‫‪Gasoline electronic Direct Injection System‬‬

‫‪prepared by:‬‬

‫• اسالم صالح محمد محمد‬

‫• السيد أبوالمعاطى السيد رمضان‬
‫• اسالم أحمد سيف االسالم‬
‫• اسالم محمد أحمد خليفه‬
‫• أحمد يسرى أحمد السيد‬
‫• اسالم عونى عبدالمجيد‬
‫• مصطفى محمد محمود الجوهرى‬
Gasoline electronic Fuel Injection
Systems
 Introduction
A modern gasoline injection system uses pressure
from an electric fuel pump to spray fuel into the
engine intake manifold. Like a carburetor, it must
provide the engine with the correct air-fuel
mixture for specific operating
conditions. Unlike a carburetor, however ,
PRESSURE, not engine vacuum, is used to feed
fuel into the engine .
This makes the gasoline injection
system very efficient
A gasoline injection system has several
possible advantages over a carburetor
type of fuel system.
Some advantages are as follows:
* Improved atomization. Fuel is forced into the
intake manifold under pressure that helps break
fuel droplets into a fine mist.
* Better fuel distribution. Equal flow of fuel
vapors into each cylinder.
* Smoother idle. Lean fuel mixture can be used
without rough idle because of better fuel
distribution and low-speed atomization.
* Lower emissions. Lean efficient air-
fuel mixture reduces exhaust pollution.
* Better cold weather drivability. Injection
provides better control of mixture enrichment
than a carburetor.
* Increased engine power. Precise metering of
fuel to each cylinder and increased air flow can
result in more horsepower output.
* Fewer parts. Simpler, late model, electronic fuel
injection system have fewer parts than mod
ern computer-controlled carburetors.
There are many types of gasoline injection
systems. Before studying the most
common ones, you should have :

A basic knowledge of the different classifications :

* single- or multi-point injection
* indirect or direct injection
• The point or location of fuel injection is one way to
classify a gasoline injection system. A single-point
injection system, also call throttle body injection (
TBI), has the injector nozzles in a throttle body
assembly on top of the engine. Fuel is sprayed into
the top center of the intake manifold .
• A multi-point injection system, also called port
injection, has an injector in the port (air-fuel passage)
going to each cylinder. Gasoline is sprayed into each
intake port and toward each intake valve. Thereby, the
term multipoint (more than one location)
fuel injection is used.
• An indirect injection system
sprays fuel into the
engine intake manifold.
Most gasoline injection
systems are of this type.
• Direct injection forces fuel
into the engine combustion
chambers. Diesel injection
systems are direct type.
So
Gasoline electronic Direct Injection System
is Classified as : multi-point and Direct injection systems
System component :
• Fuel tank
• Electric fuel pump
• Fuel filter
• Electronic control unit
• Common rail and Pressure sensor
• Electronic Injectors
• fuel line
Fuel tank
• is safe container for flammable liquids and
typically part of an engine system in which the
fuel is stored and propelled (fuel pump) or
released (pressurized gas) into an engine.
• Typically, a fuel tank must allow or provide the
following:
* Safe (UL Approved) fuel storage, there is some
concern that UL (Underwriters Laboratories) is
not the final arbiter of safety.
* Filling (the fuel tank must be filled in a secure
way) No Sparks.
* Storage of fuel (the system must contain a given
quantity of fuel and must avoid leakage and limit
evaporative emissions)
* Provide a method for determining level of fuel in tank,
Gauging (the remaining quantity of fuel in the tank
must be measured or evaluated)
* Venting (if over-pressure is not allowed, the fuel
vapors must be managed through valves)
* Feeding of the engine (through a pump)
* Anticipate potentials for damage and provide safe
survival potential.
 Electric fuel pump
• An electric fuel pump is used on engines with fuel
injection to pump fuel from the tank to the injectors.
The pump must deliver the fuel under high pressure
(typically 30 to 85 psi depending on the application)
so the injectors can spray the fuel into the engine.
• Electric fuel pumps are usually mounted inside the fuel
tank,
• Some vehicles may even have two fuel pumps (a
transfer pump inside the tank, and a main fuel pump
outside).
• Electric fuel pumps come in a variety of designs. Some
older applications use a positive displacement "roller
cell" pump. This type uses rollers mounted on an
offset disc that rotates inside a steel ring. Fuel is
drawn into the spaces (cells) between the rollers and
pushed along from the pump inlet to the outlet. This
type of pump can generate very high pressure, and
the flow rate tends to be constant. But the output
comes in pulses, so a muffler is often mounted in the
fuel line after the pump to dampen pressure pulses. A
roller cell pump may also be mounted outside the fuel
tank, and used with a second low pressure supply
pump mounted inside the fuel tank.
• Most newer vehicles use a "turbine" style fuel pump. A
turbine pump has an impeller ring attached to the
motor. The blades in the impeller push the fuel
through the pump as the impeller spins. This type of
pump is not a positive-displacement pump, so it
produces no pulsations, runs very smoothly and
quietly. It is also less complicated to manufacture and
is very durable. Some aftermarket pump supplies use
this type of pump to replace the older designs.
Fuel filter
• The fuel filter is the fuel system's primary line of
defense against dirt, debris and small particles of rust
that flake off the inside of the fuel tank .
• many filters for fuel injected engines trap particles as
small as 10 to 40 microns in size.
• fuel filter normally made into
cartridges containing a filter paper.
Electronic control unit
• In automotive electronics, electronic control unit
(ECU) is a generic term for any embedded system
that controls one or more of the electrical systems or
subsystems in a motor vehicle.
• An engine control unit (ECU), also known as
power-train control module (PCM), or engine
control module (ECM) is a type of electronic control
unit that determines the amount of fuel, ignition
timing and other parameters an internal combustion
engine needs to keep running. It does this by reading
values from multidimensional maps which contain
values calculated by sensor devices monitoring the
engine.
Working of ECU
• Control of fuel injection: ECU will determine the
quantity of fuel to inject based on a number of
parameters. If the throttle pedal is pressed further
down, this will open the throttle body and allow more
air to be pulled into the engine. The ECU will inject
more fuel according to how much air is passing into
the engine. If the engine has not warmed up yet,
more fuel will be injected .
• Control of ignition timing : A spark ignition engine
requires a spark to initiate combustion in the
combustion chamber. An ECU can adjust the exact
timing of the spark (called ignition timing) to provide
better power and economy.
• Control of idle speed : Most engine systems have
idle speed control built into the ECU. The engine RPM
is monitored by the crankshaft position sensor which
plays a primary role in the engine timing functions for
fuel injection, spark events, and valve timing. Idle
speed is controlled by a programmable throttle stop or
an idle air bypass control stepper motor.
Common rail and Pressure sensor
• The term "common rail" refers to the fact that all of
the fuel injectors are supplied by a common fuel rail
which is nothing more than a pressure accumulator
where the fuel is stored at high pressure. This
accumulator supplies multiple fuel injectors with high
pressure fuel.
• The fuel injectors are typically ECU-controlled.
When the fuel injectors are electrically
activated a hydraulic valve (consisting of a
nozzle and plunger) is mechanically or
hydraulically opened and fuel is sprayed into
the cylinders at the desired pressure. Since the
fuel pressure energy is stored remotely and the
injectors are electrically actuated the injection
pressure at the start and end of injection is
very near the pressure in the accumulator
(rail), thus producing a square injection rate. If
the accumulator, pump, and plumbing are sized
properly, the injection pressure and rate will be
the same for each of the multiple injection
events.
 Electronic Injectors
• The injectors can survive the excessive temperature
and pressure of combustion by using the fuel that
passes through it as a coolant
• The electronic fuel injector is normally closed, and
opens to inject pressurized fuel as long as electricity is
applied to the injector's solenoid coil.

• When the injector is turned on, it opens, spraying

atomized fuel at the combustion chamber .

• Depending on engine operating condition ,injection

quantity will vary .
fuel line
• Fuel line hoses carry gasoline from the tank to
the fuel pump, to the fuel filter, and to the fuel
injection system. While much of the fuel lines
are rigid tube, sections of it are made of rubber
hose, which absorb engine and road vibrations.
• There are two basic types of fuel hose: Fuel and
oil hoses that meet the SAE 30R7 standard, and
fuel injection hose that meets the requirements
of SAE 30R9.
Gasoline direct injection
• In internal combustion engines, gasoline direct
injection is a variant of fuel injection employed
in modern two- and four- stroke petrol engines.
The petrol/gasoline is highly pressurized, and
injected via a common rail fuel line directly into
the combustion chamber of each cylinder, as
opposed to conventional multi-point fuel
injection that happens in the intake tract, or
cylinder port.
How system work:
• When the driver turns the ignition key on,
the power train control module (PCM)
energizes a relay that supplies voltage to
the fuel pump. The motor inside the pump
starts to spin and runs for a few seconds
to build pressure in the fuel system. A
timer in the PCM limits how long the pump
will run until the engine starts.
• Fuel is drawn into the pump through an
inlet tube and mesh filter sock
• The fuel then exits the pump through a
one-way check valve and is pushed toward
the engine through the fuel line and filter.
• The fuel filter traps any rust, dirt or other solid
contaminants that may have passed through
the pump to prevent such particles from
clogging the fuel injectors.
• The fuel then flows to the fuel supply rail on
the engine and is routed to the individual fuel
injectors. A fuel pressure regulator on the fuel
rail maintains fuel pressure, and recirculates
excess fuel back to the tank.
• The fuel pump runs continuously once the
engine starts, and continues to run as long as
the engine is running and the ignition key is on.
If the engine stalls, the (PCM) will detect the
loss of the RPM signal and turn the pump off.
Finally :
• what is Fuel Injection? it describes the way the
fuel (usually a liquid fuel) is injected (pumped
under pressure) into some part of the engine
where it can combine with the air charge in the
cylinders and combustion can take place,
releasing energy to propel the vehicle.
• What’s different about diesel [CI] engine injection?
Diesel (compression ignition or CI ) and petrol/gasoline
(spark ignition or SI ) engines go about the task of
releasing energy from their fuels in quite different
ways.
• In fuel-injected spark ignition [SI] engines, fuel is
always injected into the air charge well before ignition
takes place. This necessary because the liquid or
gaseous fuel must be thoroughly mixed together with
air into a combustible mixture, able to be ignited by
the electrical arc generated by the sparkplug. If the
ratio of air to fuel is not reasonably close to 15:1 in
the vicinity of the sparkplug, the mixture will not ignite
at all and a miss-fire results.
• Compression ignition [CI] engines always inject the fuel charge
directly into a combustion chamber in the engine. Fuel injection
and ignition are inextricably tied together in compression
ignition [CI] engines. Recall that CI engines only work because
they compress the air charge so that it is hot enough to
instantly ignite the fuel charge as it is being injected. The
combustion of the fuel begins at the instant it begins being
injected (well, within a couple of milliseconds, if you want to
split hairs) into the combustion chamber full of very hot air
(more than 400 ºC, often over 700 ºC).
• This means the timing of ignition is intimately tied to the fuel
injection process. So, the fuel injection system of a CI engine is
responsible for regulating both the quantity of fuel to be
injected and timing of the beginning of combustion. Many
ingenious techniques have been developed to achieve both
these tasks with admirable accuracy, long before the advent of
sophisticated electronic controls.
How much fuel are we injecting here?
• let’s do a few simple sums based on 1997 Land Rover
Discovery. It has a 4 cylinder 2.5 liter engine. At 100 km/h in
5th gear it’s doing very close to 2400 rpm or 2400/60 = 40
revolutions per second. Because it’s a 4 cylinder 4 stroke
engine, it will be producing 2 power strokes every revolution,
so that’s 80 power strokes per second. At a steady cruising
speed of 100 km/h, it is likely to be covering 10 km/liter or, in
other words, using 10 litres/100 km. Therefore, our fuel burn
rate is 10 liters per hour or 10/3600 = 0.00278 liters per
second = 2.78 mL/sec. Now, this 2.78 mL is shared between
the 80 power strokes of the engine per second. So, for each
power stroke of the engine while we are cruising at 100 km/h,
the fuel injection system is delivering 2.78/80 = 0.03472 mL
into each cylinder. Not much is it? And the injection system
delivers precisely this quantity of fuel to one of the cylinders of
the engine, 80 times per second and at the exact instant the
cylinder needs to fire. Not bad for a completely mechanical
system with no electronic “smarts” at all, is it?
How much pressure?
• SI engine (petrol/gasoline) injection systems typically run at
pressure of 2 to 3 bar (30 to 40 psi). In contrast CI (diesel)
engines employ injection pressures of at least 350 bar (~5000
psi) and possibly in excess of 2000 bar (>29,000 psi) – quite a
bit different to petrol/gasoline systems! This explains why CI
injection systems are so solidly built and piped-up with strong
steel tubing, etc.
• Petrol/gasoline readily vaporizes in the air stream entering the
engine’s cylinders and in contact with the hot cylinder head
surfaces, to form an easily ignitable air/vapor mixture. On the
other hand, to instantly ignite the much less volatile diesel fuel
in the hot air charge of a CI engine it is necessary to spray it
into the combustion chamber in extremely small droplets. And
to achieve this, extremely high injection pressures are required
– the higher the better, in general.