providing correct air-fuel ratio at all engine operating conditions live speed, load, temperature
etc
v The ideal ratio is called stoichiometric ratio
v A stoichiometric mixture is one that has the air to-fuel ratio for the complete combustion of fuel
v The Electronic Fuel Injection (EFI) systems are computer controlled and designed to provide
correct air-fuel ratio for all engine speeds, loads and temperature conditions
Using good quality fuel increases fuel economy
Providing true aerodynamic shape to vehicle reduces air resistance resulting increase in economy
Efficient driving of the vehicle like driving in economical speed, correct gear changing etc
Idle timing control
Providing correct tyre inflation pressure

Fuel Injection System in Petrol and Diesel Engines

v Fuel injection technology in SI engines
In a multi cylinder engine with a carburetor, it is difficult to obtain a uniform mixture in each cylinder.
The various cylinders receive the air-gasoline mixture in varying quantities and richness. The problem
is called the mal-distribution and can be solved by the port injection system by having the same
amount of gasoline injected at each intake manifold.
By adopting gasoline injection each cylinder can get the same richness of the air-gasoline mixture and
the mal-distribution can be avoided to a great extent.

Comparison of petrol injection and carbureted fuel supply systems

Merits of petrol injection
1. Due to the absence of the venturi there is the minimum of air restriction so that higher engine
volumetric efficiencies can be obtained with the corresponding improvement in power and torque.
2. Hot spots for pre-heating the cold air and fuel mixture are eliminated so that denser air enters the
cylinder when the engine has reached normal operating conditions.
3. Since the manifold branch pipes are not greatly concerned with mixture preparation they can be
designed to utilize the inertia of the air charge to increase the engine's volumetric efficiency. (This
does not apply for single point injection.)
4. Acceleration response is better due to direct spray discharge into each inlet port.
5 Atomization of fuel droplets is generally improved over normal speed and load driving
conditions.
6. There is a possibility of using greater inlet and exhaust valve overlap without poor idling, loss of
fuel or increased exhaust pollution.
7. The monitoring of engine operating parameters enables accurate matching of air and fuel
requirements under normal speed and load conditions which improves engine performance, fuel
consumption and reduces exhaust pollution.
8. Fuel injection equipment is precise in metering injected fuel spray into the intake ports over the
complete engine speed, load and temperature operating range.
9 With multi-point injection there will be precise fuel distribution between engine cylinders even
under full load conditions.
10 Multi-point injections do not require time for fuel transportation in the intake manifold and there
is no manifold wall wetting.
11 Fuel surge is eliminated with fuel injection when cornering fast or due to heavy braking.
12 Fuel injection systems, be they either single point or multi-point injection, are particularly
adaptable and suitable for supercharged engines.

Types of injection systems

v According to location of injectors

a) Throttle body injection
b) Port injection system
c) Direct injection system

Throttle body injection

In this an injector assembly is attached to a
throttle body. This injector throttle body
assembly is installed on the intake manifold in
place of a carburetor
 Also called manifold injection or
single point injection (spi)
Injector usually upstream from
throttle (air intake side) or in some cases
placed on the opposite side
Pressures are low 2 to 6 bar.
Maybe injected irrespective of intake
process
Has same air and fuel mixing and
distribution problems as carburetor but
without venturi restriction so gives higher
engine volumetric efficiency
Higher injection pressures compared to carburetion speeds up atomization of liquid fuel
This method simplifies the construction of engine block and also does not obstruct hotspots
near the valve affecting the cooling water jacket size at that place
It requires only one circuit in the computer to control injection
It is less costly but less precise system when compared to other injection systems

PORT INJECTION SYSTEM

In this the injector sprays the fuel into each intake

port on the manifold side of the inlet valve. So it is
also called multi-port fuel injection or multi point fuel
injection
The injector is placed on the side of intake
manifold near intake port
It allows more time for the mixing of air and
petrol
No distribution difficulties since the mixture
moves only short distance before entering the cylinder
The system is more precise than throttle body
type
Induction manifold mainly deals with only
inducted air so branch pipes can be enlarged for and extended for maximize ram effect
 DIRECT INJECTION SYSTEM

Injector is placed directly into the cylinder

Similar to direct injection system used in diesel
engines
Called as GDI (Gasoline Direct Injection)
Fuel and air mix inside the cylinder itself
This piston crown in such engine is designed to
create a swirling vortex to help mixing before
combustion
The piston also have a cavity on it for ultra-lean-
burn conditions

According to duration and timing of fuel injection

1. Continuous Injection system

v Injectors are always open which means fuel is injected continuously all the time engine is running

v Supply is controlled by fuel pressure in the system

v Injects fuel through nozzle immediately the opening of throttle plate

v Usual pressure 0.5 to 1.5 bar

2. Timed Injection System

Fuel is injected at the exact moment, like towards the end of suction stoke(in GDI) or early part of
suction stroke (in Port injection)

High costly but high accuracy

Separate control circuit is needed

Less emission and high performance

Usual pressure in case of port injection is about 6.5 bar

Pressure in case of direct injection is about 16 to 35 bar

According To Control Method

Mechanical injection

It is obsolete now. In this a governor was employed to control supply and a fuel distributor to send
the fuel to correct injector
 Electronic fuel Injection (EFI)

Electronic fuel Injection (EFI) system

Modern gasoline injection system use sensor, a computer and solenoid operated fuel injectors to
meter and inject the right amount of fuel at right time into engine cylinders. These systems called
electronic fuel injection (EFI) use electrical and electronic devices to monitor and control engine
operation.

An Electronic control unit (ECU) or the computer receives electrical signals in the form of current or
voltage from various sensors. It then uses stored data to operate the injectors, ignition system and other
engine related devices.

Typical sensors for an EFI system include the following:

1. Exhaust gas or oxygen sensor:

Senses the amount of oxygen in the exhaust gas and calculates air-fuel ratio. Sensor output
voltage changes in proportion to air-fuel ratio
2. Coolant temperature sensor :
Senses the temperature of the engine coolant and from this data the computer adjusts the mixture
strength to rich side for cold starting
3. Mass air flow (MAF) sensor
Monitors mass or volume of air flowing into the intake manifold for adjusting the quantity of fuel
4. Inlet air temperature sensor
Checks the temperature of the ambient air entering the engine for fine-tuning the mixture strength
5. Throttle position sensor
 Senses the movement of the throttle plate so that the mixture flow can be adjusted for engine
speed and acceleration
6. Manifold absolute pressure sensor
Monitors vacuum in the engine intake manifold so that the mixture strength can be adjusted with
changes in engine load
7. Cam shaft position sensor
Senses rotation of engine cam shaft/crank shaft for speed and timing of injection
8. Knock sensor
Microphone type sensor that detect ping or resignation sound so that the ignition timing can be
retarded

MULTI POINT FUEL INJECTION (MPFI)

In MPFI system fuel injects into individual cylinders based on commands from engine control module
This system also allows each cylinder to be controlled independently
The ECU monitors various engine parameters and accordingly decides just how much fuel is to be injected
into the cylinder and at precisely what time
The MPFI gives higher output, faster throttle response under varying driving conditions.
Have a separate fuel injector for each cylinder.
Have better cylinder to cylinder distribution.
Eliminate the need to preheat the intake manifold

Types of MPFI system

1. D-MPFI system
2. L-MPFI system
 D-MPFI system
The D-MPFI system is the manifold fuel
injection system. In this type vacuum in
the intake manifold is first sensed.
Further, it senses the volume of air by
its density. Figure shows the block
diagram of the D-MPFI system.
As air enters into the intake manifold,
the manifold pressure sensor detects the
intake manifold vacuum and sends the
information to the ECU. The speed
sensor also sends information about the rpm of the engine to the ECU.
The ECU processes the information received and sends appropriate commands to the injector to
regulate the amount of gasoline supply for injection. When injection takes place, the gasoline mixes
with the air and mixture enters the cylinder.

L-MPFI system

As air enters into the intake manifold, the air flow sensor measures the amount of air and sends
information to the ECU. Similarly, the speed sensor sends information about the speed of the engine to
the ECU

The ECU processes the information

received and sends appropriate commands
to the injector to regulate the amount of
gasoline supply for injection. When
injection takes place, the gasoline mixes
with the air and mixture enters the
cylinder.

Functional Divisions of MPFI system

1. Air intake system
2. Fuel delivery system
3. Electronic control system
Air intake system

Main components of air intake system are

1. Air cleaner
2. Throttle body : It consists of the main bore, air passage and the following parts;
Throttle valve-which is interlocked with accelerator pedal
Throttle position (TP) sensor which detects the throttle valve opening and sends signal to
ECM
IAC valve- which supplies the bypass air depending on the engine condition
3. IAC valve: controls the opening of the bypass air passage. The air bypasses the throttle valve
through the passage and finally drawn in to the intake manifold. The opening and closing of the
valve itself is determined by operation of the magnet which is connected to it. The magnet operates
according to electric current from ECM

Fuel delivery System:

Main components of fuel delivery system are

1. Fuel pump
2. Pressure regulatory system
3. Injector
Fuel pump

Fuel injector
These are precision built solenoid valves.
They have single or multiple orifices which spray fuel into the intake manifold.
The fuel is taken from a common rail/header, pressurized to around 3 bars, fed by a high pressure
fuel pump.
Each cylinder have one injector
 It inject the fuel into the
inlet manifold according
to the signal from ECM

(Figs 8.21 (a and b) and

8.22) The function of the
injection valve (injector)
is to inject fuel into the
individual manifold
branch pipe directly in
front of the engine's
respective Inlet port.
The injectors are
solenoid-operated valves
which open and close by
means of an electrical
pulse signaled from the
control unit. The injector
valve unit consists of a
solenoid winding
mounted on the rear
section of the soft-iron
injector body, and a fluted
needle-valve (which also
supports the armature
plunger) is guided in the
nozzle body which forms the forward section of the injector. Both sections of the valve are enclosed
and held together by the valve casing. When the current energizes the solenoid, the generated
magnetic field lifts the armature and needle-valve against the helical return-spring resistance, to a
position where the needle stop collar contacts a stop-plate-this limited movement having been pre-
set to about 0.1 mm. The needle-valve tip is of the pintle type and, when open, forms with the
nozzle body a calibrated annular orifice resulting in a hollow conical fuel spray discharge (Fig. 8.2l
a and b)). With this type of injection system both fuel pressure and the injector needle-nozzle orifice
are constant. Therefore, the only other variable factor to control the amount of injected fuel is the
duration of the needle-valve opening (Fig. 8.22). The quantity of fuel to be injected will depend
upon a number of sensed operating parameters, such as air flow rate, engine speed, engine
temperature, inlet air temperature and atmospheric pressure. Consequently, to meet all these
different running conditions, the needle-valve pull-in and release times are able to range from 1.0
To 1.5 milliseconds. A current of approximately 1.5 A is needed to actuate each injector solenoid
and valve. Upon the engine ignition being switched off, the solenoid current is interrupted and the
return spring will push the needle-valve onto its seat, this completely seals the injector from the
intake port and prevents the fuel line pressure decreasing. Each injector is mounted in a rubber
mounding located in a holder, the rubber insulator prevents heat from the engine promoting fuel
vapor bubbles forming in the pipe lines and it also dampens transmitted vibrations from the engine.

Pressure Regulator System:

The fuel pressure regulator is a diaphragm operated relief valve consisting of diaphragm spring and
valve. It keeps the fuel pressure applied to the injector 2.9 kg/cm (290 kilo Pa) higher than intake
manifold at all times.
 Electronic Control System:

It consists of the following

1. Fuel injection control system

In which ECM controls the timing of fuel injection according to the signals
from various sensors
Injection time is calculated on the basis of engine speed

2.Idle speed control system

It keeps the engine idle speed as specified at all times

3. Fuel pump control system
ECM controls the ON\OFF operation of the fuel pump

4. Ignition control system

This system controls ignition timing

The ECM judges the engine conditions by using signals from various sensors
selects suitable ignition timing
Controls of this system includes
Ignition timing at the engine start
Ignition timing after engine start

5. Radiator fan control system:

Radiator fan motor is turned ON and OFF by using relays

Radiator fan motor turned ON at below 98degree Celsius and OFF at below 93
degree Celsius
6. On-board diagnostic system

ECM diagnosis troubles which may occur in the engine when ignition switch is
ON and the engine is running, it indicates trouble to the driver by flashing
malfunction indication lamp
And it stores the data about the trouble in ECM back up memory

7. Emission control system

It controls are emission control components like PCV valve, evaporative canister
etc

Engine Control Module /Unit

It consist of micro computer, analogue\digital converter

It controls fuel injector, IAC valve, fuel pump relay etc..
ECU or the Electronic Control Unit is the brain behind the MPFI system.
It is a computer chip which receives input on various engine parameters,
compares them against preloaded engine and throttle maps and accordingly
decides exactly how much fuel is to be injected into which cylinder and at
what time
Learn the users driving style.
For e.g., if someone has a habit of speedy pick up, the ECU will remember that
and give more power at lower rpm by injecting in more fuel.
It will judge by the amount of pressure being put of the throttle

Pulse width

The amount of fuel supplied to the engine is

determined by the amount of time the fuel
injector stays open. This is called the pulse
width, and it is controlled by the ECU
 Sensors used in MPFI

1. Mass Air Flow sensor

There is flap type and Hot-wire air-mass flow sensor. Here we discuss about hot wire air flow
sensor

Hot wire mass air flow sensor

A hot wire mass airflow sensor determines

the mass of air flowing into the engines
air intake system. The theory of
operation of the hot wire mass airflow
sensor is similar to that of the hot wire
anemometer (which determines air
velocity). This is achieved by heating a
wire suspended in the engines air stream,
like a toaster wire, with either a constant
voltage over the wire or a constant
current through the wire. The
wire's electrical resistance increases as the
wires temperature increases, which varies
the electrical current flowing through the
circuit, according to Ohm's law. When air
flows past the wire, the wire cools and
decrease its resistance, which in turn allows more current to flow through the circuit since the
supply voltage is a constant. As more current flows, the wires temperature increases until the
resistance reaches equilibrium again. The current increase or decrease is proportional to the mass of
air flowing past the wire. Air temperature variations change the resistance of both the temperature
compensation resistor and the hot wire at the same time, this therefore compensates for air density
changes. The integrated electronic circuit converts the proportional measurement into a calibrated
signal which is sent to the ECU.

2. Manifold absolute pressure sensor

This sensor senses pressure change in the
intake manifold

The signals from the MAP is used by the

ECM to control fuel injection pressure

In this there is a silicon chip mounted inside

the reference chamber

On onside of chip is reference pressure

The chip changes its resistance with changes

in pressure, alters the voltage signal and sends to ECM
 3. Oxygen sensor (or lambda sensor)

Oxygen sensor is installed on the exhaust manifold to detect the concentration

of oxygen in the exhaust gases

It is necessary to keep the air fuel ratio within a narrow range, and keep it in a
stochiometric air fuel ratio
It is an electronic device that measures the proportion of oxygen (O2) in the gas or liquid being
analyzed. The sensor does not actually measure oxygen concentration, but rather the difference
between the amount of oxygen in the exhaust gas and the amount of oxygen in air. Rich mixture
causes an oxygen demand. This demand causes a voltage to build up, due to transportation of
oxygen ions through the sensor layer. Lean mixture causes low voltage, since there is an oxygen
excess

4. Throttle position sensor

This is connected to throttle valve shaft on the throttle body and detects throttle
valve opening
The throttle potentiometer used is a variable resistor having two moving metal leaf-spring type
contact brushes mounted on a spindle which sweeps over two ceramic metals (cermets) semicircular
tracks deposited on a ceramic backing. The potentiometer acts as a voltage divider. Thus, if an input
voltage is applied across the ends of the resistor tracks and if the output voltage 1s taken between
one end of the resistor track and the contact brush, then the output voltage will vary according to
the
distance between the brush and its starting point. The potentiometer spindle is coupled to the
throttle butterfly valve spindle so that any angular movement of the throttle valve produces an equal
sweep of the brushes over their respective tracks. Since the track resistance is linear (that is, directly
proportional to its length) any opening of the throttle is directly related to the change in track
resistance and therefore, it proportionally changes the output voltage from the potentiometer. This
is then passed on to the electronic control unit. Note that some applications of the throttle
potentiometer prefer a non-linear resistor to boost the signal in the idle speed region. The quantity
of fuel required to be injected into the air intake to match the amount of air entering the cylinders
under different operational conditions is calculated by the electronic control unit which receives
signals from the throttle potentiometer and the ignition distributor.

5. Intake air temperature sensor

It located on the air cleaner outlet hose and constantly measures the
temperature of air entering to the intake manifold

By sensing the temp. the ECM adjusts fuel injection quantity

6. Engine coolant temperature sensor

Senses the temperature of the engine coolant and from this data the computer adjusts the mixture
strength to rich side for cold starting
 7. Vehicle speed sensor

The vehicle speed sensor is located on the transmission gear box or

speedometer

8. Cam shaft position sensor

Using this signal ECM identifies cylinder whose piston is in the compression
stroke
The camshaft sensor sets the cylinder firing sequence and coordinates the fuel injector and coil
firing cycles. It works together with the crankshaft position sensor to control engine timing and
signals the correct RPM to determine the engine speed

9. Crank shaft position sensor

ECM uses this signal for knowing the engine speed and cylinder identification
A crankshaft position sensor (CKS) is used to reference crankshaft rotation as the engine is running
while supplying feedback data to the main computer. This sensor is mounted near the crankshaft,
flywheel or in the engine block depending on manufacturer. As the crankshaft spins it creates an
electrical pulse pattern that changes with engine speed. This wavelength controls computer output
circuits such as fuel injector pulse width and timing adjustments. The timer reluctor wheel is
fastened to the crankshaft which is used by the sensor.

Advantages of MPFI

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.
(6) Improved combustion

(All merits of petrol injection are advantages of MPFI. Please see first part
of this chapter)