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SAE TECHNICAL
PAPER SERIES 2000-01-1257

Measurement of Rate of Multiple-Injection

in CDI Diesel Engines
Satoshi Ishikawa, Yukimitsu Ohmori, Susumu Fukushima,
Takao Suzuki and Akio Takamura
ONO SOKKI Co., Ltd.

Takeyuki Kamimoto
Tokai University

Reprinted From: Advances in Diesel Fuel Injection and Sprays

(SP–1498)

SAE 2000 World Congress

Detroit, Michigan
March 6-9, 2000

400 Commonwealth Drive, Warrendale, PA 15096-0001 U.S.A. Tel: (724) 776-4841 Fax: (724) 776-5760
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2000-01-1257

Measurement of Rate of Multiple-Injection in CDI Diesel Engines

Satoshi Ishikawa, Yukimitsu Ohmori, Susumu Fukushima,
Takao Suzuki and Akio Takamura
ONO SOKKI Co., Ltd.

Takeyuki Kamimoto
Tokai University

Copyright © 2000 Society of Automotive Engineers, Inc.

ABSTRACT In order to measure the amounts of multiple injection, we

have developed a new measurement system based on
The injection rate meter based on W. Zeuch’s method Zeuch’s method that has been used in an injection rate
was improved to meet the recent requirement for precise meter developed previously by our group.(4)(5)(6) The
measurement of the multiple injection rate and amount in injection rate meter which has been in the market since
CDI (Common rail Direct Injection) diesel engines. A 1988 is equipped with a pressure sensor for measuring
pressure sensor with a high sensitivity was added to the injection rate. On the other hand, the new system has
measure the small pressure increase due to the pilot two pressure sensors to cover the wide pressure range
injection and after injection. At the same time a flow that is derived from the multiple injection. It also includes
meter having a high accuracy was installed in the a real-time calibration system to calibrate the measuring
discharge pipe line to obtain a correction factor to the parameters that are necessary to convert the measured
modulus of elasticity of volume. As a result it became signal to the injection quantity with the accuracy of
possible to measure the multiple injection amount at an ±0.5%.
accuracy of ±0.2mm3/stroke in a range up to 40mm3/
This paper will first describe the principle of this method
stroke.
and the system as composed of hardware and software,
and then the methods of data acquisition and analysis.
INTRODUCTION The method of real-time calibration is also discussed.
The results of measurement are shown in the latter half
For diesel engines, injection systems which use a of the paper to demonstrate the reliability of the system
common rail and electronic control unit are currently developed.
being used. The common rail injection system recently
developed made it possible to change the injection MEASUREMENT PRINCIPLE
pressure and injection rate pattern arbitrarily according to
the driving conditions. The addition of pilot injection
In Zeuch’s method, fuel is injected into a constant-volume
achieved by common rail injection systems is an effective
chamber already filled with fuel as shown in Fig.1. The
means of decreasing engine noise and vibration as well
pressure inside the chamber increases proportionally
as soot and NOx emissions. After injection that is injected
with the quantity of fuel injected. The injection quantity
immediately after the main injection is expected to be
can therefore be measured by detecting the change in
effective to deoxidize NOx emission.
To study these effects of pilot injection and after injection
on the combustion and emission of diesel engines, highly
accurate measurement of the injection amount of multiple
injection is needed. However, with the pilot or after
injection amount being only 20% or less of the main
injection amount, it is difficult to measure the amount of
multiple injection simultaneously using conventional
injection volume meters based on the positive
displacement method such as metering piston and
metering bellows because of the limit of their frequency Figure 1. Measurement principle of Zeuch’s method
response and range ability.(2)

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Figure 2. Block diagram of measurement system

pressure. The increase in pressure ∆P, when a volume of
fuel ∆V is injected into a chamber with a constant volume
V, can be determined from the following equation,
∆V
∆P = k
V (1)
where k is the bulk modulus of fuel.
The fuel injection rate dV / dt can then be calculated by
differentiating equation (1) in respect to time as shown in
the following equation ,
dV V dP
= fuel temperature in the container. There is also a
dt k dt (2)
where t represents the time taken for the injection.
MEASUREMENT SYSTEM
As shown in Fig.2, the system consists of a pressure
chamber with various sensors, an amplifier box, a signal
processing unit, a data processing unit, a fuel discharge-
valve driver, and a volumetric flow-meter.
Two piezoelectric pressure sensors, P1 and P2, are
installed on the pressure chamber wall — one for
measuring high ranges of pressure and the other for
measuring low ranges of pressure. The signal from
pressure sensor, P2, for measuring a low pressure range
is amplified by charge amplifier 2 at a gain higher than
that of pressure sensor P1. These sensors measure the
rise in the pressure within the container that is generated
from the main injection and pilot injection of fuel,
respectively. The pressure rise generated from the after
injection is also measured with the high ranges pressure
sensor. Though the signal of the low range pressure
sensor may saturate during the main injection, it rapidly
recovers the normal output when the pressure returns to
low level by discharging the fuel for the next cycle
measurement. The piezoelectric type pressure sensor is
adopted for this purpose because its accuracy is not
affected by the overpressure of ten times of the
measuring full scale. A semiconductor pressure sensor,
P3, for measuring the back pressure is also installed
along with a temperature sensor, T1, for measuring the
discharge valve to discharge the injected fuel and a relief
valve to set the back pressure.
The signal of each sensor is converted into an
appropriate voltage and output through an amplifier unit.
The signal processing part converts the voltage signal
from the amplifier unit using an A/D converter.
Differentiation and digital filtering, etc., are then
performed by a DSP (digital signal processor), and the
voltage signal output through a D/A converter. The
measurement timing is also controlled by the signal
processing unit.
The data processing unit calculates and displays various
data using digital signals. The discharge-valve driver unit
provides the power supply for the discharge valve, and
drives the valve according to the timing given by the
signal processing unit.

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There is also a volumetric flow meter, FP-213, for
measuring the fuel volume discharged from the pressure
chamber and for calibrating the injection quantity in real
time.
Fig.3 gives the geometries of the constant volume
chamber used in the equipment. Fig.4 shows the external
appearance of the chamber with an injector attached on
the left hand side and a relief valve on the top. The
specifications of the injection pump and the injection
nozzle used in the experiment are shown in Table 1.
Figure 3. Geometries of the constant volume chamber
MEASUREMENT OF PILOT INJECTION
QUANTITY
If the chamber volume is too large as compared to the
injection amount, the rise in pressure becomes so small
that the signal-to-noise ratio of a pressure signal makes
the extent of electric noise worse. It is therefore
necessary to determine the chamber volume according
to the rise in pressure that is appropriate for that
particular injection quantity. Thus, chamber volumes of
approximately 50, 100, 150 and 200cm3 were
determined in order to achieve a maximum pressure rise
of 3MPa for maximum injection quantities of 100, 200,
300 and 400mm3/str, respectively.
Even if the capacity of the chamber is appropriate, the
rise in pressure from pilot injection will be small due to
the small amount of the injection quantity. The signal-to-
noise ratio of the pressure signal was fixed by installing a
high sensitivity pressure sensor P1 for measuring the
small increases in pressure resulting from pilot injection.
The pressure sensor P1 must have a small degree of
hysteresis and good linearity as well as high sensitivity.
A piezoelectric-type pressure sensor was used for the
measurement of injection quantity for these reasons. The
injection quantity was obtained by substituting the value
of the increase in pressure measured for ∆P in equation
(1). The injection quantity of the pilot injection was
obtained from the signal output by pressure sensor P1,
while the main injection quantity, the after injection
quantity and total injection quantity were obtained from
the signal of pressure sensor P2 as shown in Fig.5.

Figure 4. External appearance of the constant volume

chamber

Table 1. Specifications of injection pump and nozzle Figure 5. Pressure signals and drive current of injection
nozzle
Injection pump Injection nozzle
CDI for heavy duty vehicle 2 way hole nozzle DETERMINATION OF INJECTION PERIOD
Number of cyl. 6 number of 5
holes The rate of injection is obtained by differentiating the
Maximum Inj. 150MPa diameter of 0.28 mm proportional relationship between the pressure signal
Pressure a hole and injection quantity in respect to time, as expressed in
equation (2). The pilot fuel injection period t1, the
inj. Amount 400mm3/st injection interval t2 and the main fuel injection period t3
⋅cyl are derived from this injection rate signal.

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To determine the injection starting timing, set two
reference voltages Vuh and Vul, as shown in Fig.6. Set
the reference voltages Vdh and Vdl for the injection stop
points. The injection starting time of pilot injection is
determined as follows. P1 and P2 are the points where
the rising part of the injection rate waveform cross the
reference level Vuh and Vul. The point where the straight
line that passes through P1 and P2, intersects the base
line is the pilot injection starting point.
The stop point of pilot injection is determined in a similar
way. That is, it is the point where the straight line that
passes through P3 and P4, i.e., the points where the
falling part of the injection rate waveform cross Vdh and
Vdl, intersects the base line.
The same reference voltages Vuh, Vul, Vdh and Vdl are
used for the starting point and the ending point of the
main injection and after injection. The fuel injection
period of pilot injection t1, the fuel injection period of main
injection t3, the fuel injection period of after injection t5,
and the interval t2 and t4 between these periods, are
obtained from the above starting points and ending
points, as shown in Fig.6.
Figure 6. Method to decide start and stop timing of
injection
REAL-TIME CALIBRATION OF INJECTION
QUANTITY
The elasticity modulus of a volume of fuel depends on the
pressure and temperature. It is therefore necessary to
correct the modulus of elasticity for the fuel used
according to the temperature and pressure of the fuel
when the injection quantity is measured. This involves
measuring the back pressure and temperature of the fuel
in the pressure chamber using a semiconductor-type
pressure sensor and a Pt resistive-type temperature
sensor, respectively, and then calculating the correct
elasticity modulus for each injection. Moreover, the bulk
modulus of the fuel changes slightly over time as the
ingredient of the fuel changes. As a result, the accuracy
of the injection quantity cannot be ensured by correction
based on the pressure and temperature alone. The
elasticity modulus of a volume in real time is corrected by
comparing the injection quantity measured by a highly
4
accurate volumetric flow-meter (FP-213 by ONO SOKKI,
which has an accuracy of ±0.5% of reading) installed on
the output side of the pressure chamber, with the
injection quantity measured by the injection meter.
A measurement accuracy of ±0.5% of the injection
quantity is achieved when both correction based on the
temperature and pressure for each injection as well as
calibration using a high-accuracy volumetric flow-meter,
are employed.
Figure 7. Time sequence of fuel injection, quantity
measurement and discharge valve drive
TIMING CHART FOR MEASUREMENT
Fig. 7 shows the timing chart for measurement.
Reference timing is generated a certain number of
degrees (θ°) after the 1P/R signal from the rotary
encoder that is installed between the injection pump
camshaft and the driving motor.
The injection quantity of pilot injection is calculated from
the difference in pressure measured at the reference
timing from that at the timing p4 in Fig.6, using equation
(2). In the same way, the main injection quantity is
calculated from the two pressure values measured at the
reference timing and at p8. As shown in the figure, the
discharge value opens after these pressure differences
are measured in order to reduce the chamber pressure to
a given back pressure.
RESULT AND DISCUSSION
The injection quantity and rate of injection of a common
rail type fuel injection system were measured using the
new device.
Fig.8 shows the variation in the injection rate waveform
and the injection quantity when the pilot fuel injection
period is changed from 0.530 to 0.744ms. This is based
on the condition that the main fuel injection period is fixed
to 2ms, the pump speed is 500r/min and the fuel injection
pressure is 80MPa. The injection quantity at each pump
speed is the average value of 500 samples. As a result, it
was found that the main injection quantity changes at the
same time that the injection period and the quantity of the
pilot changes.
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Fig.9 shows the change in injection quantity and the rate-
of-injection waveform when the injection interval was
changed from 0.2ms to 1.0ms with the period of pilot fuel
injection lasting 0.7ms and the period of main fuel
injection lasting 2.0ms. Injection quantity at each pump
speed is the average value of 500 samples. As a result,
the injection quantity of the pilot was found to increase
when the interval of the injection interval is set to 0.4ms
or less. The main injection quantity also increases as the
injection interval becomes shorter.
Fig.10 shows the variations in the pilot injection quantity,
main injection quantity and total injection quantity when
the main fuel injection period is changed from 900 to
4000µs at a pump speed of 1000r/min, an injection
pressure of 120MPa, a pilot fuel injection period of 0.5ms
and an injection interval of 1.0ms. This shows that the
main injection quantity increases with an increase in the
injection drive period of 1000µs or more and that injection
does not occur at 1000µs or less. The injection quantity is
400mm3/str at 4000µs of the drive pulse duration of main
injection.

Figure 10. Variation of injection quantity with main

injection period as a parameter when pilot
injection period and injection period are fixed.

Fig.11 shows an example of the real time monitor screen

where injection amounts of 4-cylinder injection pump are
Figure 8. Variation of injection rate waveform and indicated in bar graph style. The fuel injection amount of
injection quantity with pilot injection period as each stage of multiple injection for all cylinders are
a parameter when main injection period and displayed continuously with no missing cycle.
injection interval are fixed

Figure 11. Real time monitor for multiple injection

quantity of 4 cylinder injection pump

Fig.12 and Fig.13 shows an example of multiple injection

where the after injection occurs just after the main
Figure 9. Variation of injection rate waveform and injection. The pressure rise is measured by the pressure
injection quantity with injection interval as a sensor P2. The rate of injection is obtained by
parameter when pilot injection period and differentiating the pressure signal The starting point and
main injection period are fixed stop point are judged by the same method applied to the

5
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main and pilot injection using the reference voltages as
shown in Fig. 6.
Figure 12. Injection rate waveform of a multiple injection
that has the after injection of small amount
just behind the main injection
Figure 13. Injection rate waveform of a multiple injection
that has the after injection of larger amount
CONCLUSIONS
A highly accurate instrument was developed for
measuring the rate of multiple fuel injection achievable by
common rail fuel injection systems.
The following results were obtained
performance test carried out on this device.
1. The main injection quantity, pilot injection quantity,
after injection quantity and total injection quantity of
the multiple injection pump could all be measured
accurately by measuring the increase in pressure
inside the chamber using both low-range and high-
range pressure sensors.
2. The fuel injection period and injection interval could
be measured automatically by detecting the injection
starting point and the injection stop point on the rate-
of-injection waveform using the reference voltage
levels.
3. The injection quantity could be measured at an
accuracy of ±0.5% by correcting the bulk modulus of
the fuel according to the temperature and pressure.
Real-time calibration by a volumetric flow-meter was
also effective.
4. Some of characteristics of fuel injection systems
were previously impossible to measure even though
they are important parameters for engine
performance. The newly developed injection
measuring meter makes it possible to measure these
characteristics easily.
REFERENCES
1. Matsuoka, K. Yokota, T. Kamimoto, “The
Measurement of Injection Rate”, PIME, Vol.184, Part
3J, pp73-80, 1969-70.
2. Takamura, Y. Ohmori, S. Fukushima, H. Nohira, T.
Takahashi, N. Tsuzuki, "Development of a New
Equipment for Fuel Injected Volume Measurement
with High Accuracy", JSAE paper, Vol.22 No.1,
january, pp38-42, 1991. (in Japanese)
3. Fukushima, A. Takamura, Y. Omori, “ Development of
a High Precision Fuel Injection Rate Meter for Diesel
Engines”, Proc. JSAE Spring Convention, 882072,
pp289-292, 1988. (in Japanese)
4. Takamura, S. Fukushima, Y. Omori, T. Kamimoto,
"Development of a New Measurement Tool for Fuel
Injection Rate in Diesel Engines", SAE paper,
890317, 1989.
5. Takamura, T. Ohta, S. Fukushima, "A Study on
Precise Measurement of Diesel Fuel Injection Rate -
2nd Report -", Proc. JSAE Spring Convention,
911081, pp327-330, 1991. (in Japanese)
6. Takamura, T. Ohta, S. Fukushima, T. Kamimoto, "A
Study on Precise Measurement of Diesel Fuel
Injection Rate", SAE paper, 920630, 1992.
from the
CONTACT
Satoshi Ishikawa : ishisato@onosokki.co.jp
Yukimitsu Ohmori : omoriyuk@onosokki.co.jp