ABSTRACT

DIGITAL FUEL INJECTION SYSTEM

The fuel injection system supplies the engine with a combustible air-fuel mixture.
Modern cars have a digital engine control system. It controls the ignition and the fuel
injection systems. Technological developments in the automobile field resulted in the
digital fuel injection system. The digital Fuel injection system is a solution to all the
problems of carburetor. The controller in a Digital Fuel injection system is an electronic
control module or the ignition and Fuel Injection System. Various components of the
engine and fuel system send electrical signals to the ECM and ECM continuously
calculates how much fuel to inject. It then opens thee fuel injectors so proper amount of
fuel sprays out to produce the desired air- fuel ratio.

The seminar aimed at discussing the various parts of the digital fuel injection system.

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 ACKNOWLEDGEMENT

I take this opportunity to express my profound sense of gratitude to all those who
have contributed to the successful completion of my seminar.

I wish to express my sincere gratitude to Mr. JITIN YADAV, Head of Department.(AE).

I also thank all other Lectures of Automobile Department for there all hearted Co-
Operation and Guidant’s in completing my seminar successfully.

I also have to appreciate the encouragement and constructive Criticism I received from
my Friends which went a long way to make this seminar as satisfying experience for me.

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 INTRODUCTION

All the combustion engines are design on the principle that they use some fuel as the
intake and convert this into energy, to produce work. A mixture of fuel and air is a must
for any combusting engine to function. Over a period Technologies have changed and
evolved methods to “Feed” this mixture to the engine.

The fuel injection system supplies the engine with a combustible air-fuel mixture. Old
petrol Engine cars used to the conventional carburetors for supplying air-fuel mixture to
the combustion Chamber. The Carburetor technology was found insufficient to cater to
the needs of the challenging environment and has many this advantages like low fuel
economy, High pollution rate, delayed starting, etc.

Technological development in the automobile field resulted in the digital fuel injection
system. The digital fuel injection system is a solution to all the problems of carburetor.
The controller in a Digital Fuel Injection System is an electronic control module (ECM)
or electronic control unit (ECU) the ECM controls the ignitions and fuel injection
systems. Various Components of the engine and fuel system send electrical signals to the
ECM and ECM continuously calculates how much to eject. It then opens the fuel
injectors so the Proper amount of fuel sprays out to produce the desired air-fuel ratio.

The Digital fuel Injection System lacks a carburetor. It incorporates an injector similar to
that in a diesel system, through which petrol is sprayed into the intake manifold. The
ECM acts as the command centre and the decision is made based on the data supplied by
seven sensors provided at deferent locations on the chassis.

In the Digital Fuel Injection System the mixture of fuel and air reaches the piston head in
predetermined ratio. This mixture is then fed in to the combustion chamber. Once inside
the combusting chamber it ignites with the help of a spark from the spark plug. As the
ignition is turned on, The sensors are activated and the fuel is sent through injectors
directly to the combustion chamber where it is sprayed on top of the piston heads. The air
is taken separately through a set of valves. The fuel and air are mixed just before entering
the combustion chamber. In the Digital Fuel Injection System the injectors are controlled
by an Electronic sensor which is turned to the throttle.

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SCHEMATIC DIAGRAM OF DIGITAL FUEL INJECTION
SYSTEM

Figure: 1-2

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DIGITAL FUEL INJECTION SYSTEM
The main important components of the Digital Fuel Injection System are:-

1) Electronic Control Module (ECM)

2) Electronic Engine Controls (EEC)

3) Sensors

ELECTRONIC CONTROL MODULE (ECM)

The nerve centre of the Digital Fuel Injection System is the Electronic Control Module
(ESM) and all the data collected from the various sensors are directed towards ECM. It
serves as the processor or decision maker in an Electronic Control System.

The mane parts of an ECM are the IC Chips that contain the microprocessor and the
memory. The microprocessor is the Central Processing Unit (CPU). It is the solid-state
devise that control information flow in a computer. By following a set of instructions
called program, The micro processor does the calculation and make the decisions solve.
The microprocessor chip is sealed in a protective package or career. The signals from the
sensors are received and sent through connections or terminals in the ECM. The
information needed by the microprocessor is stored in an electronic storage device called
a memory.

The Random Access Memory may be volatile or non-volatile. A volatile memory stores
information’s temporarily, as long as battery power is available. The information stored
in a non-volatile memory is not lost by disconnecting the battery. The Look up Tables of
ECM is an non-volatile type memory.

ELECTRONIC ENGINE CONTROL (EEC)

The Electronic Engine Control (EEC) usually controls the fuel and injection systems. The
input devices are sensors and the output devices are actuators. The EEC allows the engine
to operate as fuel efficient as possible.

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SENSOR

A sensor is a device that receives and reacts to a signal. This may be a change in pressure,
Temperature or voltage. The ECM then calculate for how long to open the injectors.

The various sensors that report to the ECM includes

1) Engine speed sensor

2) Oxygen sensor

3) Manifold absolute pressure (MAP) sensor

4) Engine coolant temperature sensor

5) Intake air temperature (IAT) sensor

6) Camshaft position (CP) sensor

7) Throttle position sensor (TPS)

The ECM continuously receives all this data and checks this data with other data stored
in look-up tables in the memory then the ECM decides to open the injectors and for how
long.

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ELECTRONIC ENGINE CONTROL SYSTEMS (EEC)

Figure: 1-4

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ELECTRONIC ENGINE CONTROL CHART

Figure: 1-3

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ENGINE SPEED SENSOR

The engine speed sensor is actually a crank shaft position sensor that tells the ECM how
fast the engine crank shaft is turning. The ECM uses this data to control fuel metering,
ignition spark advance, and the shifting of electronic automatic transmissions and
transaxles.

Crankshaft position sensors are either Hall-effect sensors or magnetic sensors. In the case
of Hall-effect switch the ECM count the number of crankshaft rotations per second. The
crankshaft harmonic balance carries three vanes which pass between a permanent magnet
and a transducer and the magnetic field transistor on and off, switching the signal voltage
to the ECM. The ECM counts this voltage pulses to determine the crankshaft speed.

OXYGEN SENSOR

The oxygen sensor is installed in the exhaust manifold or exhaust pipe. It measures the
amount of oxygen in the exhausted gas. It is used primarily as a means of controlling
exhaust a emissions by keeping the air-fuel ratio close to 14.7:1.

The oxygen sensor is about the size of as spark of plug and produces a small voltage
when exposed to oxygen. This varying voltage is sent to the ECM, the voltage varies with
the amount of oxygen in the exhaust. Oxygen sensor voltage is between 1.3V and 1.5V
and when the voltage is close to 0.45V, the air-fuel ratio is close to ideal 14.7:1. If the
voltage is higher then 0.45V, the oxygen content is low i.e. the air-fuel ratio is rich and if
the voltage is less then 0.45V the oxygen content is high and the air fuel ratio is lean.

The varying voltages tell the ECM whether the air-fuel mixture is rich or lean. The ECM
then adjusts the duty cycle of the fuel injectors. It then turns them on for a longer or
shorter time, each time they open. This enriches or leans out the air fuel mixture. The
oxygen sensor will not work unless it is hot. It must be between 200o and 800o. While the
engine is warming up, the electronic engine- control system is in open loop mode.
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As soon as the engine and the oxygen sensor reach operating temperature, the oxygen
sensor voltage signal is sent to the ECM. The ECM switches to closed loop mode and
begins using oxygen sensor to compute injector duty cycle.

MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR

MAP sensor is a semi conductor that senses change of pressure in the intake manifold
and relays it to the ECM as digital signal. The ECM gets an accurate value as to the
volume of air in the intake manifold and pressures.

Intake manifold is measured in two ways:-

1) With a vacuum gauge

2) With a manifold absolute pressure gauge.

The two gauges are basically the same. Both have a flexible diaphragm that separates the
two champers in the gauge. The difference is that one chamber of the vacuum gauge is
open to the atmosphere. One chamber of absolute pressure gauge contains a vacuum.

The vacuum gauge compares atmospheric pressure with intake manifold pressure. The
manifold absolute pressure gauges Computer the actual pressure in the intake manifold
with the vacuum. This is more accurate.

ENGINE COOLANT TEMPERATURE SENSOR

The coolant temperature sensor is a thermistor that continuously reports engine

coolant temperature to the ECM. This is a varying voltage signal that the ECM
uses in deferent ways. If the coolant temperature is low, the ECM signals the fuel
metering system to supply additional fuel for cold engine operation. The ECM
also alters the ignition time to suit the engine temperature.

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Most transverse engine uses an engine cooling fan. When the engine is cold, no
cooling is added. The fan does not run when the engine gets hot. The signal from
the coolant temperature sensor may cause the ECM to turn on the fan.

INTAKE TEMPERATURE SENSOR

Changing air temperature, changes the density of air. Hot air at low atmospheric pressure
is less dense and contains less oxygen than as equal volume of cooler air under high
atmospheric pressure.

The intake air temperature sensor is a thermistor. Its electrical signal decreases as its
temperature increases. The IAT sensor is located after the air filter and helps to compute
actual density of air at the intake manifold. The IAT sensor sends varying voltage signals
to the ECM and so it knows the air temperature.

INTAKE AIR TEMPERATURE (IAT) SENSOR

Figure: 2-6
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The air temperature sensor uses a thermistor that loses resistance as it is heated

THROTTLE POSITION SENSOR (TPS)

Figure: 2-8

Rotary throttle position sensor

As the throttle position changes, the wiper blade moves which changes the voltage signal
to the ECM.

This varies from about 5 volts at wide-open throttle to a fraction of a volt at closed
throttle.

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CAMSHAFT POSITION (CP) SENSOR

The Camshaft position sensor informs the ECM of the position of the cylinders and the
engine speed. This information is often crucial in deciding the direction and the amount
of the fuel injected as well as the ignition advance and the control of the knock through
ECM in the absence of a knock sensor.

THROTTLE POSITION SENSOR (TPS)

The throttle body contains the throttle valve. The assembly usually mounts on the intake
manifold. The throttle valve connects by linkage to the accelerator pedal. Depressing the
accelerator pedal opens the throttle valve.

The ECM must always know the position of the throttle valve. A TPS on the throttle body
continuously reports throttle position to the ECM. The position of throttle valve is important in
the control of the idle speed and in the sharp patterns of automatic transmission and transaxles.
When the throttle valve closes during the deceleration, The ECM shuts of fuel flow. This prevents
and over-rich mixture during deceleration.

A rotary throttle position sensor is a variable resistor or potentiometer. It has a coil of resistance
in the form of a half circle. One end connect to the ground and other end connect to a 5V source
from the ECM. As the throttle valve position changes, the wiper blade moves along the coil. As
the wiper slides, the voltage through the coil increases and correspondingly a voltage are sent to
the ECM. The voltage tells the ECM the position of the throttle valve.

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FUEL INJECTORS

There are two types of fuel injectors to deliver fuel in to the air entering the engine. They
are:-

1) Solenoid operated fuel injector

2) Mechanical fuel injector

SOLENOID OPERATED FUEL INJECTOR

The solenoid operated fuel injector is tuned on and off by the ECM. When the ignition
key is on, voltage is present at the injector. The solenoid is energized when the ECM
provides a ground. Then the injector opens and fuels sprays out. When the solenoid is de-
energized, fuel spray stops.

In many engines, the injector delivers fuel in to an intake port that as only one intake
valve. A single spray injector delivers a wide spray pattern through a single hole. A duel
spray injector has two holes in the tip. The holes are positioned so the spray from each
hole delivers fuel to one of the intake valve.

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SOLENOID OPERATED FUEL INJECTOR

Figure: 3-2

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MECHANICAL FUEL INJECTOR

The mechanical fuel injector is used in continuous injection systems. The injector
is basically a fixed orifice with a mechanical needle valve operated by fuel pressure. The
amount of the fuel injector dependence on the pressure applied to the fuel.

MECHANICAL FUEL INJECTOR

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COLD START VALVE
Engines with electronic fuel injection have a cold start valve. It supplies extra fuel
to satisfy a cold engine. The valve is similar to a solenoid operated fuel injector.

A thermo time switch limits the time the cold start valve can inject. This prevents the
engine from receiving too much fuel or flooding. The thermo-time switch has a
thermostatic blade, a pair of contacts and a heating element. When the engine cold, the
blade is straight and the contacts are closed. ‘The cold start valve sprays fuel when the
engine cranks. As the engine warms up, the thermostatic blade bends and the contacts
separate. This opens the cold start value.

COLD START VALVE

Figure: 3-4 The cold start valve is used to supply extra fuel for starting a cold engine.

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 THERMO-TIME SWITCH

Figure: 3-5

Thermo-Time switch limits how long the cold start valve can inject fuel

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ACTUATORS

Sensors feed information into the ECM. The ECM then makes decisions and sends
commands to various actuators. These are the device that operates automotive and engine
components

Actuators are transducers that usually connect electrical signals from the ECM in to
mechanical motion. Inputs are usually from sensors and switches. Outputs are usually
sent to actuator, which then operates switches, valves and other devices.

ELECTRONICPORT-INJECTION TIMING
The timing of the injection in an electronic port – injection system varies for
different engines.

In some four and six cylinder engines, all fuel injectors open at the same time - once each
crankshaft revolution. This arrangement is the simultaneous injection system. Each
injector opens twice for each time its intake valve opens. The intervals between injection
and intake valve opening are short that there are short that there is little loss in efficiency.

Some systems open half of the injections at the same time. This is group injection. Other
systems open each injector separately in firing order sequence. This is sequential
electronic fuel injection. It provides the most accurate fuel delivery and best engine
performance while minimizing exhaust emissions.

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ELECTRONICPORT-INJECTION TIMING

Figure: 3-6

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 ADVANTAGES OF DIGITAL FUEL INJECTON SYSTEM

The major advantages of Digital Fuel Injection Systems are:-

1) The ECM can control all aspects of the combustion of the air-fuel ratio under all
conditions

2) With the Digital Fuel Injection System the engine will be reliable, run smoothly,
be more economical and have a longer lifespan.

3) The altitude and ambient temperature compensation ensure optimum performance

at all altitudes, temperatures and seasons

4) The extremely accurate and optimal fuel delivery at any rpm and every load
translates in to more horse power, better economy and less emission.

5) It don’t need constant tuning or adjustments.

6) The ECM can actually help prevent engine damage by not allowing full power
and torque to be generated until or fluids are up to their normal operating
temperature.

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DISADVANTAGES OF DIGITAL FUEL INJECTON SYSTEM

1) It is very experience and has pushed the prices of the vehicle.

2) It takes time to perform an effective conversion.

3) The local fuel quality is the biggest enemy of fuel injection. Adulteration
and excessive gum content can play havoc, causing blockage of the pin hole
small injectors.

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 CONCLUSIONS

Researches are going on and developments are made each day in the field
of fuel injection systems. The digital fuel injection system has changed the
complete concept of fuel injection and resulted in better efficient and powerful
vehicles.

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 REFERENCE
BIBLIOGRAPHY

Automotive Mechanics : William H Cruise

Osnald L Anglin

Joseph Heitner

Internal Combustion Engines : Paul W Gill

James H Smith

Mathur & Sharma

Automotive Engines : William H Cruise

Donald L Anglin

WEBSITES

http://www.motoringtimes.com

http://www.affordable-efi.com

www.8bcity.com/fuel.injection

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