ELECTRONIC FUEL INJECTION

Introduction
• Carburetor based control fuel systems have worked well for many years, but
demand for better fuel economy, lower exhaust emissions, increased power output
and more flexible engine performance can be met only by more complex carburetors
and ancillary systems (ancillary systems are systems which are added but are not
essential).
• Most modern cars have a fuel injection system, because it is often cheaper and more
efficient and can be readily combined with the engine management system for total
control
Merits of Fuel Injection in the SI Engine
• Better control of the fuel supply to the cylinders
• Higher volumetric efficiency as there is no venturi to restrict the air flow
• Better atomization of the fuel
• Provision of the correct mixture ratio for all engine conditions, resulting in better
economy and higher engine power output
Limitations of Petrol Injection
• The more elaborate systems are costly and complicated
• Specialist servicing is required.
• Failure of a key component would disable the engine
Major Features with Petrol Injection
• There is Separate Air and Fuel Metering
• Fuel Metering is Precise Under All Engine Operating Conditions
• The fuel pump, the injector pump and the injector nozzles perform the
carburetor functions.
• The fuel can be injected directly into the cylinders or into the intake manifold.
• It can be injected during the induction stroke and mixed with air or it can be
allowed to collect a head of the inlet valve, with mixing not taking place until the
actual induction stroke.
• The final stage of fuel-air mixing is during the compression stroke.
• Fuel injection can be controlled mechanically or electrically.

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FUEL INJECTION CATEGORIES
Fuel injection may be classified into the following categories
a. Direct Cylinder Injection
• Also Called Direct Multi-Point Injection (DMPI).
• The injector may be located in the cylinder head or at the side of the cylinder in
the engine block
• Injection may be during intake or compression process, increased turbulence
required
b. Indirect Injection
• Also Called Manifold Injection or Single Point Injection (SPI) or Throttle Body
Injection (TBI)
• The injector is located on the wall of the intake manifold or inlet port
• It permits low injection Pressures than direct fuel injection
c. Semi-direct Injection
• Also called Port Injection or Indirect Multipoint Injection (IMPI)
• 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 IVO
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 • Need not be timed – requires low discharge pressures – injectors not exposed to
combustion products so complexity reduced – 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 mainly with only inducted air – so branch pipes can be
enlarged and extended to maximize ram effect

Methods of Discharging Fuel into Air

1. CONTINUOUS INJECTION
• Injector Nozzle and valve are permanently open while engine is
operating.
• Amount of fuel discharged as a spray is controlled by
a. Varying Metering Orifice, or
b. Varying Fuel Discharge Pressure, or
c. Both
2. INTERMITTENT OR PULSED INJECTION
• Fuel is sprayed at regular intervals with constant fuel discharge pressure
• Amount of fuel discharged is controlled by the time period the injector
nozzle valve is open

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FUEL INJECTION SYSTEM COMPONENTS
1. Electric Fuel Pump
2. Fuel Accumulator – Maintains Fuel Line Pressure When Engine is Shut Off and
Quietness the Noise Created by the Roller Cell Pump
3. Fuel Filter - A Pleated Paper or Lint-of-fluff Type Plus Strainer
4. Primary Pressure Regulator – Maintains Output Delivery Pressure to be About 5
Bar
5 Push Up Valve – Prevents Control Pressure Circuit Leakage. It is a Non-return
Valve Placed at Opposite End of Pressure Regulator
6. Fuel Injection Valve – Valves are insulated in Holders to Prevent Fuel Vapor
Bubbles Forming in the Fuel Lines Due to Engine Heat.
-Valves Open at about 3.3 Bar and Spray Fuel.
-Valve Oscillates About 1500 cycles per second and so Helps in Atomization

Mechanical management of fuel injection

• This system uses a mechanical fuel-metering distributor to control the air/fuel
ratio, a throttle butterfly controls the air inlet and the fuel injectors atomize the
fuel by spraying it into the inlet valve port on each cylinder
• As the throttle butterfly is progressively opened the flow of air increases. The
incoming air lifts the air flow sensing plate, the wider the throttle is opened, the
greater is the air flow, and the higher the plate will be lifted.
• The plate through its arm lifts the control plunger in the fuel metering
distributor, which allows more fuel to flow
• The pressure created by the fuel opens the lines to the injectors, which
continuously spray fuel onto the back of the inlet valve
• The atomized fuel mixes with the air and vaporizes before entering the cylinders
when the inlet valve opens.
• The mechanical systems have the disadvantage of moving parts that wear,
causing in actuaries in the fuel/air ratio. They are also prone to corrosion from
water in the fuel system and are less sensitive than electronically controlled
systems

Electronic fuel injection systems

• The management of the fuel system is carried out by an electronic control unit
(ECU) which is a specialized microcomputer
• All petrol fuel injection systems rely on a rotary electric pump or pumps to
supply a circuit of piping with fuel, pressurized and regulated to a
predetermined figure

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• On ECU controlled systems the injectors are basically spray ‘taps’, which are
opened for varying period of time to allow pressurized fuel to escape into the
stream
• The injector valves are opened and closed accurately by solenoid valves inside
them
• There are two types of electronic fuel injection
a) Single point injection
• Has a single large injector mounted in the usual place for a carburetor.
b) Multipoint injection
• Has an injector for each cylinder, so ensuring the very best mixture
distribution

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 THE ELECTRONIC CONTROL UNIT (ECU)
Decision making process
• The ECU provides a number of functions and perform a number of tasks for the
systems in control. It is primarily the ‘brain’ of the system because it effectively
makes decisions.
• An ECU makes decisions based on information received (from sensors) and then
performs a predetermined task (which has been programmed into the ECU).
• Whereas a human brain is capable of ‘free thinking’, an ECU is very much restricted
in its decision-making process because it can only make decisions that it has been
programmed to make.
• On the modern system, the ECU controls a much larger number of other
components, and in fact has some control over other systems such as the air
conditioning system (the engine management ECU can influence the operation of
the air conditioning compressor, so that the compressor, which is driven by the
engine, is switched off when full engine power is required).

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 ECU COMPONENTS AND CONSTRUCTION
MAIN CASING
• An ECU is a powerful computer, and therefore produces heat that must be removed or
dissipated.
• The ECU main casing is usually an alloy casting which, because it can be bolted to the
vehicle bodywork, should help to dissipate heat.

MICROPROCESSOR
• A computer is regarded as the brain of a controlled system; the ECU contains one or more
microprocessors which are the main decision-making components.
• The microprocessor receives information to enable it to make calculations.
• The microprocessor then provides an appropriate output signal, which is used to control an
actuator or influence another system (usually by communicating with another ECU).

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AMPLIFIER (OUTPUT OR DRIVER STAGE)
• Microprocessors operate using very weak signals, i.e. low voltage and current,
• most vehicle systems operate on 12 volts with relatively high currents, which are much
higher than the voltages used within microprocessors.
• To overcome the problem, the output or control signal from the microprocessor will usually
be passed to some form of amplifier. The amplifier receives the control signal from the
microprocessor and then provides an amplified or stronger signal to the actuator.
• The signal from the microprocessor could be a simple on or off signal:
o the power transistor would then switch the 12-volt circuit on or off.
• The transistor receives a signal from the microprocessor and effectively emulates or copies
the signal onto the 12-volt circuit.

MEMORY
• Computers, including ECUs, have a memory which is stored in a memory microchip. There
are different types of memory, but all of them essentially store a description of the tasks that
the ECU must perform.
• When the microprocessor is making calculations, it will refer to the memory or ‘talk’ to the
memory to establish what task should be performed when certain items of information are
received.
• The memory contains all of the necessary operating details applicable to the system being
controlled by the ECU.

ANALOGUE TO DIGITAL CONVERTERS

• The ECUs require a digital signal, some form of conversion is necessary to change the
analogue signal from a sensor into a digital signal.
• many sensors produce analogue signals that need to be converted to digital signals to enable
the microprocessor to function, a device known as an analogue to digital converter (A/D
converter) is used.
• The figure shows the principle of an A/D converter and an indication of a typical analogue
signal and a digital signal
• Note that an ECU can also contain converters that change digital signals into analogue
signals.

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 K-JETRONIC FUEL INJECTION SYSTEM
Operating Principle
• Fuel is delivered by an electric roller cell pump from the tank to the fuel
accumulator or reservoir, filter and mixture control unit.
• The mixture control unit consists of an air flow sensor and volumetric fuel
distributor.
• The mixture control unit determines the proportion of fuel and air in the mixture
and the volume of the mixture needed for the various engine operating
situations.
• The volume of air drawn is measured by an air flow sensor installed a head of
the throttle valve
• The fuel distributor responds to this information by supplying the injectors for
the individual cylinders with a suitable volume of fuel.
• As each inlet valve opens the fuel and air are drawn into the cylinder together.

Measuring Intake Air-Flow Volume

• The total volume of air flowing into the engine is measured by the air flow sensor
• The device consists of an air venturi and a sensor plate attached to a lever
• The weight of the lever and plate is equalized by a counterweight on the opposite
side of the pivot
• Air flow measurement takes place according to the floating body principle.
• The force exerted by the incoming air on the sensor plate in the conical air venturi
raises the plate until the hydraulic counter force above the control piston in the fuel
distributor balances out this force
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• This sensor plate piston represents a signal value for the volume of air being drawn
into the engine
• The control plunger’s position in the fuel distributor varies accordingly.
• The horizontal control trip of the plunger /control piston exposes the rectangular
cross-section of the metering slit by an equivalent amount.
• The quantity of fuel which can then flow out is supplied to the injectors.
• In order to match the mixture ratio to the various load conditions (idling, part load,
full load) the venturi is designed in a series of steps
• Where it is steeper than the overall outline, the sensor plate has to raised further
before equilibrium is restored
• This principal is used to obtain a richer mixture when idling and at full load

Fuel Distribution and Air Flow Sensor

Fuel distribution
• A distributor must be made between the primary pressure circuit which is at a
constant gauge pressure of 4.7 bar and the control pressure circuit which
operates at a pressure varying between 0.5 and 3.7 bar
• The injectors open at a pressure of 3.3 bar equivalent to line pressure

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 D – JETRONIC FUEL SYSTEM
• The main components on the D-Jectronic injection system include
a. Solenoid operated injector
• This work using the electromagnetic principle, the injector is pulled and
closed and held to open for a certain duration by the solenoid
b. The ECU
• This is the heart/brain or microprocessor which receives signals and converts
them into electrical pulses and sends them when they are required to operate
necessary devices in the system
c. Throttle Position Sensor
• This sensor indicates the percentage valve or measure of the opening and
transmits the signal to the ECU to feed the injector for the amount of fuel to
be injected
d. Pressure sensor
• This unit measures the quantity of air that enters the engine then sends the
signal to the ECU this will determine the duration or period the injector will
remain open
• For six cylinder engine fuel is injected at a set of three injectors at the same
time

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• In this system, the quantity of air induced in the engine for a given throttle opening
depends on the manifold pressure- this is measured by the manifold absolute
pressure sensor that sends an electrical signal to the ECU to indicate the quantity of
air entering the engine
• The signal is processed by the ECU and sends an electrical pulse to the injectors to
determine the period of time that the injectors should remain open
• The components of injection is triggered by either a switch in the ignition
distributor or a sensor situated to the flywheel or crankshaft pulley
• There is an extra injector for cold starting which is located along the manifold and
resembles that of K- Jetronic.

L- JETRONIC FUEL INJECTION SYSTEM

• The L-Jetronic consists of fuel supply system, the air flow meter, the measured –
valve sensor (heat sensing switch, temperature sensor) and the electronic control
unit
• The fuel supply system comprises of the electric fuel pump, fuel filter, pressure
regulator, cold start valve (electric starting valve) and a relay to switch on the fuel
pump
• The air flow sensor supplies the control unit with information on the volume of air
drawn in.
• Measuring sensor determines all other values needed for fuel distribution and
transmits them to the control unit
• The ECU receives information on air volume, temperature, throttle butterfly
position, engine starting and engine running speed.
• This information is processed and the correct length of the injector period calculated
and transmitted as electrical signals to the injectors
• The fuel pump in the fuel supply system draws fuel from the tank and forces it into
a ring line with branch pipes leading to the injectors
• The fuel pressure regulators keep the fuel in the ring and at the injectors at a
constant pressure of 2.5 or 3 bar, depending on engine type
• Excess fuel from the delivery pump is allowed to flow to the tank at zero pressure

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The Fuel Pump
• The fuel pump is of the roller – cell pattern, driven by an electric motor immersed in
the actual fuel. This represents no risk of expulsion since there is no flammable air
fuel mixture present in the motor and pumping housing.
• When the ignition switch is on, the pump only runs for as long as the starter switch
is operated
• The pump is not switched on permanently by the control unit until the engine is
running.

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• The safety (anti – flooding) circuit prevents a cylinder from filling with the fuel if its
injector is faulty and causing possibly severe damage when the engine is started
• The fuel pump’s delivery rating is distinctly higher than the maximum quantity of
fuel that the engine would need, so that the correct pressure can be maintained in
the fuel supply system in all operating situations, and vapour locks cannot occur

The Fuel Pressure Regulator

• It maintains fuel pressure at a constant value.
• Its metal housing contains a spring – loaded diaphragm, which moves sufficiently
when the present pressure is exceeded to explore the flow relief passage so that fuel
can return to the tank.
• The spring chamber is corrected to the intake pipe of the engine by a tube so that
the difference between intake manifold depression and fuel remains constant
• As a result, the pressure drop at the injector when it opens is the same regardless of
the load on the engine

The Injector
• Each cylinder of the engine has its own electromagnetically actuated injector
• To keep the cost and complexity of the electronic control unit to a minimum, the
injectors are wired in parallel and therefore deliver fuel at the same time
• Despite this, a uniform fuel –air mixture and stationary combustion can still be
obtained, by arranging for half the fuel needed for the combustion stroke to be
injected on each revolution of the crankshaft
• This makes it unnecessary for the crankshaft angle and the injector timing to be
closely coordinated
• Control of the injector timing is a straight forward matter, using the distributor
contact breaker point, in other wards in accordance with engine speed.

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• On a four-cylinder engine, the contact breaker opens four times on each working
cycle (2 revolutions of the crankshaft) and transmits the injector signals to the
control unit.
• Since only two outgoing injection signals are needed, however, the frequency has to
be halved in the control unit (for a six-cylinder engine, divided by three).
• The duration of fuel injection period depends primarily on the position of the flap in
the air flow sensor.
• This position, together with the engine speed, are the main items of information
supplied to the control unit
• In addition, corrections signals are derived from various sources, for example engine
temperature (temp sensor) and full-load and idle throttle positions (throttle butterfly
sensor).
• The control unit processes all these inputs to determine the injection period and thus
the volume of fuel injected.

Air Flow Sensor

• In the air flow sensor, there is a pivoted flap held closed by a spiral spring
• The incoming airflow opens the flap to a given angle, until further movement is
restricted by the spring.
• This angle is transferred to a variable resistor (potential meter) and supplied as one
of the main electrical signals to the control unit.
• A compensating flap firmly attached to the main flap bears against an air cushion
and acts as a damper to prevent external mechanical influences (vibrating angle
shake) and back pressure in the air flow affecting the signals.
• A non – return valve protects the air flow meter from damage in the event of a
sudden peak back pressure such as backfiring of the engine.

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Cold Starting Valve
• It enriches the mixture with additional fuel when a cold engine is started
• It is controlled by the electrically heated bimetallic element in the thermo – time
switch
• After a cold start the engine has to go through a warming –up phase.
• Since some of the fuel continuous to condense during this phase, with the effect of
wakening the fuel – air mixture, additional enrichment has to be provided for the
warming up phase. Furthermore, without this device engine speed would drop
considerably after the cold starting temperature rises, warming up enrichment is
gradually reduced and stops altogether when the engine’s normal operating
temperature is reached.
• For this regulating procedure, temperature sensor transmits a signal representing
engine temp to the control unit.
• More power has to be developed by a cold engine at idle speed to overcome
internal friction. The engine therefore needs a greater volume of fuel – air mixture
during the warming up phase.
• The air is obtained from an additional air valve, and the control unit allocates the
necessary additional fuel to the injectors
• The auxiliary air valve is located in a throttle butterfly by pass line. It can also be
actuated by an electrically heated bimetallic element or by an expansible element
heated by the coolant
• When the engine is at its normal operating temp, the auxiliary air valve is prevented
from taking effect.
• The throttle butterfly switch contains idle and full – load contacts, and is actuated by
movement of the throttle butterfly.
• When the appropriate contact close, a signal is transmitted to the control unit so that
this can vary the length of the injection period to suit idling or full load operating
conditions

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 ELECTRONIC DIESEL FUEL INJECTION SYSTEM
Diesel Fuel Systems
The basic principle of the four-stroke diesel engine is very similar to the petrol system.
The main difference is that the mixture formation takes place in the cylinder
combustion chamber as the fuel is injected under very high pressure. The timing and
quantity of the fuel injected is important from the usual issues of performance, economy
and emissions

Fuel is metered into the combustion chamber by way of a high-pressure pump

connected to injectors via heavy-duty pipes. When the fuel is injected, it mixes with the
air in the cylinder and will self-ignite at approximately 800 °C. The mixture formation in
the cylinder is influenced by the following factors.

The timing of a diesel fuel injection pump to an engine is usually done using start of
delivery as the reference mark. The actual start of injection, is slightly later than the start
of delivery, as this is influenced by the compression ratio of the engine, the
compressibility of the fuel and the length of the delivery pipes.

The direction of injection must match very closely the swirl and combustion chamber
design. Deviations of only 2° from the ideal can greatly increase particulate emissions.

Electronic control of diesel injection

The advent of electronic control over the diesel injection pump has allowed many advances over
the purely mechanical system. The production of high pressure for injection is, however, still
mechanical with all current systems. The following advantages are apparent over the non-
electronic control system:
• more precise control of fuel quantity injected;
• better control of start of injection;
• idle speed control;
• control of EGR;
• drive by wire system (potentiometer on throttle pedal);
• an anti-surge function;
• output to data acquisition systems, etc.;
• temperature compensation;
• cruise control

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Because fuel must be injected at high pressure, the hydraulic head, pressure pump
and drive elements are still used. An electromagnetic moving iron actuator adjusts
the position of the control collar, which in turn controls the delivery stroke and
therefore the injected quantity of fuel. Fuel pressure is applied to a roller ring and
this controls the start of injection. A solenoid-operated valve controls the supply to
the roller ring. These actuators together allow control of start of injection and
injection quantity.

Ideal values for fuel quantity and timing are stored in memory maps in the ECU.
The injected fuel quantity is calculated from the accelerator position and the engine
speed. Start of injection is determined from the following:
• fuel quantity;
• engine speed;
• engine temperature;
• air pressure

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The ECU is able to compare start of injection with actual delivery from a signal
produced by the needle motion sensor in the injector.
Control of EGR is a simple solenoid valve. This is controlled as a function of engine
speed, temperature and injected quantity. The ECU is also in control of the stop
solenoid and glow plugs via a suitable relay.

Depending on the version of the system, the electronic control unit can determine the following
on the basis of the signals from the sensors:
• The rpm and the TDC
• The absolute pressure in the inlet air temperature manifold
• The position and movement rate of the pedal
• The coolant fluid temperature
• The inlet air temperature
• The injection start (in one of the atomizers)
• The position of the rotor / distributor in the distributor pump

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 • The position of the injection moment in the injector pump
• The temperature of the fuel in the injector pump
• The speed of the vehicle
• The battery current
• Possibly the engaging of the air-conditioning compressor
Depending on the information, the system can:
• Regulate the distributor pump (yield, insertion moment, engine halt)
• Operate the modulator valve for the EGR system
• Regulate the turning on and off of the air-conditioning system
• Control the rpm counter
• Communicate with the heating coil control unit
• Communicate with the start blocking
• Communicate with the cruise control
• Communicate with the trip computer
• Check the operation of all components and select an emergency action program in case of
malfunction
• Communicate with diagnostic equipment
After the electronic control unit has processed the input signals, the various actuators are
engaged depending on the performance of the system, for example:
• Yield of the magnetic valve + (inject more fuel)
• Yield of the magnetic valve – (inject less fuel)
• Advance magnetic valve (adjust injection moment)
• Engine stop (turn off engine)
• Modulator valve for EGR valve (control exhaust gas recirculation)
• Operating relays for air-conditioning compressor (turn air conditioning on/ off)
• Diagnostic equipment (read off malfunctions/search out causes)

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 Common rail (CR) diesel systems
In common rail systems, the atomizers are operated electromagnetically.

The system can be divided into a low-pressure section and a high-pressure section.
The low-pressure section brings the fuel from the tank to the high-pressure pump. The
components of the low-pressure section are:
• Fuel tank
• Advance filter
• Fuel filter
• Supply pump
The components of the high-pressure section are:
• High-pressure pump
• Pressure control valve
• common rail
• Atomizers

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The high-pressure pump brings the fuel to a system pressure of about 1350 bar (13.5 MPa). This
high pressure also dominates in the high-pressure lines and in the common rail. The common rail
is a high-pressure supply line to which the atomizers are connected. When the atomizer opens,
fuel is injected. The quantity of fuel depends on the opening time of the atomizer. The atomizers
are regulated by the control unit.

REVISION QUESTIONS

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