Electronic Circuit For A Delphi Direct Fuel Injection System - Initial Approach - Malc's Blog PDF

17.01.
2020 Electronic circuit for a Delphi direct fuel injection system – initial approach | Malc's Blog
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Electronic circuit for a Delphi direct fuel injection system – initial approach
Posted on June 30, 2010
Introduction
In building an experimental 2-stroke diesel engine, with 4 overhead valves, one problem was activation and
control of the fuel injection system. The so-called Common Rail (in this case, there was only one cylinder, so a
common rail shared between n cylinders didn’t apply) gets very high pressure fuel (about 1500 atm) from a very
highly stressed pump which we drove at 400 rpm from a 375 W electric motor, via a 4:1 reduction belt system.
For the injection system, we used the neat Delphi product. The pressure is developed by cams operating on
narrow pistons. It was essential to include the fuel filter, since the lubricant, the diesel oil itself, is barely up to the
job of controlling cam wear. Any impurity will cause rapid destruction of the pump. (In cold weather, we had
added a trace of ether to the fuel, to get the engine to fire. We had to replace the pump soon after, an expensive
step).
The direct injection system is described in the Bosch publication on Fuel Injection. This book is hard to obtain and
even then, while it gives the principles, it does not give the the exact design of the circuit or the values of the
current or voltages. It shows how an initial high voltage, high current activates the solenoid in the injector, and
this current then almost instantly switches to a lower holding current whose duration is the main determinant of
fuel delivery.
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17.01.2020 Electronic circuit for a Delphi direct fuel injection system – initial approach | Malc's Blog
The Delphi workshop manual gives more specific information but not circuitry details. These are integral with the
engine management system, which takes account of engine load etc at any moment.
Fuel pressure is adjustable from max down to zero by applying a varied current from 0.0 to a maximum of 0.7
amps, which progressively opens the by-pass valve. However, pressure reduction in this way has a small effect on
fuel delivery: current here is negatively proportional to the square root of flow through the injector nozzle. Also, as
high pressure helps atomise the fuel which is essential for clean burning, low pressure running is less efficient.
This pressure reduction is actually a refinement for road use, where sudden decreases in fuel supply are needed,
eg, when lifting the foot from the accelerator pedal. This proved to be of no relevance to our set-up.
The Injector
The injector is a very hi-tec piece of equipment. Its nozzle has 5 tiny holes (170 um dia) through which the fuel
sprays at an included angle of 144 degrees. These holes are blocked inside by a needle which is integral with a
piston or shuttle. Between injections, the shuttle’s position is balanced by the high pressure fuel above and below
its faces. The bias of force, due to a bleed, keeps the needle pressed down. The bled fuel drains into a Venturi on
the pump surplus outlet.
When the solenoid is activated by the pulse of current, it opens a ferrite (magnetised) valve which reduces the
pressure above the shuttle. This almost instantly moves up, unblocking the holes in the nozzle and allowing the
high pressure fuel to escape explosively. Owing to the internal bleeds, the valve opening is extremely fast, and
then the reduced pressure at the needle tip creates the bias to close off the injection. So, when the pulse of current
ends, the valve closes and the pressure rises above the shuttle, forcing the needle back down. The ferrite valve
works on usual hydraulic principles: the hole sealing the ultra-high pressure is tiny so the force is balanced by the
spring, and then biased by the solenoid-ferrite effect.
In action, the injector has to deliver high pressure fuel for periods of 200 – 2000 usec, requiring the ultra-rapid
response by the
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– is proportional only to the current. But the rate of build-up of current, determining response time, is
proportional to voltage, so voltage is just as important. We estimated we needed around 10 amps and perhaps 20
volts, acting for around half a millisecond as the opening (Fire) current. The Bosch system develops its high
voltage very ingeniously from the collapse of the current at the end of the pulse. This charge is collected in a
capacitor and re-used. We could not mimic this. Nor could we determine how the Delphi system developed its
voltage. However, we found that the 13 volts of a standard lead-sulphuric acid battery was inadequate to move the
shuttle sufficiently fast and a minimum of about 18 volts was needed. We ran two batteries in series to give 25
volts, with a 35 volt capacitor in parallel. If the Delphi injector needs 18 v as we found, we have been unable to find
how this occurs in the road car.
The Circuit.
The purpose of this blog is to give details of the electronic circuit we devised and which proved very reliable.
We picked up a reflected infrared signal off the flywheel, used that pulse to operate an integrated circuit, which
produced a more exact pulse. This stabilised pulse fed an inverter which then activated the current generator. The
signal also fed back through a capacitor/resistor delay, which switched the inverter after the prescribed time,
ending the pulse to the current generator.
There were two timers, and two current generators.
It’s important to recognise that the Fire pulse activated both Fire and Hold currents, but only for the brief opening
interval. The Hold timer only activates the lesser Hold current. The timers and Current Generators do different
operations and are not linked in a simple way. The first timer (Fire) therefore activated a brief signal to the high
current generator, to open the shuttle rapidly, and this timer signal also acted on the second current generator,
but the current applied was determined by the Fire circuit because it was greater. This signal died away after
about 500 usec, and the second, (Hold), generator continued for the prescribed time (500 – 2000usec). The total
time
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delivery, in effect, the accelerator. Close and accept
The timer and pulse stabiliser were protected from the battery current and voltage by a control circuit. The
current generating circuit was protected by a damper from any kick-back current as the solenoid activating pulse
collapsed. This looks wrongly drawn, but as the positive voltage is switched off, a negative voltage tends to appear
in its place. The large diode allows neutralising current to flow from earth. If a large negative potential were to
appear above the solenoid, it might draw a large current through the circuitry, causing damage.
The main signal from flywheel to injector included the Fire and Hold signals. The auxiliary signal, which could
be included at any other chosen time, only activated the Fire timer. This auxiliary pulse could be switched in or
out with a simple toggle switch between the pick-up and the stabiliser. This let us experiment with the delivery of
a shot of fuel at a point in the cycle different from the main one. We found it useful to trial a late supplement of
fuel; but if injected early, it caused pre-ignition.
Details of the circuit are given below.
All diodes were IN1148, resistors 0.5 or 0.3 Watt.

The reflective surface Opto-sensors which triggered the pulse were OPB704 (RS307913).
The reflective surface(s) on the flywheel was/were Children’s Silver stick-on stars. Generally two were in place, the
Auxiliary usually switched off.
The voltage control was a 7812, with a 16 v 100uF tantalum capacitor in parallel.
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Responses to Electronic circuit for a Delphi direct fuel injection system – initial approach
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Sensors Switches Wholesale says:

July 2, 2010 at 9:00 am
port fuel injection uses one injector per cylinder, body’ injector setup, and allows a more precise, timed blast of fuel to enter
the cylinder. Sensors Switches Wholesale
Reply
malc9141 says:
August 14, 2011 at 8:34 pm
Not with a two-stroke. And not with a diesel (unless you just put in a trace and inject more later – which has to be
into the combustion region). If you inject into the port (a) fuel goes out of the exhaust (b) it combusts at about 30
BTDC and creates great pre-ignition.
Reply
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17.01.

Details of the circuit are given below.

All diodes were IN1148, resistors 0.5 or 0.3 Watt.

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