Fuel Injection

Dr.K.BALAMURUGAN
ASP/MECH
IRTT, Erode
Fuel injection
• Fuel injection is a system for admitting fuel into
an internal combustion engine. It has become the
primary fuel delivery system used in automotive engines,
having replaced carburetors during the 1980s and 1990s.
A variety of injection systems have existed since the
earliest usage of the internal combustion engine.
• The primary difference between carburetors and fuel
injection is that fuel injection atomizes the fuel by
forcibly pumping it through a small nozzle under high
pressure, while a carburetor relies on suction created by
intake air accelerated through a Venturi tube to draw the
fuel into the airstream.
Fuel injection
• The main purpose of the fuel injection system is to deliver fuel
into the cylinders of an engine.
• In order for the engine to effectively make use of this fuel:
• Fuel must be injected at the proper time, that is, the injection
timing must be controlled and
• The correct amount of fuel must be delivered to meet power
requirement, that is, injection metering must be controlled.
 Fuel Injection System

•Uses pressure (not Vacuum) from an

electrical pump to spray fuel into the
intake manifold.

•Provides the engine with proper

air-fuel ratio (14.7 : 1)
 Fuel Injection System
Advantages
•Improved Atomization
•Better fuel flow

•Smoother idle

•Improved fuel economy

•Lower emissions

•Better cold weather drivability

•Increased engine power

•Simpler
 Fuel Injection System
Engine Throttle Valve

•Controls air flow and gasoline to power engine.

•When butterfly valve is closed it restricts air-flow and the

resulting flow of fuel into the engine.

•When accelerator is pressed, the air-flow is increased in the

intake manifold.
•Engine sensors detect the resulting changes and increase fuel
flow through the injectors.
Engine Control Unit (ECU)
• If the heart of a car is its engine, then its brain must be the
Engine Control Unit (ECU).
• Also known as a Powertrain Control Module (PCM), the ECU
optimizes engine performance by using sensors to decide how
to control certain actuators in an engine.
• A car’s ECU is primarily responsible for four tasks. Firstly, the
ECU controls the fuel mixture.
• Secondly, the ECU controls idle speed.
• Thirdly, the ECU is responsible for ignition timing.
• Lastly, in some applications, the ECU controls valve timing.
 Electronic Fuel Injection System (EFI)
Electronic Fuel Injection uses various engine sensors and control
module to regulate the opening and closing of injector valve.

•Fuel delivery system

•Air induction system

•Sensor system

•Computer control system

 Fuel Delivery system
•Electrical Fuel Pump draws fuel from
tank and forces it into the regulator.

•Pressure Regulator controls the amount

of pressure that enters the injector and any
extra fuel is returned to the fuel tank.

•Fuel Injector is simply a coil or solenoid

operated valve.
•Spring pressure holds the injector closed.
•When engaged, the injector sprays fuel
into the engine.
Injector Pulse Width indicates the time each
Injector is energized (Kept Open).
 Air Induction System

•Air filter

•Throttle valve

•Sensors

•Connecting ducts
 Sensor System

•Monitors engine operating condition and reports this information

to ECM (computer).

•Sensors are electrical devices that change resistance or voltage

with change in condition such as temperature, pressure and position.
 Computer Control System
•Uses electrical data from the sensors to control the operation of
the fuel injectors.

•Engine Control Module (ECM)- “Brain” of the electronic fuel

injection.
Engine Sensors
Single point fuel injection
• Single-point (or throttle-body) injection system in
which one of two injectors feed fuel into the intake
manifold.
• Some manufacturers formerly used lower-cost,
single-point systems as a bridge between
carburetors and multipoint injection.
MPFI system
• Multi-point fuel injection injects fuel into the intake ports just
upstream of each cylinder's intake valve, rather than at a central
point within an intake manifold. MPFI (or just MPI) systems can
be
• sequential, in which injection is timed to coincide with each
cylinder's intake stroke;
• batched, in which fuel is injected to the cylinders in groups, without
precise synchronization to any particular cylinder's intake stroke; or
• simultaneous, in which fuel is injected at the same time to all the
cylinders. The intake is only slightly wet, and typical fuel pressure
runs between 40-60 psi.
• Many modern EFI systems utilize sequential MPFI; however, in
newer gasoline engines, direct injection systems are beginning to
replace sequential ones.
EFI Multi port Injection System
•Injector is pressed into the runner (Port) in the intake
manifold.
•Injector sprays towards an engine intake valve.
• Each cylinder has it’s own injector
Direct injection
• In a direct injection engine, fuel is injected into
the combustion chamber
• Direct fuel injection costs more than indirect
injection systems: the injectors are exposed to
more heat and pressure, so more costly
materials and higher-precision electronic
management systems are required. However, the
entire intake is dry, making this a very clean
system.
EFI Direct fuel Injection System

•Injectors are pressed into the combustion chamber and spray

fuel directly into the combustion chamber.
MPFI Vs Direct injection
• Multipoint (or port) fuel injection means there is a
separate fuel injector for each cylinder that shoots fuel
into the intake port.
• Direct injection is a more advanced version of
multipoint systems in which fuel is injected directly
into the combustion chamber for each cylinder instead
of the intake port. This improves combustion and
efficiency, increases fuel economy and lowers
emissions.
• Diesel engines have long used direct injection but it is
only in the past 10 years that manufacturers have
adopted it for widespread use in gasoline engines.
• GM, Ford, Volkswagen, BMW, Mazda and Hyundai are among the
growing number of manufacturers that offer GDI engines.
Direct Gasoline Injection
engines (GDI)
• In Direct Gasoline Injection engines, the Air/Fuel mixture is
formed directly in the combustion chamber.
• During the intake stroke, only combustion air is drawn in
through the open intake valve, the fuel being injected at high
pressure into the combustion chamber by special injectors.
• The precise metering, preparation and distribution of the
intake air and the injected fuel for every combustion stroke
leads to low fuel-consumption and low emission levels.
Direct Gasoline Injection
engines (GDI)
• The high-pressure circuit of the direct gasoline injection is fed
by a high-pressure pump compressing the fuel to the high
pressure level required in the fuel rail.
• The injectors attached to the fuel rail meter and atomize the
fuel extremely fast and under high pressure in order to
achieve the best possible mixture formation directly in the
combustion chamber.
Direct Diesel Injection
• On engines with diesel direct injection, the fuel is injected
directly into the combustion chamber. Direct injection diesel
engines are currently the most efficient form of combustion
engine with the highest degree of thermal efficiency.
• Various methods are used to optimise the combustion process
in conjunction with diesel direct injection.
Unit injector system
• The unit injector system is an electronically controlled system
developed by Bosch for diesel direct injection. It is suitable for
cars and light commercial vehicles with up to 5 litre engine
capacity and 312 hp engine power, the first installation in
series production cars was 1998.

• Technical characteristics
• The special feature of the unit injector system is that an
individual pump is assigned to each cylinder. The pump and
nozzle are therefore combined in a compact assembly which is
installed directly in the cylinder head. The unit injector system
enables high injection pressures up to 2,200 bar.
Unit injector system
• The highest injection pressure is currently achieved with the
pump-injector system where the pump and injector together
form a single unit.
Unit injector system
• Advantages
• High performance for clean and powerful engines
• High engine power balanced against low consumption and low
engine emissions
• High degree of efficiency due to compact design
• Low noise level due to direct assembly in the engine block
• Injection pressures up to 2,200 bar for the ideal combination
of air-fuel mixture
Distributor (rotary) fuel
injection pump
• The electronic control system of the distributor type pump
consists of various sensors, an ECU (electronic control unit)
and an actuator.
• The sensors detect the running condition of the engine and
send signals to the ECU.
• The actuator controls both the injection quantity and timing
according to the signal it receives from the ECU, which
calculates the optimum levels for the current running
condition of the engine.
Distributor (rotary) fuel
injection pump
• The distributor-type pump uses a vane-type transfer pump to
fill the single pumping element.
• This then raises fuel pressure to injection pressure.
• A distribution system then distributes fuel to each cylinder, in
the firing order of the engine.
CRDI - Common Rail Direct
Injection
• CRDI stands for Common Rail Direct Injection
meaning, direct injection of the fuel into the
cylinders of a diesel engine via a single, common
line, called the common rail which is connected to all
the fuel injectors.
• Whereas ordinary diesel direct fuel-injection
systems have to build up pressure anew for each and
every injection cycle, the new common rail (line)
engines maintain constant pressure regardless of the
injection sequence. This pressure then remains
permanently available throughout the fuel line.
CRDI - Common Rail Direct
Injection
• The engine's electronic timing regulates injection
pressure according to engine speed and load.
The electronic control unit (ECU) modifies injection
pressure precisely and as needed, based on data
obtained from sensors on the cam and crankshafts. In
other words, compression and injection occur
independently of each other. This technique allows fuel
to be injected as needed, saving fuel and lowering
emissions.
• The common rail upstream of the cylinders acts as
an accumulator, distributing the fuel to the injectors at a
constant pressure of up to 1600 bar.
CRDI
CRDI
CRDI
• In a common rail system, the fuel from the fuel tank is
supplied to the common header (called the
accumulator).
• This fuel is then sent through tubing to the injectors,
which inject it into the combustion chamber.
• The header has a high pressure relief valve to maintain
the pressure in the header and return the excess fuel to
the fuel tank.
• The fuel is sprayed with the help of a nozzle that is
opened and closed with a needle valve, operated with a
solenoid.
CRDI
• When the solenoid is not activated, the spring forces
the needle valve into the nozzle passage and
prevents the injection of fuel into the cylinder.
• The solenoid lifts the needle valve from the valve
seat, and fuel under pressure is sent in the engine
cylinder.
• Third-generation common rail diesels
use piezoelectric injectors for increased precision,
with fuel pressures up to 1,800 bar or 26,000 psi.
CRDI
Diesel injection
• All diesel engines (with the exception of some
tractors) have fuel injected into the combustion
chamber.
• Most modern diesel engines use Common
rail or Unit Injector direct injection systems.
 Fuel Injection Diagnosis
***Do not be confused with ignition or engine mechanical problems.

•Fuel leaks.

•Vacuum leaks.

•Kinked lines.

•Sensor problems.

•Loose or corroded electrical connections.

 Diagnosis
Injector Testing
Bad injector can cause
•Rough Idle
•Hard Starting
•Poor Fuel Economy
•Engine Miss

Leaky Injectors will richen the

fuel mixture.
Dirty Injectors restricts the air-
flow, causing a lean mixture.
Inoperative EFI Injectors
no action (Miss Fire)
1. FAIR - but weak
2. BAD - split spray pattern
3. BAD - split spray pattern
4. BAD - jetting on left side
5. GOOD
6. BAD - feathering at top of spray