UNIT 2

FUEL SYSTEMS FOR S.I AND C.I

ENGINES

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 1

CONTENT
• Introduction
• Carburetion
• Mixture requirements
• Carburetor types
• Fuel pump
• Fuel injector
• Fuel distribution systems.
• M.P.F.I
• CRDI

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 2

INTRODUCTION
• SI engines draw fuel and air into the cylinder.
• Fuel must be injected into the cylinder at the desired time of combustion in
CI engines.
• Air intake is throttled to the SI engine no throttling in CI engines.
• Compression ratios must be high enough to cause auto-ignition in CI
engines.
• Upper compression ratio in SI engines is limited by the auto-ignition
temperature.
• Flame front in SI engines smooth and controlled.
• CI combustion is rapid and uncontrolled at the beginning.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 3

AIR-FUEL PRAPORTION
• Stoichiometric ratio: 15:1
• Rich mixture 10:1
• Lean mixture 17:1

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 4

QUALITY AND QUANTITY GOVERNING
• Quality Governing
• Accelerator pedal in CI Engine
controls quantity of fuel to be
injected. Therefore we can change air
fuel ratio.
• Therefore quality of charge can be
controlled
• Quantity governing
• Accelerator pedal in SI Engine
controls quantity of air/fuel mixture
to be injected.
• Therefore we increase or decrease
the quantity of charge but we cannot
change air fuel ratio
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 5
CARBURETION
• Fuel must atomize, vaporize and mix homogeneously with air.
• Carburation: is process of mixture preparation in SI Engine.
• Carburetor: Device used to prepare the air-fuel mixture outside the cylinder
• Function of carburetor:
• Should filter, store and deliver proper charge to engine
• Atomizes the fuel and mixes with air in different proportions for various load conditions and
Engine operating conditions like Starting, Idling, cruising, accelerating
• Amount of air-fuel mixture should delivered under all speed and load conditions
• It must run the engine smoothly by supplying a correct mixture strength
• Factors effecting Carburetion:
• Engine speed
• Vaporization
• Temperature
• Design of Carburetor

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 6

CARBURETOR PERFORMANCE
• Idling/starting: engine runs without
load. Produces power only to
overcome friction between the parts.
Rich mixture is required to sustain
combustion
• Normal power/cruising/medium
load: engine runs for most of the
period. There fore, fuel economy is
maintained. Low fuel consumption for
maximum economy. Requires a lean
mixture.
• Maximum power/acceleration:
overtaking a vehicle (short period) or
climbing up a hill(extra load) requires
a rich mixture.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 7

POWER AND SFC WITH A/F RATIO
• Maximum output: 12:1(best
power output mixture)
• Minimum Fuel consumption:
16:1)( best economy mixture)

SI Engine under Full throttle and constant speed

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 8

PREREQUISITE FOR MIXTURE FORMATION
• Evaporation: is the changing of a
liquid to a vapor. The rate of
evaporation is dependent on the
following:
• Temperature: increasing internal
energy of fluid
• Atmospheric pressure
• Volatility : Turning liquid droplets
into vapor or gaseous state
• Atomization: Turning a liquid
into little droplets

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 9

CARBURETION PRESSURE DIFFERENCES
• Air horn
• Air enters at Atmospheric pressure
• Venturi
• High vacuum is created
• Engine side
• Low vacuum created on the intake
stroke

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 10

CARBURATION WORKING PRINCIPLE
• Continuity equation

• Bernoulli's principle

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 11

CARBURETOR DEPRESSION
• carburetor depression: It is the
partial vacuum created at narrow
passage at the throat,
• This is caused due to increased air
velocity
• This carburetor depression causes
fuel to come out as jet form of a
spray.
• This fuel spray vaporizes and with
the incoming air, and the mixture
goes into cylinder through the
throttle valve.
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 12
SIMPLE CARBURETOR
• Float chamber with float to store
fuel and adjust its level
• Round cylinder with a venture for
atomization of fuel
• Fuel nozzle to atomize and produce
a spray fuel
• Throttle valve to supply varying
quantity of the mixture at different
load conditions
• Choke valve to control the air
supply in order to provide rich or
lean mixture
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 13
VENTURI TYPE CARBURETOR

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 14

CLASSIFICATION OF CARBURETORS
• There are three general types of carburetors depending on
the direction of flow of air
• They are as follows
• Natural (Side) draft
• Updraft
• Downdraft

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 15

 SIDE DRAFT :
• It used where there is little
space on top of the engine.
• Air flows horizontally into the
manifold.
• This type will be found most
commonly on small engines

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 16

 UP DRAFT :
• Placed low on an engine
• Use gravity feed fuel supply
• Air / Fuel Mixture must be
forced upward into the engine
• Need high air pressure
• Uses smaller passages

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 17

 DOWN DRAFT:
• Operates with lower air
velocities
• Uses larger passages
• Gravity assists the air fuel
mixture to flow into the engine
• It can provide large volumes of
fuel for high speed and high
power operation

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 18

DRAWBACKS OF SIMPLE CARBURETOR
• It provides the required air-fuel ratio only at one throttle position
• At all other position the mixture is either rich or lean depending on
whether the throttle is opened less or more.
• Throttle opening changes the velocity of air.
• The opening changes the pressure differential between the float
chamber and venture throat hence it regulates the fuel flow through
the nozzle
• Increase throttle opening gives a rich mixture. Opening of throttle
usually increases engine speed. However, as the load is also a factor
(climbing on uphill), opening the throttle may not increase the speed

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 19

CARBURETOR TROUBLES
• Excessive fuel consumption
• Sluggish engine
• Poor idling
• Failure of the engine to start
• Hard starting of a warm engine
• Slow engine warm-up
• Backfiring engine

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 20

COMPLETE CARBURETOR
• A simple carburetor is capable to supply a correct air-fuel mixture to
the engine only at a particular load and speed. In order to meet the
engine demand at various operating conditions, the following
additional systems are added to the simple carburetor
• Secondary Purposes & Requirements - To change air fuel ratio and
correct quantity of fuel for different circumstances such as:
• Cold or hot starting
• Idling
• Part throttle
• Acceleration
• High speed operation

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 21

IDLING SYSTEM
• During starting or idling, engine runs without
load and the throttle valve remains closed
position.
• Engine produces power only to overcome
friction between the parts, and a rich mixture
is to be fed to the engine to sustain
combustion.
• The idling system shown consists of a fuel
passage and a port.
• When the throttle is partially closed
depression after the throttle allows the fuel
to draw into the intake manifold.
• The depression draws air through the air
bleed and mix fuel.
• The fuel flow d on the location of nozzle and
the adjustment of the idle screw.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 22

AUXILIARY PORT SYSTEM
• It assist during normal power or
cruising operation, in order to
lower fuel consumption for
maximum economy.
• Working: The opening of
butterfly valve allows additional
air to be admitted, and at the
same time depression at the
venturi throat gets reduced,
thereby decreasing the fuel flow
rate.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 23

POWER ENRICHMENT SYSTEM
• In order to obtain maximum
power, the carburetor 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 open
beyond a certain point.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 24

ACCELERATING PUMP SYSTEM
• During sudden acceleration of an
engine (e.g., overtaking a vehicle),
an extra amount of fuel
momentarily required to supply a
rich mixture.
• This is obtained by an
accelerating pump system. It
consists of a spring-loaded plunger,
and the necessary linkage
mechanism.
• The rapid opening of the throttle
move plunger into the cylinder, and
an add amount of fuel is forced
into the venturi.
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 25
COLD START CONDITION
• When engine is cold, a very small % fuel will
vaporize in the intake and compression
process.
• The fuel is also cold , and much more viscous,
creating lower flow rate. The engine metal
parts are cold and inhibits vaporization.
• Further during compression stroke, cold
cylinder wall will absorb heat and reduce
vaporization.
• Engine lubrication is cold and more viscous,
making the engine turn more slowly in the
starting process.
• Remedy: The most common method of
obtaining this rich mixture is to use choke
valve between the entry to the carburetor
and the venture throat.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 26

MULTI-BARREL CARBURETOR
• A single barrel carburetor has one outlet connected to the intake
manifold of engine
• A multi-barrel barrel carburetor is one with outlets connected to two
intake manifolds of engine. Such unit is basically one with two
carburetors.
• As such, a multi-barrel barrel carburetor has two numbers of idling,
power and accelerating systems, two chokes, two throttles but
alternate cylinders in the firing order. A example, in a six cylinder
engine, one barrel supplies mixture to cylinders 1, 3 and 2; the other
barrel supplies to 5, 6 and 4.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 27

LOAD ADJUSTMENT
• The amount of fuel entering the main discharge nozzle is sometimes
regulated by a load adjusting needle.
• In some carburetors, there is no adjustment needle. These have a
fixed flow that is designed for that specific engine

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 28

SUMMARY
• The carburetor is a device which mixes air and fuel in a reciprocating
internal combustion engine. Carburetors are still found in small
engines and in older or specialized automobiles such as racing cars.
However, most cars built since the early 1980s use fuel injection
instead of carburetion.
• Most carbureted (as opposed to injected) engines have a single
carburetor though some, primarily higher performance engines, can
have multiple carburetors. automotive carburetors are either down
(flow of air is downwards) or side-draft (flow of air is sideways). In the
United States, down carburetors were almost ubiquitous, because a
downdraft unit is ideal for engines. In Europe, side-draft carburetors
much more common in performance applications.
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 29
 FUEL INJECTION SYSTEM IN CI
ENGINE

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 30


FUEL INJECTION
STRATEGY
• Combustion Type: compression
ignition engine, in which the fuel is
ignited by being suddenly exposed to
the high temperature and pressure
of a compressed gas containing
oxygen
• Initial CI engines were large and
slow. Heavy distillate petroleum was
forced into the cylinder using
compressed air.
• Robert Bosch began producing
injection systems in 1927.
05-Aug-16
SI engines:
• Fuel and air drawn into the cylinder.
• Air intake is throttled to the SI engine
• Upper compression ratio in SI engines is limited by the auto-
ignition temperature.
• Flame front in SI engines smooth and controlled.
CI engines:
• Fuel must be injected into the cylinder at the desired time of
combustion in CI engines.
• No throttling in CI engines.
• Compression ratios must be high enough to cause auto-
ignition in CI engines. The higher compression ratio allows a
diesel engine to be more efficient than a comparable spark
ignition engine, although the calorific value of the fuel is
slightly lower at 45.3 MJ/kg to gasoline at 45.8 MJ/kg
• CI combustion is rapid and uncontrolled at the beginning.
Prof. Sangamesh Bhure, Mech Dept, SIT Pune 31
DIESEL ENGINE
• cold weather: diesel fuel thickens and increases in viscosity and forms wax crystals or a gel. This
can make it difficult for the fuel injector to get fuel into the cylinder in an effective manner,
making cold weather starts difficult at times.
• Technology : common method to electrically heat the fuel filter and fuel lines Other engines
utilize small electric heaters called glow plugs inside the cylinder to warm the cylinders prior to
starting.
• Air preheater: A small number use resistive grid heaters in the intake manifold to warm the inlet
air until the engine reaches operating temperature.
• Governor: A vital component of any diesel engine system is the governor, which limits the speed
of the engine by controlling the rate of fuel delivery. Older governors were driven by a gear
system from the engine (and thus supplied fuel only linearly with engine speed.)

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 32

STRATEGY OF FUEL INJECTION SYSTEM
• Injection Timing
• Injection Quantity: At varying engine loads
• Atomization: The injected fuel must be broken into very fine
droplets
• Spray Pattern: The spray pattern should ensure rapid mixing
of fuel and air. The beginning and the end of injection should
be sharp
• Distribution: It should supply equal quantities of metered
fuel to all the cylinders in a multi cylinder engines
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 33
ELEMENTS OF FUEL INJECTION SYSTEM
• Pumping elements: to supply fuel from fuel tank to cylinder
• Timing controls: to adjust the start and the stop of injection
• Metering elements: to meter fuel supply as per load and speed
• Mixing elements: to atomize and distribute the fuel within the
combustion
• Distribution elements: to divide the metered fuel equally among the
cylinders
• No Lag during beginning and end of injection

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 34

TYPES OF INJECTION SYSTEMS
• Air (Blast) Injection System
• Solid Injection System

• Air (Blast) Injection System: In air blast injection system, fuel is forced
into the cylinder by means of compressed air( above 70bar).
• Obsolete: This system is rarely used universally at present, because it
requires a multistage air compressor, which increases engine weight
and reduces brake power.
• This method is capable of producing better atomization and
penetration of fuel resulting in higher brake mean effective pressure.
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 35
SOLID INJECTION SYSTEM
• Solid injection, the liquid fuel is injected directly into the combustion
chamber without the aid of compressed air. Hence, it is termed as
airless mechanical injection or solid injection.
• Every solid injection system must have a pressuring unit (the pump)
and an atomizing unit (the injector).

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 36

CLASSIFICATION OF SOLID INJECTION SYSTEM
Depending upon the location of the pumps and injectors, and the
manner of their operations, solid injection systems may be further
classified as follows:
• Individual Pump and Nozzle System
• Unit Injection System
• Common Rail System
• Distributor System

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 37

LAYOUT SOLID INJECTION SYSTEM

COMPONENTS
• Fuel tank
• Fuel feed pump
• Injection pump
• Governor
• Injector
• Fuel filters

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 38

INDIVIDUAL PUMP AND NOZZLE SYSTEMS
Working:
• each cylinder in this system is provided with
one pump and one injector.
• Each pump may be placed close to the
cylinder, or may be arranged in a cluster. The
high-pressure pump plunger is actuated by a
cam, and produces the fuel pressure
necessary to open the injector valve at the
correct time.
• The quantity of fuel injected is again
controlled by the effective stroke of the
plunger.
• This type differs from the unit injector in that
the pump and injector are separated from
each other, i.e., the injector is located on the
cylinder, while the pump is placed on the side
of the engine.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 39

UNIT INJECTION SYSTEM
Working:
• The pump and nozzle are combined
in one housing. Each cylinder is
provided with one of these unit
injectors.
• Fuel is brought up to the injector
by a low-pressure pump, where at
the proper time, a rocker arm
activates the plunger and thus
injects the fuel into the cylinder.
• The quantity of fuel injected is
controlled by the effective stroke of
the plunger.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 40

COMMON RAIL SYSTEM
Working:
• high-pressure pump supplies fuel
to a fuel header
• The high-pressure in the header
forces the fuel to each of the
nozzles located in the cylinders. At
the proper time, a mechanically
operated (by means of push rod
and rocker arm) valve allows the
fuel to enter the cylinder through
nozzle.
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 41
DISTRIBUTOR SYSTEM
Working:
• Here, the pump which pressurizes
the fuel also meters and times it.
• The fuel pump after metering the
required quantity of fuel supplies it
to a rotating distributor at the
correct time for supply to each
cylinder.
• Since there is one metering
element in each pump, a uniform
distribution is ensured.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 42

INJECTION PUMP AND GOVERNOR
• The main objective of the fuel injection pump is to deliver accurately a
metered quantity of fuel under high pressure at the correct instant to the
injector fitted on each cylinder. Two types of pumps are generally used viz.,
jerk type and distributor type.
• Fuel delivered by a pump increases with speed while the opposite is true
about the air intake. This results in over fueling at higher speeds. At low
speeds, the engine tends to stall due to insufficiency of fuel. To overcome
this, injector pump governors are generally used.
• Two types of governors are found in applications viz.,
(a) mechanical governor and
(b) Pneumatic governor.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 43

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 44
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 45
MECHANICAL GOVERNOR
• Working
• When Engine speed tends to
exceed the limit the weights fly
apart
• This causes bell crank lever rise
the sleeve and operates control
lever in downward direction.
• Control rack operates to fuel
injection pump in direction which
reduces the amount of fuel supply.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 46

FUEL INJECTORS AND NOZZLES
• Quick and complete combustion is
ensured by a well designed fuel injector.
• atomization of fuel into very fine
droplets, it increases the surface area of
the droplets resulting in better mixing
and subsequent combustion.
• Atomization is done by forcing the fuel
through a small orifice under high
pressure.
• An injector assembly consists of the
following components.
• Injector body
• Needle valve
• Compression spring
• Nozzle

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 47

CONVENTIONAL INJECTOR

• Fuel is injected by a pump. The pump exerts sufficient pressure/force that lifts the nozzle valve.
• when the nozzle valve is lifted up, fuel is sprayed into the combustion chamber. As the fuel supply is
exhausted, the spring pushes the valve back on its seat.
• the spring tension and hence the valve operating pressure is controlled by adjusting the screw at the top.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 48

NOZZLE
• The nozzle sprays the liquid fuel. The functional requirements of the nozzle
are:
• Atomization of fuel
• Distribution of fuel to the required area
• Non-impingement on the walls and
• Should not dribble
• Note: High injection pressure allows better dispersion and penetration into
the combustion chamber. High air density in the cylinder gives high
resistance to the droplets. This further causes dispersion.
• Note: The fuel striking on the walls decomposes and produces carbon
deposits. This causes smoky exhaust and increases fuel consumption.
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 49
TYPES OF NOZZLE
• Most common types of nozzles
used are
• Pintle nozzle
• Single hole nozzle
• Multi-hole nozzle
• Pintaux Nozzle

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 50

PINTLE NOZZLE
• The pintle nozzle has been
developed to avoid weak injection
and dribbling.
• The spindle is provided with a
pintle capable of protruding in and
out.
• Pintle nozzle results in good
atomization and reduced
penetration.
• Spray cone angle: 60Degree
• Operating pressure: 8- 10 Mpa

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 51

SINGLE HOLE NOZZLE
• The single hole nozzle requires a
high injection pressure and this
type of nozzle has a tendency to
dribble.
• The spray cone angle is usually
narrow, and this gives poor
mixing unless the velocity is
high.
• Spray cone angle: 15 Degree
• Operating pressure: 18 Mpa
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 52
MULTI-HOLE NOZZLE
• A multihole nozzle, where the
number of holes may vary from
4 to 18, allows a proper mixing
of air and fuel.
• The advantage lies with the
ability to distribute the fuel
properly even with lower air
motion within the chamber.
• Spray cone angle: 20 Degree
• Operating pressure: 18 Mpa
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 53
PINTAUX NOZZLE
• The Pintaux nozzle is a Pintle nozzle
with an auxiliary hole drilled into
the nozzle body.
• Acts as pilot injector before main
injection
• At low speeds, the needle valve
does not lift fully and most of the
fuel is Auxiliary hole injected
through this auxiliary hole.
• Advantage: better for cold starting
condition
• Spray cone angle: 60Degree
• Operating pressure: 8- 10 Mpa
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 54
 MULTI-POINT FUEL INJECTON

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 55

DEMAND ON MODERN ENGINE DEVELOPMENT
• Low fuel consumption
• Low pollutant emissions
• Quiet running engines
• Improved engine performance

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 56

MULTI POINT FUEL INJECTION SYSTEM (MPFI)
• Introduction: The Carburetor is being used in the earlier days before the
invention of MPFI engine. It is the duty of the carburetor to mix the fuel
and air in a fixed air-fuel ratio.
• The fuel thus mixed in the carburetor is then given to the combustion
chamber where this mixture gets ignited. The power thus obtained from
the ignition of gas is used to drive the engine.
• The main disadvantage of the Carburetor is that the mixing of fuel and air
is not in the proper ratio which leads to the wastage of fuel and the
pollution is high.
• Since the emission rate is high in carburetor engine, the MPFI engine is
being introduced.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 57

SCHEMATIC DIAGRAM OF MPFI SYSTEM

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 58

SENSORS FOR MPFI SYSTEM
• The engine temperature of the vehicle
• The speed at which the engine is running.
• The engine load
• The position of the accelerator
• The cylinder's air-fuel pressure
• The rate of exhaust

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 59

WORKING OF MPFI SYSTEM
• The MPFI is an advanced version of carburetor engine.
• MPFI engine is having a fuel injector for each cylinder are connected to computer
to control each and every fuel injector individually. The computerized system of
the car consists of a microcontroller.
• This microcontroller monitors each fuel injectors and keeps on telling each
injector about the amount of fuel to be injected to the cylinder so that the fuel
wastage can be reduced.
• Here each cylinder is treated individually. An input is fed to the computerized
system in order to calculate the amount of air and fuel is to be mixed and send to
the combustion chamber.
• A several stages of calculations are to be made in order to judge the right amount
of fuel to be mixed. After this calculation, the proper fuel is delivered at the
proper instance.
• Since there is a controlled fuel usage, the engine is known for its fuel efficiency.
05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 60
CLASSIFICATION OF MPFI [INJECTOR POSITION]

• Port Injection system • Throttle Injection system

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 61

PORT INJECTION SYSTEM
• The Injector is Placed in the
Intake Manifold near the intake
Port .
• The Injector Sprays Gasoline into
the Air inside the manifold .
• Fuel & Air mix in Uniform
manner And this mixture
Entered into Cylinder .

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 62

THROTTLE INJECTION SYSTEM
• This is similar to carburetor Body
with throttle valve controlling
the amount of Air entering
intake manifold .
• The sensor is used to control the
fuel mixing level.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 63

TYPE OF INJECTION SYSTEM

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 64

Advantages/disadvantages of MPFI system

Advantage Disadvantage
• High fuel efficiency or mileage because of • Hood Height of the Car is High.
precise and uniform quantity of the air-
fuel mixture supplied to each cylinder • Manifold Heat control System OR
• Good engine response to the throttle Valve is Required.
applied to get high Power and Efficiency
• Engine crank is not necessary in cold • Intake Manifold control only air not
climatic conditions. No extra Heating Fuel .
While Warm up Etc.
• ECM technique is used to control the
engine.
• Low production cost
• Low Maintenance

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 65

 COMMON RAIL FUEL DIRECT
INJECTION

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 66

INTRODUCTION
• Generate the high pressure
needed for fuel injection and
distribute the fuel to the
individual cylinder
• Inject precisely correct amount
of fuel at exactly the right
moment in time.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 67

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 68
WORKING

• Sub Systems of a CRFI system

• Low pressure system
• High pressure system
• ECU with sensors

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 69

LOW-PRESSURE CIRCUIT
• comprises of:
Fuel tank ,Pre-supply pump, Fuel filter, And the respective connection lines.
• In the low – pressure circuit, the fuel is cleaned by a filter and then transported to the high –
pressure circuit
• The low –pressure circuit is responsible for transporting the fuel to the high –pressure circuit

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 70

HIGH-PRESSURE CIRCUIT
• Comprises off : High-pressure pump with pressure-control valve, The high-
pressure accumulator (Rail )with the rail-pressure sensor and Injectors, and The
respective high-pressure connection lines.
• It is the responsibility of the high pressure circuit to generate a constant
unvarying high pressure in the high pressure accumulator (the rail) and to inject
the fuel through the injectors into the engine’s combustion chambers.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 71

ECU AND SENSORS
• The common rail ECU evaluates the signals from Crankshaft – speed sensor,
Camshaft sensor, Accelerator-pedal travel sensor, Boost-pressure sensor, Air
temperature sensor, Air-mass meter, and Rail pressure sensor.
• The common rail ECU evaluates above signals and provides map based control of
pilot injection, secondary injection, injection timing and delivery duration,
providing thereby minimal exhaust emission, maximum fuel efficiency in all load
and speed ranges and Controls fuel pressure in common rail.

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 72

ECU AND SENSORS
• The sensor are responsible for measuring important physical
quantities.
• The ECU calculates injected fuel quantity, start of injection, duration
of injection, and rate of discharge curve, as well supervises the
correct functioning of the injection system as a whole.
• Supplementary functions
• Flow control
• Selective cylinder shut off
• Vehicle speed governing

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 73

ADVANTAGES
• Diesel fuel is injected into the combustion chamber at ultra high pressures of up
to 1,800 bar to ensure more complete combustion for cleaner exhaust gas.
• Highly precise multiple injection creates combustion to reduce NOx emission and
combustion noise, nearly 15-20%
• Increased power output 5-7%

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 74

 SUMMARY
• In the high – pressure circuit , the maximum pressure of 1,350 bar is
generated in the high – pressure accumulator (Rail).
• The pressure is maintained at a constant level , and the fuel is taken
from the rail every time an injection takes place.
• The ECU controls and monitors the complete injection system. Using
the signals from the sensors, the ECU calculates all the values for the
injection process and triggers the components in high-pressure circuit
(pressure – control valve, injectors).

05-Aug-16 Prof. Sangamesh Bhure, Mech Dept, SIT Pune 75