FUEL INJECTION SYSTEM

GROUP 3

V-MA
JAMORA, MIRAH ANTONETTE
ALMIROL, DARYLLE GUESEPPE
RAMOS, TOMMY

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What is Fuel Injection System?
Fuel injection is a system for admitting fuel into an internal
combustion engine by atomizing the fuel through a small nozzle (fuel
injector) under high pressure created by the fuel pump.
In order for the engine to effectively make use of this fuel:

 Fuel must be injected at the proper time, that is, the injection timing
must be controlled and
 The correct amount of fuel must be delivered to meet power
requirement, that is, injection metering must be controlled.

Additional aspects are critical to ensure proper fuel injection system

performance including:

 Fuel atomization
 Bulk mixing
 Air utilization
How does a Fuel Injection System Works?
Fuel Injection System starts with a high pressure fuel pump,
located inside the fuel tank. Fuel is pumped from the tank, through a
fuel filter, and to the injectors by way of a supply line. A fuel pressure
regulator on the supply line ensures the injectors get constant fuel
pressure. When the fuel leaves the injectors, the excess is returned to the
tank by way of the return line. This closed loop fuel supply guarantees a
consistent spray and amount of fuel from each of the injectors. The
injector(s) either sprays the fuel directly into an engine cylinder for
burning or into a manifold where it is mixed with air, and drawn into the
engine cylinders for burning.

The electrical section of the Electronic Fuel Injection System

consists of the ECU, wiring and sensors. A wiring harness connects the
injectors to the ECU and to a power source {the battery}. The ECU is also
connected to various sensors located within the engine compartment.
The ECU monitors engine conditions and the position of the gas pedal in
order to determine the correct amount of fuel that needs to be sprayed
from each injector.

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 Figure 3.1. Schematic diagram of a common Fuel
Injection System

The typical fuel injection system consists of 6 main parts and

the sum of all of these fuel injection parts takes the place of the
carburetor. This consists of the following
 Fuel Pump
 Fuel Pressure Regulator
 Fuel Injectors
 Engine Control Module/Unit – ECM or ECU
 Engine Sensors
 Wiring

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ENGINE CONTROL MODULE/UNIT – ECM or ECU

Figure 3.2. ECM

The engine control unit is central to an EFI system. The ECU

interprets data from input sensors to, among other tasks, calculate the
appropriate amount of fuel to inject.

The relative richness or leanness of the fuel mixture in a fuel

injected engine is determined by varying the duration of the injector
pulses (called pulse width). The longer the pulse width, the greater the
volume of fuel delivered and the richer the mixture.

The computer is calibrated with a fuel delivery program that is best

described as a three-dimensional map. The program directs the
computer as to how long to make the injector pulses as engine
speed and load change. During start-up, warm-up, acceleration and
increased engine load, the map typically calls for a richer fuel mixture.
When the engine is cruising under light load, the map allows for a leaner
fuel mixture to improve fuel economy. And when the vehicle is
decelerating and there is no load on the engine, the map may allow the
computer to momentarily turn the injectors off altogether.

The programming that controls the EFI system is contained

on a PROM (Program Read Only Memory) chip inside the engine
computer. Replacing the PROM chip can change the calibration of the
EFI system. This is sometimes necessary to update factory programming
or to correct a drivability or emissions problem. The PROM chip on some

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vehicles can also be replaced with aftermarket performance chips to
improve engine performance, too.
ENGINE SENSORS
Determining how much fuel to supply

Figure 3.3. Sensors

Electronic fuel injection requires inputs from various engine

sensors so the computer can determine engine speed, load and operating
conditions. This allows the computer to adjust the fuel mixture as
needed for optimum engine operation. The primary factor used in
determining the amount of fuel required by the engine is the amount (by
weight) of air that is being taken in by the engine for use in combustion.

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Figure 3.4. MAF Sensor

Data representing the amount of power output desired by the driver
(sometimes known as "engine load") is also used by the engine control
unit in calculating the amount of fuel required.

MASS AIRFLOW SYSTEMS use some type of airflow sensor used

to directly measure airflow into the engine. It may be a mechanical
flap style airflow sensor, a hot wire airflow sensor or a vortex airflow
sensor. The computer also uses inputs from all of its other sensors, but
relies primarily on the airflow sensor to control the fuel injectors.

In order to provide the correct amount of fuel for every operating

condition, the engine control unit (ECU) has to monitor a huge number
of input sensors. Here are just a few:
1. Mass airflow sensor - Tells the ECU the mass of air entering the
engine
2. Oxygen sensor or Air/Fuel sensor (on many newer vehicles) -
Monitors the amount of oxygen in the exhaust so the ECU can
determine how rich or lean the fuel mixture is and make adjustments
accordingly. Mounted in the exhaust manifold and monitors
unburned oxygen levels in the exhaust as an indicator of the relative
richness or leanness of the fuel mixture. The feedback signal from the
oxygen sensor or air/fuel sensor is used by the engine computer to
constantly fine tune the fuel mixture to optimum fuel economy and
emissions.
3. Throttle position sensor - Monitors the throttle valve position (which
determines how much air goes into the engine) so the ECU can
respond quickly to changes, increasing or decreasing the fuel rate as
necessary. It is located on the side of the throttle body and uses a
variable resistor that changes resistance as the throttle opens and
closes.
4. Inlet Ait Temperature (IAT) or Manifold Air Temperature (MAT)
sensor – Monitors the temperature of the air entering the engine to
compensate the changes in air density that occur (colder air is denser
than hit air). This may be built into the airflow sensor or mounted
separately on the intake manifold.
5. Coolant temperature sensor - Allows the ECU to determine when the
engine has reached its proper operating temperature. This tells the
computer when the engine is cold and when it is at normal operating
temperature. The computer needs to know the temperature because a
cold engine requires a richer fuel mixture when it is first started.
When the coolant reaches a certain temperature, the engine goes into
Closed Loop operation, which means it starts using inputs from the
oxygen sensors to fine tune the fuel mixture. When it is operating in
Open Loop (when cold or when there is no signal from the coolant
sensor), the fuel mixture is fixed and does not change.

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6. Manifold absolute pressure sensor - Monitors the pressure of the air
in the intake manifold. It may be mounted on the intake manifold or
attached to the intake manifold with a vacuum hose. The amount of
air being drawn into the engine is a good indication of how much
power it is producing; and the more air that goes into the engine, the
lower the manifold pressure, so this reading is used to gauge how
much power is being produced.

Faulty inputs from any of the engine's sensors may cause

drivability, emissions or performance problems.

FUEL INJECTION VERSUS CARBURETORS

WHY CARBURETORS?

Figure 3.5. Comparison of Carburetor and Injection System

•Less expensive

•Easier to install and repair

•More power

WHY FUEL INJECTION SYSTEM?

 Reduced fuel consumption

 Exhaust emissions are cleaner

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 No need for frequent tune-ups

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 CARBURETORS EFI
Winter Drivability Poor Excellent
Summer Drivability Excellent Excellent
Skill Level Required Average Advanced
Initial Cost (typical) $200+ $1000
Long-term Cost High Manageable
Performance Good Better
Turbo-compatible Poor Excellent
Supercharger-compatible Depends Excellent
N2O-compatible Good Good
Emissions Friendly Poor Excellent
“WOW” Factor Fair Excellent
Reliability Good Excellent
Fuel Distribution Fair Excellent (Port &
Direct)
Intake Configurations Limited Unlimited (Port &
Direct)

Which is better depends on WHERE and HOW are you’re driving!!!

TYPES OF FUEL INJECTION SYSTEM

1. Multipoint Port Fuel Injection (MPFI)

Multiport fuel injection injects fuel into the intake ports just upstream of
each cylinder's intake valve, rather than at a central point within an
intake manifold.

Figure 3.6. Multipoint Port Fuel Injection

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Types of Multipoint Port Fuel Injection
 Sequential- in which injection is timed to coincide with each
cylinder's intake stroke
 Batched- in which fuel is injected to the cylinders in groups,
without precise synchronization to any particular cylinder's intake
stroke
 Simultaneous- in which fuel is injected at the same time to all the
cylinders.

Figure 3.7. Process of Multipoint Port Injection

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Advantage of M. P. F. I.
(1) More uniform A/F mixture will be supplied to each cylinder, hence
the difference in power developed in each cylinder is minimum. Vibration
from the engine equipped with this system is less, due to this the life of
engine components is improved.
(2) No need to crank the engine twice or thrice in case of cold starting as
happens in the carburetor system.
(3) Immediate response, in case of sudden acceleration / deceleration.
(4) Since the engine is controlled by ECM(Engine Control Module), more
accurate amount of A/F mixture will be supplied and as a result
complete combustion will take place. This leads to effective utilization of
fuel supplied and hence low emission level.
(5) The mileage of the vehicle will be improved.

2. THROTTLE BODY INJECTION SYSTEM

The throttle body injection (TBI) system uses one or two injector
valves mounted in a throttle body assembly. The injectors spray

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 fuel into the top of the throttle body air horn The TBI fuel spray
mixes with the air flowing through the air horn. The mixture is
then pulled into the engine by intake manifold vacuum.

The throttle body injection assembly typically consists of the

following: throttle body housing, fuel injectors, fuel pressure
regulator, throttle positioner, throttle position sensor, and throttle
plates.

Figure 3.8. Throttle Body Injection

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.

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 • 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.

CARS WITH A THROTTLE BODY INJECTION SYSTEM

Figure 3.9. 94 Chevy Truck

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94 CHEVY TRUCK

Figure 3.10. 1992Isuzu Rodeo XS

3. Continuous Injection System (CIS)

Is an independent mechanical system. The basic operating principle is to
continuously inject fuel into the intake side of the engine by means of an
electric pump. The amount of fuel delivered is metered by an air flow
measuring device .

Basic Operation

Metering is done through a mixture control unit. This unit consist of an

airflow sensor and a special fuel distributor with fuel lines running to all
injectors. A control plunger in the fuel distributor is mechanically linked
to the airflow sensor plate by means of a lever. As the airflow sensor
measures the volume of engine intake air, its plate moves. The lever
transfers this motion to the control plunger in the fuel distributor. The
plunger moves up or down changing the size of the fuel metering
openings in the fuel.

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 Figure 3.11. Continuous Injection System

4. CENTRAL PORT INJECTION

This system is very similar to the standard multi-port injection system.
The main difference lies in the location and construction of the fuel
injector(s). Instead of an injector positioned at each intake manifold port,
the injector(s) are centrally located in the intake manifold plenum
assembly (hence the name central multi-port).

Figure 3.12.Actual central point injection

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 Figure 3.13. Central Port Injection

CARS WITH A CENTRAL PORT INJECTION SYSTEM

Figure 3.14. Cadillac Escapade

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 Figure 3.15. Cadillac Escalade

DIRECT AND INDIRECT FUEL INJECTION SYSTEM

Direct Fuel Injection System is a fuel-delivery technology that allows
gasoline engines to burn fuel more efficiently, resulting in more power,
cleaner emissions, and increased fuel economy.
How direct fuel injection works
1. In Gasoline engines work by sucking a mixture of gasoline and air
into a cylinder, compressing it with a piston, and igniting it with a
spark; the resulting explosion drives the piston downwards,
producing power.
2. In Diesel engines, virtually all diesel engines use direct fuel
injection. However, because diesels use a different process to
combust their fuel (gasoline engines compress a mixture of
gasoline and air and ignite it with a spark; diesels compress air
only, then spray in fuel which is ignited by the heat and pressure),
their injection systems differ in design and operation from gasoline
direct fuel injection systems.

Two positions of Direct Injection System

Figure 3.16. Wall-Guided Direct Injection

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 1. Wall-guided Direct Injection System

2. Spray-guided Direct Injection System

Advantages of direct fuel injection

Combined with ultra-precise computer management, direct injection
allows more accurate control over fuel metering (the amount of fuel
injected) and injection timing (exactly when the fuel is introduced into
the cylinder). The location of the injector also allows for a more optimal
spray pattern that breaks the gasoline up into smaller droplets. The
Figure 3.17.
result is more complete Spray Guided Direct Injection
combustion.
Disadvantages of direct fuel injection
The primary disadvantages of direct injection engines are complexity and
cost. Direct injection systems are more expensive to build because their
components must be more rugged.

Indirect (traditional) fuel injection systems pre-mix the gasoline and

air in a chamber just outside the cylinder called the intake manifold. In a
direct-injection system, the air and gasoline are not pre-mixed; air comes
in via the intake manifold, while the gasoline is injected directly into the
cylinder.

Indirect and Direct Fuel Injection Systems

The main difference between Direct and Indirect Injection is the layout of
the injection system, the Indirect Injection System actually has a small
swirl chamber above the cylinder, where the fuel is injected, this

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 chamber also contains the glow plug, which is much needed to start the
engine, the Direct Injection system has the injection nozzle actually fixed
to the top of the combustion chamber, usually the piston on the engine
with this type of injection system has a crown shape in the top to create
the needed swirl, the diagrams below show the difference between both
systems.

The Advantages of an ‘Indirect Injection’ system compared to

‘Direct Injection’ are:
 High rate of swirl over wide range of engine speeds
 Does not require expensive, ultra high pressure injection system
 Less chance of injector blockage due to self-cleaning pintle
injectors

The Disadvantages of an ‘Indirect Injection’ System compared to

‘Direct Injection’ are:
 Poorer fuel consumption due to lower thermal efficiency
 Higher compression ratio required to aid starting

Direct and Indirect Injection Cycle

Induction, the descending piston increases the cylinder volume and
decreases the pressure. Atmospheric pressure forces air through the
open inlet port in the cylinder.
Compression, both valves are closed and so the ascending piston
compresses and raises the temperature of the air.
Power, just before TDC (Top Dead Centre), fuel oil, having an ignition
temperature of 400 degrees Celsius, is injected into the cylinder at a high
pressure. After a short delay, the fuel begins to burn and liberates heat
which raises the pressure, providing the thrust necessary for the power
stroke.
Exhaust, as the piston nears the end of the power stroke, the exhaust
port is opened. The ascending piston pumps out the burnt gas in
readiness for the new cycle.

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 Direct Injection Cycle Indirect Injection Cycle

Figure 3.18. Comparison of Direct and Indirect Injection

DIESEL AND GASOLINE INJECTION SYSTEM

Diesel fuel injection system:
Unlike gasoline engines, diesel engines do not have a spark plug. In these
engines, the air is already present in the combustion chamber and is
compressed. Since no spark plug is present to produce spark, the heated air
will ignite the fuel that is injected into the combustion chamber with high
pressure. In order to withstand high pressure, fuel injectors of the system are
built sturdier compared to that of fuel injectors of the gasoline fuel injection
system. Some of the diesel engine cars have glow plugs.
When the car is idle for a long time or put in cold weather conditions, the
temperatures of the cylinders and combustion chambers will be very low. In
such situations, the air in the combustion chamber will not get heated enough
for ignition. Glow plugs help in warming up and increasing the temperatures of
the cylinders and combustion chambers, creating the ideal condition for
ignition.
The diesel fuel injection system consists of:
 fuel injection pump - pressurizes fuel to high pressure
 high-pressure pipe - sends fuel to the injection nozzle
 injection nozzle - injects the fuel into the cylinder
 feed pump – sucks fuel from the fuel tank

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  fuel filter - filtrates the fuel

Function of Diesel Fuel Injection System:

The fuel injection system lies at the very heart of the diesel engine. By
pressurizing and injecting the fuel, the system forces it into air that has been
compressed to high pressure in the combustion chamber.

The diesel fuel injection system has four main functions:

1. Feeding fuel
Pump elements such as the cylinder and plunger are built into the injection
pump body. The fuel is compressed to high pressure when the cam lifts the
plunger, and is then sent to the injector.
2. Adjusting fuel quantity
In diesel engines the intake of air is almost constant, irrespective of the
rotating speed and load. If the injection quantity is changed with the engine
speed and the injection timing is constant, the output and fuel consumption
change. Since the engine output is almost proportional to the injection
quantity, this is adjusted by the accelerator pedal.
3. Adjusting injection timing
Ignition delay is the period of time between the point when the fuel is injected,
ignited and combusted and when maximum combustion pressure is reached.
As this period of time is almost constant, irrespective of engine speed, a timer
is used to adjust and change injection timing.
4. Atomizing fuel
When fuel is pressurized by the injection pump and then atomized from the
injection nozzle, it mixes thoroughly with air, thus improving ignition. The
result is complete combustion.

Gasoline fuel injection system

In a gasoline engine, the fuel injection system injects a homogenous mixture of
fuel and air into the combustion chamber through the fuel injector. The

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mixture is then compressed by the piston which moves up and down in the
chamber to pressurize the air and fuel mixture.
The pressurized mixture is then ignited by the spark that is produced by the
spark plug. In gasoline engines, the fuel is not injected with high pressure
because the fuel has to mix with air in the fuel valve before getting injected into
the chamber.
The gasoline fuel injection system consists of:
 fuel injection pump - pressurizes fuel to high pressure
 high-pressure pipe - sends fuel to the injection nozzle
 injection nozzle - injects the fuel into the cylinder
 feed pump – sucks fuel from the fuel tank
 fuel filter - filtrates the fuel
 spark plug- produces spark to ignite the air/fuel mixture in the
combustion chamber

Differences between Diesel and Gasoline Fuel Injection Systems:

Theoretically, both gasoline and diesel engines are internal combustion
engines. Both perform the function of converting chemical energy into
mechanical energy using fuel injection system. Small chemical explosions
occur in the combustion chambers of both the engines, but the way they take
place is different for each engine.
The major difference between the engines is that gasoline engines have a
spark plug that produces spark to ignite the air/fuel mixture in the
combustion chamber, whereas diesel engines do not have the spark plug
and the fuel is ignited by compressed air instead.

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