Submitted by:

Muhammad Abdullah

Submitted to:
Sir Imran Afzal Mughal

Registration No:
BSME-01163177

Date:
6-8-2020
Fuel Injection System:
In a direct injection engine, fuel is injected into the combustion chamber as opposed to injection
before the intake valve (petrol engine) or a separate pre-combustion chamber (diesel engine). In
a common rail system, the fuel from the fuel tank is supplied to the common header (called the
accumulator)

Components of fuel injection system:

The fuel injection system can be divided into low-pressure and high-pressure sides. The low-
pressure components include the fuel tank, fuel supply pump and fuel filter. The high-pressure
side components include a high pressure pump, accumulator, fuel injector and fuel injector
nozzle.

Low pressure side of fuel injection system:

Overview
In order for the fuel injection system to fulfill its purpose, fuel must be transferred to it from the
fuel tank. This is the role of the low-pressure fuel system components. The low pressure side of
the fuel system consists of a number of components including the fuel tank, one or more fuel
supply pumps and one or more fuel filters. In addition, many fuel systems contain coolers and/or
heaters to better control fuel temperature.

Fuel Tank and Fuel Supply Pump:

The fuel tank is a reservoir that holds the fuel supply and helps maintain its temperature at a level
below its flash point. The fuel tank also serves as an important means of dissipating heat from
the fuel that is returned from the engine. The fuel tank should be corrosion-resistant and
leakproof to pressure if at least 30 kPa. It must also use some means to prevent excessive
pressure accumulation such as a vent or a safety valve.

The fuel supply pump, often referred to as the lift pump, is responsible for drawing fuel from the
tank and delivering it to the high pressure pump. Modern day fuel pumps can be electrically or
mechanically driven by the engine. Using an electrically driven fuel pump allows the pump to be
placed anywhere in the fuel system including inside the fuel tank. Pumps driven by the engine
are attached to the engine. Some fuel pumps may be incorporated into units that serve other
functions. For example, so called tandem pumps are units that incorporate a fuel pump and a
vacuum pump for the brake booster. Some fuel systems, such as those based on a distributor type
pump, incorporate a mechanically driven supply pump and the high pressure pump in one unit.

Fuel pumps are commonly sized to deliver more fuel than is consumed by the engine at any
particular operating system. This extra fuel flow can serve a number of important functions
including providing extra fuel to help to cool injectors, pumps and other engine components and
maintaining a more constant temperature of the fuel in the entire fuel system. Also, the excess
fuel that is heated by its contact with hot engine components can be returned to the tank or fuel
filter to improve the vehicle’s low temperature operability.

Fuel Filter:

Trouble-free operation of a diesel injection system is possible only with filtered fuel. Fuel filters
help reduce damage and premature wear from contaminants by retaining very fine particles and
water to prevent them from entering the fuel injection system. As shown in Figure 1, fuel
systems can contain one or more stages of filtration. In many cases, a course screen is also
located at the fuel intake located in the fuel tank.

Two stage filter system typically uses a primary filter on the inlet side of the fuel transfer pump
and a secondary filter on the outlet side. The primary filter is required to remove larger particles.
The secondary filter is required to withstand higher pressures and remove smaller particles that
can damage the engine components. One-stage systems remove larger and smaller particles in a
single filter.

Filters can be a box-type or replacement element design, as shown in Figure 2. The box-type
filter is that which can be completely replaced as needed and does not require cleaning. Filters
with a replaceable element have to be thoroughly cleaned when replacing elements and care must
be taken to avoid any dirt residue that could migrate to the intricate parts of the fuel injection
system. Filters can be constructed of metal or plastic.

Two Types of Fuel Filters

(a) Box type; (b) Element type

Common materials for modern fuel filter elements are synthetic fibres and/or cellulose. Micro
glass fibres can also be used but because of the risk of migration of small glass fibre pieces
broken off from the main element into critical fuel system components, their use in some
applications is avoided In the past, pleated paper, packed cotton thread, wood chips, a mixture of
packed cotton thread and wood fibres and wound cotton have also been used.

The degree of filtration required depends on the specific application. In general, when two filters
are used in series, the primary filter retains particles down to about 10 - 30 µm, while the
secondary filter is capable of retaining particles greater than 2-10 µm. As fuel systems evolve,
clearances and stresses on high pressure components increase and the need for clean fuel
becomes even more critical. Both the capability of fuel filters to keep up with demands for
cleaner fuel as well as methods quantifying acceptable fuel contamination levels have needed to
evolve

In addition to keeping solid particles out of the fuel supply and injection equipment, water in fuel
must also be prevented from entering critical fuel injection system components. Free water can
damage fuel lubricated components in the fuel injection system. Water can also freeze in cold
temperature conditions and ice may block small fuel injection system passages thus cutting off
the fuel supply to the rest of the fuel injection system.

Water can be removed from the fuel using two common approaches. The incoming fuel can be
subject to centrifugal forces that separates the denser water from the fuel. Much better removal
efficiencies can be achieved with a filter media that separates water. Figure 3 shows a filter using
a combination of media-type and centrifugal approaches.

Fuel Filter Equipped with Water Separator

Different water separation media operate under different principles. Hydrophobic barrier media,
such as silicone treated cellulose, rejects water and causes it to bead up on the upstream surface.
As the beads become larger, they run down the face of the element into a cup under the force of
gravity. Hydrophilic depth coalescing media, such as glass micro-fibre, has a high affinity for
water. The water in the fuel associates with the glass fibres and over time as more water enters
from the upstream side, massive droplets are formed. The water moves through the filter with the
fuel and on the downstream side, falls out of the fuel flow into a collection cup.

Increased use of surface active fuel additives and fuel components such as biodiesel have
rendered conventional separating media less effective and filter manufacturers have needed to
develop new approaches such as composite media and ultra-high surface area coalescing media.
Methods of quantifying fuel/water separation performance have also been affected.

Fuel filters can also contain additional features such as fuel heaters, thermal diverter valves, de-
aerators, water-in-fuel sensors, filter change indicators.

A fuel preheater helps minimize the accumulation of wax crystals that can form in the fuel as it
cools to low temperatures. Common heating methods use electric heaters, engine coolant or
recirculated fuel. Two approaches that use warm return fuel to heat the incoming fuel are shown
in Figure 1.

Fuel overflow and leak-off fuel returning to the tank also carries air and fuel vapor. The presence
of gaseous substances in the fuel can cause difficulties in starting as well as normal engine
operation in high temperature environments. Therefore, bleeder valves and de-aerators are used
to rid the fuel supply of vapors and air to ensure trouble-free engine operation.

Input and outputs of fuel injection system:

Input sensors provide information to the ECU using voltage signals, which is then processed in
the micro processer in the ECU unit, the ECU then responds to the given data and adjusts the
output actuator to suit.  This is to maintain the engine within the “safe” zone of detonation, while
at the same time controlling air/fuel mixture, ignition timing, exhaust emission, etc.
Readings from the input sensors will differ in accordance to the engine’s load and condition;
such as when the car is accelerating or wide open throttle (WOT), there will be change in air
pressure inside the manifold and the MAP sensor will respond to it and send out a voltage signal
to the ECU so to inform it that the engine load is not at idle anymore; the sudden change in
throttle position (detected via TPS sensor), crank position and cam position, and the increased
exhaust emission will indicate to the ECU that the vehicle is in fact accelerating, and hence
instructs the fuel injectors and distributor to injects more fuel and advances its ignition timing to
accommodate the change – this is all done by a step on the gas pedal.
Output actuators such as fuel injectors are devices that are activated by the ECU with reference
to the engine’s load and condition it is in.  These actuators work with the input sensors in a
“closed loop” system so any feedback to the engine operation will be recorded, processed and
treated (e.g. The system recognises the motor is running rich according the O2 sensor signal, the
ECU will consult with the data held in its “safe zone” table so to establish the necessary changes
needed such as lowering the % duty cycle of the injectors to suit, etc).

TBI Fuel Injection System:

TBI is a type of fuel injection system where the fuel is injected into the throttle body. The
throttle body fuel injection system, or TBI as referred to by GM or CFI by Ford, works using a
single or pair of injectors. The throttle looks like a carburetor without the fuel bowl, the metering
jets or the float.This type of fuel injection system consists of only two major castings - the fuel
body and the throttle body. The fuel body supplies the fuel while the throttle body has a valve
that controls the flow of air. On the throttle, there are ports that gather signals to relay to the
manifold absolute pressure sensor and to the emission control system. Some advantages and dis-
advantages are given in the following

TBI Fuel Injection Advantages:

 It is less expensive than using other types of fuel injection systems.

 It is easier to clean, maintain and service because there are fewer parts.
 It is cheaper to manufacture than a port injection system and simpler to diagnose. It also
does not have the same level of injector balance problems that a port injection system
might have when the injectors are clogged.
 It greatly improves the fuel metering compared to a carburetor.
 You do not have to make any changes to the TBI intake manifold. You also do not have
to change the throttle linkage. Instead, use the existing linkage, air cleaners and carbs to
install the system.
 It is also capable of logging data and can be programmed for ignition and fuel. The TBI
system is that it learns and understands your habits when driving so it can easily map out
your actions and the performance of the engine.

TBI Fuel Injection Disadvantages:

 It is almost the same as a TBI carburetor wherein the fuel is not equally distributed to all
the cylinders. This means that the air/fuel mixture injected differs for each cylinder.
 It can cool the manifold much faster causing the fuel to puddle and condense in the
manifold. The possibility of condensation is much higher since the fuel travels longer
from the throttle body to the combustion chamber.
  Since the system needs to be mounted on top of the combustion chamber, you're
prevented from modifying the manifold design to improve your car's performance.
 It is a wet system and the mixture of fuel is still based per cylinder.

Multi Point Fuel Injection System:

The MPFI is a system or method of injecting fuel into internal combustion engine through multi
ports situated on intake valve of each cylinder. It delivers an exact quantity of fuel in each cylinder
at the right time. There are three types of MPFI systems – Batched, Simultaneous and Sequential.

ADVANTAGES OF MULTI POINT FUEL INJECTION SYSTEM:

 More uniform air-fuel mixture will be supplied to each cylinder, hence the difference in
power developed in each cylinder is minimum.
 The vibrations produced in MPFI engines is very less, due to this life of the engine
component is increased.
 No need to crank the engine twice or thrice in case of cold starting as happen in the
carburetor system.
 Immediate response, in case of sudden acceleration and deceleration.
 The mileage of the vehicle is improved.
 More accurate amount of air-fuel mixture will be supplied in these injection system. As a
result complete combustion will take place. This leads to effective utilization of fuel
supplied and hence low emission level.

Dis-advantages of MPFI system:

 Hood height of car is high.

 Manifold heat control system or valve is required.
 Intake manifold control only air not fuel.

Gasoline Direct injection System:

Gasoline direct injection (GDI), also known as petrol direct injection (PDI), is a mixture
formation system for internal combustion engines that run on gasoline (petrol), where fuel is
injected into the combustion chamber.

Advantages of GDI

 Cold starting is easier

 More economical
 Smaller combustion space, better thermal efficiency
 Lower exhaust emission
  High volumetric efficiency

Dis-advantages of GDI:
 Tend to be noisy
 More prone to blockages due to small injector hole
 Lower power output
 Slower swirling particular at low engine speed