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MEHB493 Lecture 7 (Contd)

Syllabus Topic 7 - Fuel systems


Carburetors; fuel injection systems for SI engines; fuel
injection systems for diesel engines; electronic fuel injection.

Reference Chapter 5 of the textbook. Please read the relevant sections of this chapter.
Additional material as per the course notes.
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Fuel Injection System

Fuel injection is a system for mixing fuel with air in an


internal combustion engine.

It has always been used in CI engines and has become the


primary fuel delivery system in SI engines replacing the
carburetor in most modern car engines.

A fuel injection system is designed and calibrated


specifically for the type(s) of fuel it will handle.

With the advent of electronic fuel injection (EFI), the diesel


and gasoline hardware has become similar. EFI's
programmable firmware has permitted common hardware
to be used with different fuels.
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Diesel Fuel Injection

A typical injector-pump-type automotive diesel fuel injection


system.
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A fuel tank used on a diesel engine vehicle differs from the
one used with a gasoline engine in several ways, including:
A larger filler neck for diesel fuel.
No evaporative emission control devices or charcoal
(carbon) canister.
The diesel fuel is drawn from the fuel tank by a transfer (or
lift) pump which delivers the fuel to the injection pump.
Between the fuel tank and the transfer pump is a filter and
water-fuel separator. Water is heavier than diesel fuel and
sinks to the bottom of the separator.
An injection pump is used to increase the pressure of the
diesel fuel from the low values from the lift pump to the
extremely high pressures needed for injection. Fuel pressure
at the injectors is very high, over 20000 psi (138000 kPa).

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The injection pump
distribute the fuel
to each individual
injector.
The high-pressure
lines between the
distributor and the
injectors must be
the exact same
length to ensure
proper injection
timing.

A schematic of a diesel fuel injection pump


assembly.

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Indirect and Direct Injection
In an indirect injection
(IDI) diesel engine, fuel is
injected into a small
prechamber, which is
connected to the cylinder
by a narrow opening.
The initial combustion
takes place in this
prechamber.
This has the effect of
slowing the rate of
combustion, which tends
to reduce noise. An indirect injection diesel engine uses a
prechamber and a glow plug.

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A direct injection
diesel engine injects
the fuel directly into
the combustion
chamber. Many
designs do not use
a glow plug.

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Glow Plugs
Glow plugs are always used in diesel engines equipped
with a precombustion chamber and may be used in
direct injection diesel engines.
A glow plug is a heating element that uses 12 volts from
the battery and aids in the starting of a cold engine.
As the temperature of the glow plug increases, the
resistance of the heating element inside increases,
thereby reducing the current in amperes needed by the
glow plugs.

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High-pressure Common Rail System

Newer diesel
engines use
what is known
as the high-
pressure
common rail
system or the
common rail
fuel injection
system.

Overview of a computer-controlled high-pressure common


rail V-8 diesel engine

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A common rail fuel injection system typically consists of a
low pressure circuit, high pressure circuit and the engine
control unit (ECU).

The low-pressure circuit comprises of the fuel tank , pre-


supply pump, fuel filter, and the respective connection
lines. It moves the fuel to the high pressure circuit.

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The high-pressure circuit comprises:
High-pressure pump with pressure-control valve, the high-
pressure accumulator (rail ) with the rail-pressure sensor,
injectors, and the respective high-pressure connection
lines.

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The high pressure circuit generates a constant unvarying
high pressure in the high pressure accumulator (the rail),
from which the fuel is supplied to the fuel injectors which
then inject the fuel into the engines combustion chambers.

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Engine Control Unit (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, as well
as supervises the correct functioning of the injection system
as a whole.

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Fuel-pressure Regulator
Fuel-pressure regulators on fuel-return-type fuel-injection
systems are installed on the return (downstream) side of the
injectors at the end of the fuel rail, or are built into or mounted
upon the throttle-body housing.
Downstream regulation minimizes fuel-pressure pulsations
caused by pressure drop across the injectors as the nozzles open.
It also ensures positive fuel pressure at the injectors at all times
and holds residual pressure in the lines when the engine is off.
On mechanical returnless systems, the regulator is located at the
tank with the fuel filter.

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A typical fuel-pressure regulator
that has a spring that exerts
force against the fuel. If
vacuum is applied above the
spring, the vacuum reduces the
force exerted by the spring on
the return line inlet, allowing the
A typical port fuel-injected system showing a fuel to return to the tank.
vacuum-controlled fuel-pressure regulator.

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Electronic Returnless Fuel System

This system does not use a mechanical valve to regulate


rail pressure.
Fuel pressure at the rail is sensed by a pressure
transducer, which sends a low-level signal to a controller.
The controller contains logic to calculate a signal to the
pump power driver.
The power driver contains a high-current transistor that
controls the pump speed using pulse-width modulation
(PWM).
A mechanical returnless fuel system is also available.

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Fuel Injection In The Spark Ignition Engine

Fuel injection has become the primary fuel delivery system


used in automotive SI engines. The advantages and
disadvantages of fuel injection for SI engines are as
follows:
Advantages
Absence of venturi - no restriction in air flow/higher
volumetric efficiency, torque and power
Hot spots for preheating cold air eliminated, thus denser
air enters
Manifold branch pipes not concerned with mixture
preparation [for multipoint injection (MPI)]
Better acceleration response (MPI)
Fuel atomization generally improved.

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Advantages (Contd)
Use of sensors to monitor operating parameters gives
accurate matching of air/fuel requirements: improves
power, reduces fuel consumption and emissions
Precise in metering fuel in ports
Precise fuel distribution between cylinders (MPI)
Fuel transportation in manifold not required (MPI) so no
wall wetting
Fuel surge during fast cornering or heavy braking
eliminated
Adaptable and suitable for supercharging (SPI and MPI)

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Disadvantages
High initial cost/high replacement cost
Increased care and attention/more servicing problems
Requires special servicing equipment to diagnose faults
and failures
Special knowledge of mechanical and electrical
systems needed to diagnose and rectify faults
Injection equipment complicated, delicate to handle and
not serviceable by roadside service units
Contain more mechanical and electrical components
which may go wrong
Increased hydraulic and mechanical noise due to
pumping and metering of fuel
Very careful filtration needed due to fine tolerances of
metering and discharging components

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Disadvantages (Contd)
More electrical/mechanical power needed to drive fuel
pump and/or injection devices
More fuel pumping/injection equipment and pipe
plumbing required - may be awkwardly placed and bulky.

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Fuel Injection Methods
There are several SI engine fuel injection methods. These
are:
Indirect Injection
Also called manifold injection or single point injection
(SPI) or throttle body injection (TBI)
Injector usually upstream from throttle (air intake side)
Pressures are low - 2 to 6 bar.
Cost would be low
Has same air and fuel mixing and distribution problems
as carburetor but without venturi restriction so gives
higher engine volumetric efficiency
Higher injection pressures compared to carburetion -
speeds up atomization of liquid fuel

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Semi-direct Injection
Also called port fuel injection (PFI) or indirect multipoint
injection (IMPI) or simply multi-point injection (MPI)
Injectors positioned in each induction manifold branch
just in front of inlet port
Injection at low pressure (2-6 bar)
Need not be synchronized with engine induction cycle
Fuel can be discharged simultaneously to each induction
pipe where it is mixed and stored until intake valve opens
Need not be timed - requires low discharge pressures -
injectors not exposed to combustion products - less cost
No fuel distribution difficulties since each injector
discharges directly into its own port and mixture moves a
short distance before entering cylinder
Induction manifold deals with only inducted air - so
branch pipes can be enlarged and extended (for better
ram effect.)

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Port fuel injectors spray atomized fuel into the intake manifold about 3 inches
(75 mm) from the intake valve.

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Direct Cylinder Injection
Also called direct multi-point injection (DMPI) or gasoline
direct injection (GDI)
Injection may be during intake or compression process
Increased turbulence required
To compensate for shorter permitted time for
injection/atomization/mixing, injection pressure must be
higher
More valve overlap possible so fresh air can be utilized
for scavenging
Injector nozzle must be designed for higher pressure
and temperature so must be more robust and will be
costlier than other types
Position and direction of injection are important - no one
position will be ideal for all operating conditions

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Direct Cylinder Injection
(Contd)
Air and fuel mixing is
more thorough in large
cylinders than in small
cylinders because
droplet size is the same
Condensation and wall
wetting in intake
manifold eliminated but
condensation on piston
crown and cylinder
walls possible.

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Location of
(SPI)
the fuel
Injectors for
the three fuel
injection
methods

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Idle Control
Port fuel-injection systems
generally use an auxiliary
air bypass for idle control.

The small arrows indicate the air bypassing


the throttle plate in the closed throttle
position. This air is called minimum air. The
air flowing through the idle air controller is
the airflow that determines the idle speed.

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Electronic Throttle Control
Electronic throttle control (ETC) systems, used by some
manufacturers, replace the idle air control and also serve as
a cruise control servo.
This system eliminates the mechanical linkage between the
accelerator pedal and the throttle plates.
A typical electronic throttle control system includes the
following components:
Accelerator pedal position (APP) sensor
Throttle valve actuator
Throttle position sensor
Throttle actuator module, TAC (or power control module,
PCM)

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An electronic
throttle control
system showing
the APP and TP
sensors and the
DC throttle
actuator control
(TAC) module and
PCM. In many
systems the motor
control is located
inside the PCM.

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Electronic Fuel Injection (EFI) System
The electronic fuel injection system can be divided into three
basic sub-systems. These are the fuel delivery system, air
induction system, and the electronic control system.

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The Fuel Delivery System

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The fuel delivery system consists of the fuel tank, fuel
pump, fuel filter, fuel delivery pipe (fuel rail), fuel
injector, fuel pressure regulator, and fuel return pipe.
Fuel is delivered from the tank to the injector by
means of an electric fuel pump. The pump is typically
located in or near the fuel tank. Contaminants are
filtered out by a high capacity in line fuel filter.
Fuel is maintained at a constant pressure by means of
a fuel pressure regulator. Any fuel which is not
delivered to the intake manifold by the injector is
returned to the tank through a fuel return pipe.

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The Air Induction System

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The air induction system consists of the air cleaner, air
flow meter, throttle valve, air intake chamber, intake
manifold runner, and intake valve.
When the throttle valve is opened, air flows through the
air cleaner, through the air flow meter, past the throttle
valve, and through the manifold runner to the intake
valve.
Air delivered to the engine is a function of driver demand.
As the throttle valve is opened further, more air is allowed
to enter the engine cylinders.
Two methods for measuring the intake air volume are
to measures air flow directly by using an air flow
meter
to measures air flow indirectly by monitoring the
pressure in the intake manifold

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Electronic Control System

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The electronic control system consists of various
engine sensors, electronic control unit (ECU), fuel
injector assemblies, and related wiring.
The ECU determines precisely how much fuel needs
to be delivered by the injector by monitoring the
engine sensors.
The ECU turns the injectors on for a precise amount
of time, referred to as injection pulse width or injection
duration, to deliver the proper air/fuel ratio to the
engine.

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Basic System Operation

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Air enters the engine through the air induction system
where it is measured by the air flow meter. As the air
flows into the cylinder, fuel is mixed into the air by the fuel
injector.
Fuel injectors are arranged in the intake manifold behind
each intake valve. The injectors are electrical solenoids
which are operated by the ECU.
The ECU pulses the injector by switching the injector
ground circuit on and off.
When the injector is turned on, it opens, spraying
atomized fuel at the back side of the intake valve.
As fuel is sprayed into the intake airstream, it mixes with
the incoming air and vaporizes due to the low pressures
in the intake manifold. The ECU signals the injector to
deliver the right amount of fuel.

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The precise amount of fuel delivered to the engine is a
function of ECU control.
The ECU determines the basic injection quantity based
upon measured intake air volume and engine rpm.
Depending on engine operating conditions, injection
quantity will vary. The ECU monitors variables such as
coolant temperature, engine speed, throttle angle, and
exhaust oxygen content and makes injection corrections
which determine final injection quantity.

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Engine Management System

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In some cars, the EFI system went from a simple fuel
control system to a fully integrated engine and emissions
management system. Although the fuel delivery system
operates the same as conventional EFI, the ECU now
also controls ignition spark angle.
Additionally, it also regulates an idle speed control
device, an exhaust gas recirculation (EGR) vacuum
switching valve and, depending on application, other
engine related systems.

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Ignition Spark Management [Electronic Spark Advance
(ESA)]
The system regulates spark advance angle by monitoring
engine operating conditions, calculating the optimum
spark timing, and firing the spark plug at the appropriate
time.
Idle Speed Control (ISC)
The system regulates engine idle speed by means of
several different types of ECU controlled devices. The
ECU monitors engine operating conditions to determine
which idle speed strategy to use.

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Exhaust Gas Recirculation (EGR)
The system regulates the periods under which EGR can
be introduced to the engine. This control is accomplished
through the use of an EGR Vacuum Switching Valve
Other Engine Related Systems
In addition to the major systems just described, the
system often operates an electronically controlled
transmission, a variable induction system, the air
conditioner compressor clutch, and the
turbocharger/supercharger.

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