Petrol Engine Fuel Supply System

Petrol engine fuel supply system

Types of Fuel Feed Systems - The fuel from the fuel tank can be supplied to the engine cylinder by the
following systems.
Gravity system - In this system the petrol is supply to the engine by gravitational force. In the gravity fuel feed
system, the fuel tank is mounted at a place higher than that of the carburetor. The fuel flows from the tank to the
carburetor due to the gravitational force. Thus the system does not require any fuel pump. The fuel tank is
directly connected to the carburetor. The cock is very important in this system because there is a possibility of
leakage the cock is having three position that is on, off and reserve. This system used in two wheeler and three
wheelers.
Pressure system - In this system the petrol is supplied with pressure by fuel pump. In this system the fuel tanks
is fitted at lower level of engine so that petrol cannot flow automatically hence fuel pump is used. The fuel
pumps suck the fuel from tank and give the pressure to petrol and supply it to the engine. In pressure system, a
pressure sealed tank is used. For starting, the pump is primed by cam which produces pressure in the tank and
fuel flows to the carburetor. In this system the tank can be placed above or below the carburetor.
Vacuum system - The engine suction is used for sucking the fuel from the main tank to the auxiliary fuel tank
from where it flows by gravity to the carburetor.
Pump system - a fuel pump is used to feed the fuel from the fuel tank to the carburetor. The pump is driven
either by the cam shaft or electrically. In this system, the fuel tank can be placed at any suitable position in the
vehicle.
Fuel injection system - a fuel injection pump is used in place of carburetor. The fuel is atomized by means of a
nozzle and then delivered into an air stream. Separate fuel injection system is used for each cylinder which
controls the mixture under different load and speed conditions.
Functions of fuel feed system
1. To store the fuel in the fuel tank.
2. To supply fuel to the engine to the required amount and in proper conditions.

3. To indicate o the driver the fuel level in the fuel tank.

Mechanical Pump - The mechanically operated diaphragm type fuel pump is operated by an eccentric mounted
on the camshaft of the engine. The pump consists of a spring loaded flexible diaphragm actuated by a rocker
arm. The rocker arm is actuated by the eccentric. Spring loaded valves are there in the inlet and outlet of the
pump. These valves ensure flow of fuel in the proper direction.

As the rocker arm is moved by the eccentric, the diaphragm is pulled down against the spring force. This
movement causes a partial vacuum in the pump chamber. Now the delivery valve remains closed and the
suction valve opens. This admits fuel into the pump chamber. At the maximum position of the eccentric, the
diaphragm is flexed to the maximum extent after this further rotation of the eccentric will release the rocker
arm. Now the rocker arm will simply follow eccentric by the action of the return spring. The diaphragm spring
will now push the diaphragm upwards and the force the fuel to flow out, opening the delivery valve, into the
delivery tube. Now the suction valve remains closed.
In this pump, the downward movement is caused by the rocker arm, while the delivery stroke is achieved by the
force of the diaphragm spring. The diaphragm spring is so designed that the fuel pressure is suitable balanced by
the buoyancy of the float system of the carburetor. As such, when deliver fuel to the carburetor. In this case, the
rocker arm simply continues to rock while the diaphragm remains at or near its lowest travel. However, as the
carburetor uses fuel, the needle valve opens to admit fuel into the float bowl. Now the diaphragm moves
downward by the rocker action and sucks the fuel to deliver back the same when required. This self regulating
feature helps the pump to deliver the correct quantity of fuel at all operating conditions.
Electrical Fuel Pump - The electrical fuel pump is mounted in the engine compartment. A pump with
electrically operated diaphragm is the SU Horizontal pump. The pump contains a flexible diaphragm that is
operated by an electromagnet instead of the mechanical system. The diaphragm consists of a number of layers
of impregnated fine gut fabric. The middle of the diaphragm is clamped to an armature. A rod attached to the
middle of the diaphragm passes through the center hole in the electromagnet. All the other end of the rod
electrical contact points are there. There is a return spring which keeps the diaphragm in position.
When the electromagnet is connected to the battery, it produces the armature compressing the return spring and
there by flexes the diaphragm. This produces vacuum in the fuel chamber. Fuel from the fuel tank enters the fuel
chamber through the inlet valve. Then, as the rod attached to the diaphragm reaches its limit of travel it opens
the set of electrical contact points. This disconnects the electromagnet from the battery. The compressed return
spring therefore pushes the armature and the diaphragm. This forces the fuel from the fuel chamber through the

outlet valve to the carburetor. As the diaphragm flexes back to its original position and the rod attached to its
reaches the limit of its travel, it closes the electrical contacts. Now the electromagnet is again energized and
tries to pull the armature and diaphragm. This series of actions is repeated as long as the ignition switch is
turned on.

If the float chamber is so full as to close the needle valve, the pump diaphragm will remain at rest in the flexed
position with the electrical circuit broken, until further delivery is required. The float mechanism of the
carburetor must be method with the return spring of the pump so that flooding of the carburetor cannot occur.
Definition of Carburetion - The process of formation of a combustible fuel-air mixture by mixing the proper
amount of fuel with air before admission to engine cylinder is called carburetion and the device which does this
job is called a carburetor.
Factors affecting Carburetion - Of the various factors, the process of carburetion is influenced by
i. The engine speed
ii. The vaporization characteristics of the fuel
iii. The temperature of the incoming air and
iv. The design of the carburetor
Carburetor - Requirements of an automobile Carburetor - The carburetor is a device for atomizing and
vaporizing the fuel and mixing it with the air in varying proportions to suit the changing conditions of spark
ignition engines. The air fuel mixture so obtained from the carburetor is called the combustible mixture. The
process of mixing the gasoline fuel with air to obtain the combustible mixture is called carburetion.
Vaporization is the change of state of the fuel from liquid to vapour. Atomization is the mechanical breaking up
of the liquid fuel into small particles, so that every particle of the fuel is surrounded by air. In order to produce
very quick vaporization of the liquid fuel, it is sprayed into the air passing through the carburetor. Spraying of
the liquid turns it into many fine particles, so that the vaporization occurs almost instantly.
The carburetor supplies the air-fuel mixture of varying proportions to suit the changing conditions of the engine.
The mixture must be rich for starting, accelerating and high speed operation. The mixture should be lean for
operation at intermediate speed with a warm engine. The theoretically perfect mixture of air and gasoline
contains 15 parts of air and 1 part of gasoline by weight.
Air Fuel ratio - The Carburetor must supply the air-fuel mixture of varying proportions to suit the different
operating requirements. The mixture must be rich for starting and must be relatively lean for idling and
intermediate speeds. The air-fuel ratio for different speeds of a car can be as follows.

For starting of the car, the air-fuel ratio is 9:1. It is called rich mixture.
For idling condition, the air-fuel ratio lies about 12:1. It is called lean mixture.
For intermediate speeds between 35 to 105 km/hour, the air-fuel ratio varies further leans out to 15:1.
But at higher speeds from 120 to 150 km/hour, with a wide open throttle, the mixture is again enriched

to about 13:1.
For acceleration at any speed the throttle is suddenly opened which causes a momentary enrichment of
the mixture.

Functions of a carburetor
a. It maintains a small quantity of petrol in the float chamber at constant head (height) to ensure
uninterrupted supply for vaporization.
b. It vaporizes (atomizes) petrol, i.e. it converts liquid petrol to vapor form for convenient mixing with the
air.
c. It does carburetion i.e. prepares a homogeneous mixture of air and vapor petrol
d. It delivers correct air-fuel mixture to the engine through the manifold under varying conditions of load
and speed of the engine.
A simple carburetor consists of a float chamber, float, needle valve, jet nozzle, mixing chamber, venturi, throttle
and a choke. The float is a hollow and light weight part made of thin metal sheet. The float chamber maintains
the fuel at a constant level which is necessary for normal operation of a carburetor. The float chamber is vented
through a hole to communicate with the atmosphere. When the fuel level sinks, the float goes down, opens the
needle valve and admits fuel into the chamber. And when the fuel level reaches its normal level, the float goes
up, closes the needle valve and stops inflow of the fuel. A normal level is reached when the fuel in the chamber
is 1-2 mm below the edge of the nozzle. This level ensures easy suction of fuel from the nozzle and prevents
leakage when the carburetor is inoperative.

The jet tube - with a calibrated hole of definite diameter meters out the amount of fuel to be supplied. The
pulverizer which takes the form of a pin tube communicates with float chamber through the jet. Mixing
chamber is straight or bent tube one of whose ends is connected to the engine inlet pipe and the other to the air
cleaner. The fuel is mixed with air precisely in this chamber. Venturi mounted in the mixing chamber at the end

of the nozzle increases the velocity of the air stream in the mixing chamber and there by provides a more
intensive atomization of fuel. Throttle changes the cross section presented to the combustible mixture. The
throttle is controlled by the driver from the cab. The degree to which the throttle is opened determines the
amount of mixture passed and accordingly changes the power of the engine. A simple carburetor is shown in the
figure below. The figure above shows the different types of mixing chamber. The most commonly used mixing
chamber is the down draught type mixing chamber.
Types of Carburetors - There are three general types of carburetors depending on the direction of flow of air.
The first is the up draught type, in which the air enters at the bottom and leaves at the top so that the direction of
its flow is upwards. The disadvantage of the up draught carburetor is that it must lift the sprayed fuel droplet by
air friction. Hence, it must be designed for relatively small mixing tube and throat so that even at low engine
speeds the air velocity is sufficient to lift and carry the fuel particles along. Otherwise, the fuel droplets tend to
separate out providing only a lean mixture to the engine. On the other hand, the mixing tube is finite and small
then it cannot supply mixture to the engine at a sufficiently rapid rate at high speeds.
In order to overcome this drawback the downdraught carburetor is adopted. It is placed at a level higher than the
inlet manifold and in which the air and mixture generally follow a downward course. Here the fuel does not
have to be lifted by air friction as in the up draught carburetors but move into the cylinders by gravity even if
the air velocity is low. Hence, the mixing tube and throat can be made large which makes high engine speeds
and high specific outputs possible.
A cross-draught carburetor consists of a horizontal mixing tube with a float chamber on one side of it. By using
a cross-draught carburetor in engines, one right-angled turn in the inlet passage is eliminated and the resistance
to flow is reduced.

Limitations of simple carburetor and methods to overcome them - A simple carburetor works well when the
engine runs at a preset speed and the stipulated load. It is because the nozzle and the venturi dimensions are set
for a particular speed and the load. But working of carburetor at a single condition is impracticable. The
construction of a simple carburetor cannot fulfill the fuel demand at different loads, changing speeds and
varying weather conditions. Due to these limitations, a simple carburetor cannot be used in actual practice. To
make it suitable for commercial applications, its limitations are to be overcome. For that various arrangements
are incorporated in its construction. These arrangements and difficulties (limitations) overcome by them are
given as below.
Difficulties to be encountered

Provisions / arrangements incorporated

Cold start
Idling
Low speeds
High speeds

Acceleration
Higher altitude

Ticker, Choke, Adjustable jet area, Auxiliary air bypass

Auxiliary (Idling) passage
Compensator jet
Extra air valve, compensatory (compound) jet, Air bleeder
compensation, Multi jet compensation Changing the venturi area by
Suction controlled devices.
Auxiliary pump with an acceleration jet.
An automatic valve regulation to help in maintaining less than
atmospheric pressure in the float chamber

Varying weather condition

Weather control devices, by varying petrol jet area, by varying air intake
area.

Icing condition

Heating of carburetor port and valve by engine exhaust gasses.

Carburetor circuits
Float circuit The purpose of the float system is the maintenance of the fuel at a predetermined level in the
carburetor at all times, under any operating conditions. Since the float system controls the flow of gasoline into
all the other circuits of the carburetor, its setting and operation must be correct. If the float is set too low, the
engine will starve for fuel at higher speeds. On the other hand, should the float be set too high, too much fuel
will flow through the carburetor circuits and the engine will load or a mileage complaint will be the result. The
float system can only operate properly, if there is little or no wear in the operating parts such as needle valve
and seat, float pin or float lever holes.

Starting or choke circuit - Fuel ignites less readily when cold, and if the engine is also cold, then some fuel
vapor can condense out of the air fuel mixture onto the intake manifold and cylinder walls. This makes the
mixture leaner, so to compensate for this, a valve known as the 'choke' restricts the flow of air at the entrance to
the carburetor, keeping the manifold pressure low even though the throttle valve has been opened. In this way,
fuel is sucked into the incoming air through all the fuel circuits at once idle and main. In some engines,
instead of using a choke valve, an additional fuel circuit behind the throttle valve can enrich the air fuel mixture.
Tickler - It is a spring controlled pin used to strike-on the float which in turn, pushes the additional quantity of
petrol to the jet. Invariably during cold starting and many a times during non-cold starting, the tickler is pressed
to and fro a few times to cause flooding of the carburetor. Thus the mixture becomes very rich, ignites easily,
and the engine starts quickly.

Choke - When the vehicle is

kept stationary for a long period

during cool winter seasons, may

be overnight, starting becomes more

difficult. As already explained, at low cranking speeds and intake temperatures a very rich mixture is required to
initiate combustion. Some times air-fuel ratio as rich as 9:1 is required. The main reason is that very large
fraction of the fuel may remain as liquid suspended in air even in the cylinder. For initiating combustion, fuelvapour and air in the form of mixture at a ratio that can sustain combustion is required. It may be noted that at
very low temperature vapour fraction of the fuel is also very small and this forms combustible mixture to
initiate combustion. Hence, a very rich mixture must be supplied. The most popular method of providing such
mixture is by the use of choke valve. This is simple butterfly valve located between the entrance to the
carburetor and the venturi throat.
When the choke is partly closed, large pressure drop occurs at the venturi throat that would normally result from
the quantity of air passing through the venturi throat. The very large depression at the throat inducts large
amount of fuel from the main nozzle and provides a very rich mixture so that the ratio of the evaporated fuel to
air in the cylinder is within the combustible limits. Sometimes, the choke valves are spring loaded to ensure that
large carburetor depression and excessive choking does not persist after the engine has started, and reached a
desired speed. This choke can be made to operate automatically by means of a thermostat so that the choke is
closed when engine is cold and goes out of operation when engine warms up after starting. The speed and the
output of an engine is controlled by the use of the throttle valve, which is located on the downstream side of the
venturi.
The more the throttle is closed the greater is the obstruction to the flow of the mixture placed in the passage and
the less is the quantity of mixture delivered to .the cylinders. The decreased quantity of mixture gives a less
powerful impulse to the pistons and the output of the engine is reduced accordingly. As the throttle is opened,
the output of the engine increases. Opening the throttle usually increases the speed of the engine. But this is not
always the case as the load on the engine is also a factor. For example, opening the throttle when the motor
vehicle is starting to climb a hill may or may not increase the vehicle speed, depending upon the steepness of
the hill and the extent of throttle opening. In short, the throttle is simply a means to regulate the output of the
engine by varying the quantity of charge going into the cylinder.
Idling circuit No load running mode of the engine. During this period a rich mixture is fed to the engine to
sustain combustion. When the throttle valve is closed or nearly closed, the manifold vacuum created behind the
throttle is sufficient to pull a small amount of fuel and air through small openings located after the throttle

valve. This is called the idle circuit and it enables the engine to keep running when there is no pressure on the
accelerator.

Main circuit - When the throttle is progressively opened, more and more air is allowed to flow through the pipe
and into the engine. The idle circuit cease to function because the manifold vacuum is now lowered, but as the
airflow through the venturi increases, the Bernoulli effect, which lowers the pressure in the pipe as the velocity
increases, sucks fuel into the air stream through a jet in the center of the throat.
Accelerator pump - Acceleration is a transient phenomenon. In order to accelerate the vehicle and
consequently its engine, the mixture required is very rich and the richness of the mixture has to be obtained
quickly and very rapidly. In automobile engines situations arise when it is necessary to accelerate the vehicle.
This requires an increased output from the engine in a very short time. If the throttle is suddenly opened there is
a corresponding increase in the air flow. However, because of the inertia of the liquid fuel, the fuel flow does
not increase in proportion to the increase in air flow. This results in a temporary lean mixture causing the engine
to misfire and a temporary reduction in power output. To prevent this condition, all modern carburetors are
equipped with an accelerating system.
The plunger moves into the cylinder and forces an additional jet of fuel at the venturi throat. When the throttle is
partly open, the spring sets the plunger back. There is also an arrangement which ensures that fuel in the pump
cylinder is not forced through the jet when valve is slowly opened or leaks past the plunger or some holes into
the float chamber.

Power enrichment by economizer system In order to obtain maximum power, the carburettor must supply a
rich mixture. This additional fuel required is supplied by a power enrichment system that contains a meter rod
economizer that provides a larger orifice opening to the main jet as the throttle is opened beyond a certain point.

Types of carburetor in commercial use

Constant Choke Carburetor - In the constant choke carburetor, the air and fuel flow areas are always
maintained to be constant. But the pressure difference or depression, which causes the flow of fuel and air, is
being varied as per the demand on the engine. Solex and Zenith carburetors belong to this class.
Constant Vacuum Carburetor - In the constant vacuum carburetor, (sometimes called variable choke
carburetor) air and fuel flow areas are being varied as per the demand on the engine, while the vacuum is
maintained to be always same. The S.U. and Carter carburetors belong to this class.
Multiple Venturi Carburetor - Multiple venturi system uses double or triple venturi. The boost venturi is
located concentrically within the main venturi. The discharge edge of the boost venturi is located at the throat of
the main venturi. The boost venturi is positioned upstream of the throat of the larger main venturi. Only a
fraction of the total air flows though the boost venturi. Now the pressure at the boost venturi exit equals the
pressure at the main venturi throat. The fuel nozzle is located at the throat of the boost venturi.
Constant jet carburetor - The fixed jet or fixed choke carburetor incorporates various jets and an accelerator
pump to alter the mixtures strength according to engine needs. As the air stream through the carburetors
venture speeds up, the air becomes thinner and without some compensating device the mixture would become
progressively richer until it becomes too rich to burn.
The fixed jet carburetor solves this problem by air correction, mixing some air with petrol before the petrol is
drawn into the venture. On most carburetors air correction is by means of perforated tube which emulsifies the
mixture. The main jet supplies petrol to a spraying well which contains the perforated tube, closed at the top by
a calibrated air correction jet. As the engine speed rises and the petrol level in the well falls, an increased
amount of air is drawn through the series of holes in the tube, automatically weakening the mixture.

The alternative method is to put in a compensative jet in addition to the main jet. As the fuel level drops in the
well along side the float chamber, air is drawn into the compensating jet so that a mixture of air and petrol,

instead of petrol alone reaches the main discharge point. The weakness of the mixture from the compensating
jet cancels out the richness of the mixture by the main jet. The size of the main jet is usually designed to give
the relatively weak mixture necessary for economic cruising. To give the richer mixture necessary for full
throttle, the fixed jet carburetor has an additional jet feeding the main discharge well. This supplements the
main jet which can be kept small for economy.
Constant Vacuum SU Carburetor
G Air valve,

P Piston,

chamber, V Pair of holes,

R Piston rod,

A hole,

S Suction

J Jet sleeve, N Needle,

B Flanged bush.
The variable-Jet or constant-depression carburetor, like the fixed jet type,

has

a constant level fuel supply, a throttle valve and a venture. The main
difference is that the size of the venture throat can be varied to maintain an
almost constant partial vaccum at the fuel-discharge jet. A sliding piston
controls the area of the venture throat, and the position of the piston is
determined by the degree of throttle opening. If the throttle is almost closed,

as

when the engine is idling, the flow of air through the venture drops. The weight of the piston and its spring
causes the piston to fall, leaving only a small gap for the passage of air. When the throttle is opened by
depressing the accelerator pedal, the swifter passage of air through the venture increases the partial vacuum
above the piston. This causes the piston to rise, and further increases the flow of air into the engine. The flow of
fuel is controlled by a tapered needle attached to the piston and passing into the fuel jet. As the piston rises, the
needle rises too, allowing more petrol to be drawn from the jet. The position of the jet and shape of the needle
ensure the correct proportion of petrol and air. Enrichment of the mixture when accelerating is provided by a
damper, which slows the rate of rise of the piston when the throttle is opened. This increases the partial vacuum
at the fuel jet and so provides a temporary enrichment. Since the air pressure in the venture remains reasonably
constant at any given engine speed, there is no need to provide a separate fuel circuit for idling, as in the fixedjet carburetor. The fuel is fed into the air stream at the point of maximum velocity, ensuring efficient
atomization (breaking up into droplets) of the fuel. The idling mixture strength can be altered by an adjusting
nut, which controls the jet position, and the idling speed is controlled by a throttle-stop screw.
Petrol injection - Modern carburettors, though highly developed, have certain drawbacks as explained below
1. In multi-cylinder engines the mixture supplied to various cylinders varies in quality, and quantity since the
induction passages are of unequal lengths and offer different resistances to mixture flow. The mixture
proportion is also affected due to fuel condensation in induction manifold.
2. Carburettors, with their choke tubes, jets, throttle valves, inlet pipe bends, etc., do not give a free flow
passage for the mixture. Thus there is loss of volumetric efficiency on this account.
3. The carburettor has many wearing part. After wear it operates less efficiently.

4. Freezing may take place at low temperatures, unless special means are provided to obviate this.
5. Surging of the fuel takes place when the carburettor is tilted or during acrobatics in aircraft, unless special
means are adopted to avoid this
6. Backfiring may take place and there is risk of fuel igniting outside the carburettor unless flame traps are
provided.
Some of the above disadvantages of a carburettor may be avoided by introducing the fuel by injection rather
than by carburetion. The two important methods of injection are continuous injection and timed injection.
Continuous injection
-fuel is sprayed at low pressure continuously into the air supply
-amount of fuel is governed by air throttle opening
-in supercharged engine, fuel injected in the form of multiple spray into the suction side of the centrifugal
compressor
--provide efficient atomisation of fuel and uniform mixture strength to all cylinder
-higher volumetric efficiency
-one fuel injection pump and one injector
Timed injection system
-similar to high speed diesel engine
-components are fuel feed or lift pump, fuel pump and distributor unit, fuel injection nozzles and mixture
controls
-mixture controls are automatic for all engine operating conditions
(i) Multiple plunger jerk pump system
-pump with separate plunger and high injection nozzle pressure for each cylinder
-100 to 300 bar pressure
-measured quantity of fuel for definite time and over definite period is delivered
(ii) Low pressure single pump and distributor system
-single plunger or gear pump supply fuel at low pressure to a rotating distributor
-pressure about 3.5 to 7 bar
Lucas petrol injection system
-firstly used in racing car
-single distributor system with novel metering device
-line pressure is maintained at 7 bar
-metering distributor and control unit distributes the required amount of fuel at correct time and interval
-has shuttle arrangements for metering unit
- in aircraft engine two injectors and spark plug provided for direct injection of fuel in combustion chamber

Electronic injection system - At first, carburetors were replaced with throttle body fuel injection systems, also
known as single point or central fuel injection systems. That incorporated electrically controlled fuel-injector
valves into the throttle body. Those were almost a bolt-in replacement for the carburetor, so the automakers
didn't have to make any drastic changes to their engine designs.
Single point or throttle body or central fuel injection system - A type of electronic fuel injection system that
uses a single injector or pair of injectors mounted in a centrally located throttle body. The throttle unit resembles
a carburetor except that there is no fuel bowl float or metering jets. Fuel is sprayed directly into the throttle
bore(s) by the injector(s). With single point injection it is possible to achieve a lambda regulated exhaust
emission control using only few components.
Advantages
1.
2.
3.
4.
5.

Only one fuel injector

The system pressure is not dependent on the intake air pressure
Reduced fuel consumption - precise adaptation of engine changing conditions;
Improved performance through greater latitude of the intake tract;
The large distance of heat-stressed parts leads to fewer steam bubbles and a cheaper delivery pump.

Working Principle - There is only one electromagnetic fuel injector for all four cylinders, injecting fuel
intermittently above the throttle valve. The injection amount is regulated by opening or closing the fuel injector.
Because the supply pressure is low, a simple turbine pump is sufficient instead of a roller vane pump.
The system pressure does not have to be regulated like with the multipoint injection that we are going to
explain later in this presentation in dependence on negative pressure.
The control unit keeps track of all essential data, speed, load, or temperature of the engine, but as well as the
throttle-valve angle and position, or whether the air conditioning is on or off and regulates the amount of fuel
injected according to this variables. The idle-speed operation can be steered or via bypass
Multipoint Injection System - In the Multipoint Injection System, we have one injector per cylinder, the
injector injects the fuel into the admission valve which admits the fuel and air into the cylinder. This gives an
individual control on this cylinder, improving the fuel consumption in relation of the Single point injection.
The first Multipoint injection system, the injection was done at the same time in all injectors. The improvement
in relation of the single point is the same amount of Fuel is deliver to all cylinders. This system only solved one
problem, because the problem of lag was still existent, like in the single point injection. So if the injection

occur, the fuel and air are in the admission valve, and if driver make a sudden change it only change the fuel in
the next admission, so it would be a waste of fuel or insufficient fuel.
To solve this problem it was develop one new system of Multipoint Injection. This system is sequential
Multipoint injection system, the layout is the same that the original Multipoint injection system, the difference
is that the injection is done individually, in each cylinder
Multipoint injection system with direct injection - With direct injection, fuel is injected directly into the
cylinder during the compression stroke, just a moment before the spark plug ignites the mixture. This was not
done earlier because it requires much higher fuel line pressures, over 2,000 pounds per square inch (psi) vs.
about 40 psi with conventional fuel injection. Direct benefits, include a more even fuel-air mixture (with no fuel
left behind in the runner or on the back of the valve) and a cooling effect inside the cylinder. With a direct
injection engine, the fuel gets to skip a step and add a bit of efficiency. Instead of hanging out in the air intake
manifold, fuel is squirted directly into the combustion chamber. With an assist from modern engine
management computers, the fuel gets burned right where it's needed, when it's needed.
As a result, it's possible to compress the mixture more without risking premature detonation. Compression ratios
for direct injected engines tend to be about 12:1 without boost from a turbocharger or supercharger, and about
10:1 with it. In a conventional engine, these numbers would be about 10.5:1 and 8.5:1, respectively.
Direct Injection Components: A couple of items could be found in every direct injection engine: fuel injectors
(at least one per cylinder); and a combustion chamber. Additionally, depending on what type of direct injection
system it belongs to, the engine may or may not feature several other components affiliated with the following
systems:
Unit Direct System - In this setup, the injector and a fuel pump just for that injector are integrated into a single
unit and positioned over each cylinder;
Distributor and Inline Pump System - Either a rotary wheel distributor or plunger- style pump is used to push
pressurized fuel to the injectors
Advantages - 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 -- in other words, more of
the gasoline is burned, which translates to more power and less pollution from each drop of gasoline.
Disadvantages - 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 -- they handle
fuel at significantly higher pressures than indirect injection systems and the injectors themselves must be able to
withstand the heat and pressure of combustion inside the cylinder.
Advantages of petrol injection

(1) Increased volumetric efficiency and hence increased power and torque, due to the absence of any restriction
such as ventures and other metering elements in the air passage.
(2) Better distribution of mixture to each cylinder and hence lower specific fuel consumption.
(3) Lower mixture temperatures in.the engine cylinders; despite the increase in power developed and hencepossibility of employing higher compression ratios (higher by 1 to 1.5). .
(4) Freedom from blowbacks and icing.
(5) Better starting and acceleration.
(6) Engines fitted with petrol injection system can be used in any tilt position which will cause surge trouble in
carburettors.
The disadvantages of fuel injection as against conventional carburetion are as follows
(1) The greatest disadvantage of fuel injection system as against conventional carburetion is its considerably
higher initial cost due to precise and complicated, component assemblies. The number of individual parts in
petrol injection system may be 3 to 4 times that in a carburetion system.
(2) Increased service problem. Injection system has many wearing parts such as camshaft, rotor, shuttle. etc.
(3) Weight and bulk of petrol injection system is more than that of a carburettor.
(4) Injection systems generate-more noise.