Thermal Engineering

g g Systems
y
MEE 216
Lecture 04 - Fuel Injection
Systems

Contact information:
Senthur Prabu S. Room no.: GDN G 09 E
Asst. Professor(Sr.) Open
p hrs: Mon 04.00 p pm- 05.00 p
pm
SMBS Thu 04.00 pm- 05.00 pm
Email: senthurprabu.s@vit.ac.in
 PETROL INJECTION
SYSTEMS IN SI ENGINES
WHAT IS FUEL INJECTION
J SYSTEM ?
ƒ Fuel injection is a system for mixing fuel with air in an
internal combustion engine.
THEN WHAT HAPPENED TO THE
CARBURETOR ? IT ALSO HAS SAME
FUNCTION…..
 THE FALL OF THE CARBURETOR
ƒ Maldistribution problem in multi cylinder engine.

ƒ Complication of Electronic Controlled Carburetor.

ƒ Thus, fuel injection systems have become the primary fuel

delivery systems used in automotive petrol engines, having
almost completely replaced carburettors from the late 1980s.
NEED FOR FUEL INJECTION SYSTEMS
ƒ Maldistribution of fuel in multi cylinder engines.

ƒ Need of careful control of the air-fuel ratio for catalytic

converter.

ƒ To improve the fuel economy.

ƒ To
T avoid
id freezing
f i ini the
h carburettor.
b

ƒ To avoid backfiring
g of mixtures.
Advantages of Fuel Injection Systems
ƒ Uniform Air-fuel mixture distribution

ƒ Highly accurate Air/fuel ratio control

ƒ Superior throttle response

ƒ Excellent fuel economy

ƒ Improved emissions control

ƒ High volumetric efficiency

ƒ Reduced manifold wetting

ƒ Improved warm and cold engine operations

ƒ Improved
I p d fuel
f l atomization
t iz ti

ƒ Adaptable and suitable for supercharging

ƒ Precise in metering fuel in ports

 Limitations of Fuel Injection Systems
ƒ High initial cost of equipment

ƒ Increased care and attention/more servicing problems

ƒ Special
p servicing
g equipment
q p is necessaryy to diagnose
g fuel
injection faults and failures

ƒ Special knowledge of mechanical and electrical systems

needed to diagnose and rectify faults

ƒ Need of very careful filtration due to fine tolerances of

metering and discharging components.
ƒ Increased hydraulic and mechanical noise due to pumping
and metering of fuel

ƒ More electrical/mechanical power needed to drive fuel

pump and/or
/ injection devices

ƒ More fuel pumping/injection equipment and pipe

plumbing required. May be awkwardly placed and bulky
 Types of Fuel Injection
ƒ THROTTLE BODY INJECTION (TBI)
™ Manifold Injection
j or Single
g Point Injection
j

ƒ MULTI POINT FUEL INJECTION (MPFI)

™ Semi direct injection
™ Port injection

ƒ GASOLINE DIRECT INJECTION (GDI)

™ Direct Multi Point Injection (DMPI)
 THROTTLE BODY INJECTION (TBI)
ƒ Single injector

ƒ Injector
I j usually
ll
upstream from throttle
(air intake side)

ƒ Pressures are low –2 to

6 bar. Maybe injected
irrespective of intake
process

ƒ Cost would be low

ƒ Has same air and fuel mixing and distribution problems as
carburetor

ƒ Better efficient over carburetor and better fuel economy

ƒ Limited intake manifold design

MULTI POINT FUEL INJECTION (MPFI)
ƒ Individual injector placed
directly above the intake valve for
eachh cylinder
li d

ƒ More accurate metering and

quicker response

ƒ Injection at low pressure (2

(2-66
bar)

ƒ Need
N d not be
b synchronized
h i d with
ih
engine induction cycle
ƒ Fuel can be discharged simultaneously to each
induction pipe where it is mixed and stored until IVO
ƒ Need not be timed –requires low discharge pressures –
i j
injectors not exposed d to combustion
b i products
d so
complexity reduced –less cost

ƒ No fuel distribution difficulties

ƒ Better fuel economy

ƒ Higher power output

ƒ Flexibility of intake manifold designs

GASOLINE DIRECT INJECTION (GDI)
 GASOLINE DIRECT INJECTION (GDI)
ƒ Also called direct multi-point injection
(DMPI) or gasoline direct injection
(GDI)

ƒ Injection may be during intake or

compression process

ƒ Increased turbulence required

ƒ To compensate for shorter permitted

time for injection/atomization/mixing
injection
j pressure must be higher
p g

ƒ More valve overlap possible so fresh air

g g
can be utilized for scavenging
ƒ Injector nozzle must be designed for higher pressure and
temperature so must be more robust and will be costlier than
other types

ƒ Position and direction of injection are important – no one

position will be ideal for all operating conditions

ƒ Air and fuel mixing is more thorough in large cylinders than

in small cylinders because droplet size is the same

ƒ Condensation and wall wetting in intake manifold

eliminated but condensation on p
piston crown and cylinder
y
walls
DIESEL INJECTION SYSTEMS IN
CI ENGINES
ƒ For the compression
i ii
ignition engine,
i i is
it i very
important to promote a
means of injecting fuel
into the cylinder at the
proper time in the cycle.

ƒ This is so because the

injection system starts and
controls
l the
h combustion
b i
process.
 Objectives of Diesel Injection System
ƒ Meter the appropriate
quantity of fuel, as
demanded by the speed of,
and the load on, the engine
at the given time.

ƒ Distribute the metered fuel

equally among cylinders in a
multi-cylinder engine.

ƒ Inject the fuel at the

correct time (with respect to
crank angle) in the cycle.
ƒ Inject the fuel at the correct rate (per unit time or crank angle
degree).

ƒ Inject
jec thee fuel
ue wwith thee co
correct
ec sp
sprayy p
pattern
e and
d su
sufficient
ce
atomization as demanded by the design of the combustion
chamber, to provide proper penetration also.

ƒ Begin and end injection sharply without dribbling or after

injection.
 Elements of Diesel Injection System
To accomplish the objectives mentioned above , a number of
functional elements are required . These elements constitute
together, the fuel injection system of the diesel engine. These
elements
l t are as follows:
f ll
1. Pumping elements to transfer the fuel from the tank to the
cylinder, along with the associate piping and hardware.

2. Metering elements to measure and supply the fuel at the

rate as desired by the speed and load conditions prevailing.

3. Metering controls to adjust the rate of the metering

elements
l t for
f changes
h i load
in l d and
d speed
d off the
th engine.
i

4. Distributing elements to divide the metered fuel equally

among the cylinders in a multi cylinder engine.
5. Timing controls to adjust the start and stop of injection.

6. Mixing elements to atomize and distribute the fuel within

the combustion chamber.
The function of fuel injection equipment is to supply the
engine with fuel in qualities exactly metered in proportion to
the power required and timed with utmost accuracy,
accuracy so that
the engine will deliver that power within the limits prescribed
for fuel consumption, exhaust smoke, noise and exhaust
emissions.
The fuel must be injected through suitable nozzles at
pressures high
p g enough g to cause the required
q degree
g of
atomization in the combustion chamber and to ensure that it
mixes with sufficient air for complete combustion in the cycle
time available.
available
 Major Components - Diesel Injection
ƒ Fuel tank

ƒ Fuel feed pump or

transfer pump

ƒ Fuel filters

ƒ Fuel injection pump

ƒ Fuel injectors

ƒ Governors
 Types of Diesel Injection Systems
ƒ Air Injection Systems

ƒ Solid/Airless/Mechanical Injection Systems

™ Unit Injector System
™ Unit Pump p System
y
™ Common Rail System
 Air Injection Systems
ƒ Uses compressed air to inject fuel

ƒ Increases engine weight and reduces brake power output

ƒ Good mixing
g of fuel with air

ƒ High viscous fuel can also be used

ƒ Requires multi stage compressor

 Unit Injection System
ƒ This consists of a separate
metering and compression pump
for each cylinder.

ƒ It is driven by the injection

camshaft by means of an injection
cam and tappet or roller rocker.

ƒ High pressure is generated by a

pump plunger with spring return.

ƒ High
Hi h pressure i
is l ll
locally
generated directly before the
nozzle. Hence, there is no high
pressure line.
ƒ High pressure is locally generated directly before the
nozzle. Hence, there is no high pressure line.

ƒ A solenoid valve controls the injected fuel quantity and start

of injection. High pressure builds when the solenoid valve is
closed.

ƒ A control unit computes and controls injection.

 Unit Pump System
ƒ Its principle is comparable to the unit injector system.

ƒ However, a short high pressure line connects the nozzle in

the nozzle holder with the pump.

ƒ There
Th r is
i one
n injection
inj ti n unit
nit (pump,
(p mp lin
line and
nd n
nozzle
zzl hholder
ld r
assembly) per engine cylinder.

ƒ It is driven by an under head engine camshaft.

ƒ A high pressure solenoid valve controls the injected fuel

quantity and start of injection.
 Common Rail System
ƒ It is an accumulator injection system.

ƒ High pressure generation and injection are decoupled.

ƒ A central high pressure pump generates pressure in the

accumulator,
m l t r which
hi h may
m beb adjusted
dj t d in th
the entire
ntir map
m p
independent of engine speed and load.

ƒ Repeated extraction of fuel from the rail per working cycle of

the engine allows high flexibility of the position, number and
size of injections.
ƒ One injector is mounted per engine cylinder.

ƒ The injector operates time controlled and the injected fuel

quantity is a function of the rail pressure and duration of
control.

ƒ A control unit controls the number and p

position of injections
j
and the injected fuel quantity.
 Fuel Injection Pumps
™ INLINE PUMPS

ƒ Quantity and the time of injection is controlled by the pump.

ƒ Generate high fuel pressure

ƒ Amount of fuel is controlled by rotating plunger and the

helical groove.
 Quantity of fuel and the size of
Nozzle Orifice
The qquantityy of fuel injected
j p
per cycle
y is dependent
p on the
power output of the engine. The size of droplets depend on
the velocity which should be of the order of 400 m/s. This
velocity is given by

where h is the pressure difference between injection and

cylinder
y pressures,
p measured in meters of fuel column.
The volume of fuel injected per second, Q, is given by

where :
d is the diameter of one orifice in m,
Ni is the number of injections per minute, = N/2 for a
4-stroke engine,
N is the engine speed in rev/min,
θ is
i the
h dduration
i off iinjection
j i iin crank k angle
l ddegrees,
Q is expressed usually in mm3/degree crank
angle/litre cylinder displacement volume
THANK YOU