Abstract

In developed and developing countries considerable emphasis is being laid on the

minimization of pollutants from internal combustion engines. A two-stroke cycle engine
produces a considerable amount of pollutants when gasoline is used as a fuel due to short-
circuiting.

These pollutants, which include unburnt hydrocarbons and carbon monoxide, which are
harmful to beings. There is a strong need to develop a kind of new technology which could
minimize pollution from these engines.

Direct fuel injection has been demonstrated to significantly reduce unburned hydrocarbon
emissions by timing the injection of fuel in such way as to prevent the escape of unburned
fuel from the exhaust port during the scavenging process.

The increased use of petroleum fuels by automobiles has not only caused fuel scarcities, price
hikes, higher import bills, and economic imbalance but also causes health hazards due to its
toxic emissions. Conventional fuels used in automobiles emit toxic pollutants, which cause
asthma, chronic cough, skin degradation, breathlessness, eye and throat problems, and even
cancer.

1. Introduction

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Because mechanical injection systems have limited adjustments to develop the optimal
amount of fuel into an engine that needs to operate under a variety of different conditions
(such as when starting, the engine’s speed and load, atmospheric and engine temperatures,
altitude, ignition timing, etc.) electronic fuel injection (EFI) systems were developed that
relied on numerous sensors and controls. When working together, these electronic
components can sense variations and the main system computes the appropriate amount of
fuel needed to achieve better engine performance based on a stored "map" of optimal settings
for given requirements.

Electronic fuel injection (EFI) is simple, in theory. The design goal for an EFI system is to
deliver the correct air fuel ratio for varying load, speed and temperature. Most modern EFI
systems are incorporated in an ECU which also controls the ignition system, and may control
may other functions such as anti-lock brakes, traction control systems, the transmission, etc.
A fuel injection system itself consists of a source of pressurized fuel, fuel injectors and the
electronic controller. The fuel system is composed of the fuel tank, a high pressure pump, and
some method for regulating fuel pressure. The injectors can be thought of as electrically
operated valves. The amount of fuel delivered to the engine is determined by size of the
injectors, the amount of time that the injectors are open, and on the fuel pressure. The
electronic controller to determine how much fuel is needed and commands the injectors to
remain open for the necessary amount of time to deliver the needed fuel volume.

1.1 History

Herbert Akroyd Stuart developed the first device with a design similar to modern fuel
injection [citation needed], using a 'jerk pump' to meter out fuel oil at high pressure to an
injector. This system was used on the hot-bulb engine and was adapted and improved by
Bosch and Clessie Cummins for use on diesel engines (Rudolf Diesel's original system
employed a cumbersome 'air-blast' system using highly compressed air [citation needed]).
Fuel injection was in widespread commercial use in diesel engines by the mid-1920s.

An early use of indirect gasoline injection dates back to 1902, when French aviation engineer
Leon Levavasseur installed it on his pioneering Antoinette 8V aircraft powerplant, the first
V8 engine of any type ever produced in any quantity.

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Another early use of gasoline direct injection was on the Hesselman engine invented by
Swedish engineer Jonas Hesselman in 1925. Hesselman engines use the ultra lean-
burnprinciple; fuel is injected toward the end of the compression stroke, then ignited with a
spark plug. They are often started on gasoline and then switched to diesel or kerosene.

Direct fuel injection was used in notable World War II aero-engines such as the Junkers Jumo
210, the Daimler-Benz DB 601, the BMW 801, the Shvetsov ASh-82FN (M-82FN). German
direct injection petrol engines used injection systems developed by Bosch from their diesel
injection systems. Later versions of the Rolls-Royce Merlin and Wright R-3350used single
point fuel injection, at the time called "Pressure Carburettor". Due to the wartime relationship
between Germany and Japan, Mitsubishi also had two radial aircraft engines utilizing fuel
injection, the Mitsubishi Kinsei (kinsei means "venus") and the Mitsubishi Kasei (kasei
means "mars").

Alfa Romeo tested one of the first electronic injection systems (Caproni-Fuscaldo) in Alfa
Romeo 6C 2500 with "Ala spessa" body in 1940 Mille Miglia. The engine had six electrically
operated injectors and was fed by a semi-high-pressure circulating fuel pump system.

1.2 The Objectives of Present Stud

To compare the performance of a carbureted and injected engine at constant speed. Direct
injection system was developed which eliminates short circuiting losses completely and
injection timing was optimized for the best engine performance and lower emissions.

In a lean burn engine, air fuel ratio is extremely critical. Operation near the lean mixture limit
is necessary to obtain the lowest possible emission and the best fuel economy. However, near
the lean limit, a slight error in air-fuel ratio can drive the engine to misfire.

A reliable electronic gaseous fuel injection system was designed and built in order to control
the engine and also for the evaluation of control strategies. The electronic control unit is used
to estimate the pulse width of the signal that would actuate the fuel injector and the start of
fuel injection.

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Benefits

Benefits of fuel injection include smoother and more consistent transient throttle response,
such as during quick throttle transitions, easier cold starting, more accurate adjustment to
account for extremes of ambient temperatures and changes in air pressure, more stable idling,
decreased maintenance needs, and better fuel efficiency.

Fuel injection also dispenses with the need for a separate mechanical choke, which on
carburetor-equipped vehicles must be adjusted as the engine warms up to normal
temperature. Furthermore, on spark ignition engines, (direct) fuel injection has the advantage
of being able to facilitate stratified combustion which have not been possible with
carburetors.

It is only with the advent of multi-point fuel injection certain engine configurations such as
inline five cylinder gasoline engines have become more feasible for mass production, as
traditional carburetor arrangement with single or twin carburetors could not provide even fuel
distribution between cylinders, unless a more complicated individual carburetor per cylinder
is used.

Fuel injection systems are also able to operate normally regardless of orientation, whereas
carburetors with floats are not able to operate upside down or in microgravity, such as
encountered on airplanes.

Environmental benefits

Fuel injection generally increases engine fuel efficiency. With the improved cylinder-to-
cylinder fuel distribution of multi-point fuel injection, less fuel is needed for the same power
output (when cylinder-to-cylinder distribution varies significantly, some cylinders receive
excess fuel as a side effect of ensuring that all cylinders receive sufficient fuel).

Exhaust emissions are cleaner because the more precise and accurate fuel metering reduces
the concentration of toxic combustion byproducts leaving the engine. The more consistent
and predictable composition of the exhaust makes emissions control devices such as catalytic
converters more effective and easier to design.

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1.3 Basic EFI Principles
 Because of the need to comply with exhaust emission regulations, the modern petrol
Engine requires a fuel system of extreme accuracy and long-term reliability. A correctly
matched air fuel ratio must be available at all times, and under all conditions. This is
satisfactorily achieved by electronic fuel injection.
 EFI is a pressurized, indirect-injection system, which uses solenoid operated injectors with
a fixed orifice. When they are energized, fuel passes through the injector body. This
arrangement is called a multi-point system. One injector is located in each intake manifold
runner, or pipe, adjacent to each cylinder. An electronic control unit, or ECU, opens the
injectors by pulsing the electrical current. They spray fuel into each intake port, directly in
front of each intake valve.
 Fuel leaving the nozzle is atomized, and it mixes with the air also entering the system, to
form a combustible mixture. Fuel pressure is kept at a constant value above manifold
pressure, so the amount of fuel injected is determined only by the length of time the injector
is held open by the ECU. This is called the pulse width of the injector
 The triggering signal to operate the injectors can be supplied from the ignition system, or
from crank angle sensors on the crank shaft, or the camshaft. Engine fuel requirements
change according to engine speed, load, and temperature, so the ECU needs information on
these changes .Sensors measure these variables, and then relay the information to the ECU in
the form of electrical signals. The ECU then calculates the duration of pulses necessary to
provide the fuel required.

 Extra fuel required during cold starting can be supplied by increasing the number of
injection pulses, or by fitting a separate cold start injector that operates independently of the
main injectors, when the engine is cranking. The throttle-body injection system, also called a
Central Fuel Injection system, has a single injector, or in some cases, 2 injectors, mounted in
a carburetor-like throttle-body. The throttle-body assembly is fitted to the flange of the intake
manifold, and the fuel is sprayed into the intake air entering the manifold. The air mixture is
then carried through the manifold into the engine. Fuel pressure is maintained at a constant
value, and an ECU pulses the injector, or injectors.

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1.4 Multi-Point Injection Systems.

Fig1.1

In multi-point injection systems, the fuel pressure regulator has an inlet connection from the
fuel rail, and an outlet that lets fuel return to the tank. A control diaphragm and pressure
spring determines the exposed opening of the outlet, and the amount of fuel that can return.
So the strength of the pressure spring determines fuel pressure in the fuel rail, and keeps it at
a fixed value. However, the pressure in the intake manifold varies considerably with changes
in engine speed, and with load, so the pressure drop across the injector must also be taken
into account. For any injection duration, if fuel is held at constant pressure, then, as manifold
pressure varies so does the amount of fuel delivered. That means fuel pressure must be held
constant above manifold pressure. This is done by sealing the spring housing of the pressure
regulator, and letting it sense manifold pressure via a connecting hose. Then, when manifold
pressure alters, so does the fuel pressure. When manifold pressure is low- as at idling fuel
pressure is low. As manifold pressure rises, towards open throttle, so does fuel pressure.

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1.5 Air Supply
The air required for the combustion of the fuel is led from the air filter, through the throttle
valve, and into the common manifold, or plenum chamber. From here, individual intake
runners, or pipes, branch off to each cylinder. All of these pipes are of equal length.

Fig 1.2
Filtered air arrives at the intake port, as cold and dense as possible, ready for mixing with the
fuel from the injector. It is important to check and change the air filter when necessary. A
dirty air filter will restrict the air supply and affect the air fuel, i.e. reduce the air fuel ratio
<15:1>.

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Terms Used To Classify /Categorize

1.6 Petrol Fuel Injection Systems

Terms used to classify/categorize petrol fuel injection systems e .g .single-point injection
(throttle-body or central fuel injection), multipoint injection (indirect port injection)
continuous injection, intermittent injection (sub/divided into simultaneous and sequential
injection), and direct injection.

1. Single-point, central fuel injection or throttle body injection (TBI)

2. Multi-point fuel injection (MPFI)

3. Continuous injection

4. Sequential fuel injection (SFI)

5. Simultaneous injection

6. Direct injection

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1. Single-Point, Central Fuel Injection or Throttle Body Injection (TBI)

The earliest and simplest type of fuel injection, Electronic throttle-body injection was
introduced in the early 1980s as a transition technology to fully-electronic port injection.
Single point simply replaces the carburetor with one or two fuel-injector nozzles in the
throttle body, which is the throat of the engine’s air intake manifold. For a number of
manufacturers, single point injection although a stepping stone to the more complex
multipoint system is still used in some vehicles today. The system injects fuel into the
throttle-body (a wet system), so fuel can condense and cling to the walls of the intake system.
This system also resulted in harming emissions. Computer-controlled TBI was inexpensive
and simple, however, and lasted well into the 1990s.

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 Fig. 1.3

2. Multi-Point Fuel Injection (MPFI)

Multi-point fuel injection devotes a separate injector nozzle to each cylinder, right outside its
intake port, which is why the system is sometimes called Port injection. Shooting the fuel
vapors this close to the Intake pod almost ensures that it will be drawn completely into the
cylinder. The main advantage is that MPFI meters fuel more precisely than do TBI designs,
better achieving the desired air/fuel ratio and improving all related aspects. Also, it virtually
eliminates the possibility that fuel will condense or collect in the intake manifold. With TBI
and carburetors, the intake manifold must be designed to conduct the engine’s heat, a
measure to vaporize liquid fuel. This is unnecessary on engines equipped with MPFI, so the
intake manifold can be formed from lighter-weight material, even plastic

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3. Continuous Fuel Injection System (This is a mode of injection)

Continuous fuel injection systems provide a continuous spray of fuel from each injector at a
point in the intake port located just before the intake valve. Because the entrance of the fuel
into the cylinder is controlled by the intake valve.(Intermittent injection)

4. Sequential Fuel Injection (SFI) (This is a mode of injection)

Sequential fuel injection, also called sequential port fuel injection (SPFI) or timed injection,
is a type of multi-port injection. Though basic MPFI employs multiple injectors; they all
spray their fuel at the same time or in groups. As a result, the fuel may” hang- around” a port
for as long as 150 milliseconds when the engine is idling. This may not seem like much, but
it’s enough of a short coming that engineers addressed it: Sequential fuel injection triggers
each injector nozzle independently. Timed like Spark Plugs, they spray the fuel immediately
before or as their intake valve opens. It seems a minor step, but efficiency and emissions
improvements come in very small doses.

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5. Simultaneous Injection (This is a mode of injection)

In multi-point injection, the injectors can all be triggered simultaneously, twice per cycle. In a
throttle-body system, the central injector is normally triggered on each ignition pulse. With
2injectors, alternate triggering may be used.

Fig. 1.4

6. Direct Injection

Direct injection takes the fuel injection concept about as far as a can go, injecting fuel
directly into the combustion chambers, past the valves .More common in diesel engines,
direct Injection is starting to pop up in petrol engine designs, sometimes called DIG for direct
injection gasoline or GDI for Gasoline Direct Injection. Again, fuel metering is even more
precise than in the other injection schemes, and the direct injection gives engineers yet
another variable to influence precisely how combustion occurs in the cylinders. The science
of engine design scrutinizes how the fuel –air mixture swirls around in the cylinders and how
the explosion travels from the ignition point. Things such as the shape of cylinders and

pistons; port and spark plug locations; timing, duration and Intensity of the spark; and
number of spark plugs per cylinder (more than one is possible)all affect how evenly and
completely fuel combusts in a gasoline engine.

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Theory of operation:

The major advantages of a GDI engine are increased fuel efficiency and high power output.
This is achieved by the precise control over amount of fuel and injection timings which are
varied according to the load conditions. Basically, the engine management system
continuously chooses between three different modes of combustion Ultra lean burn
combustion, stoichiometric combustion and high power output mode .Each mode is
characterized by air-fuel ratio, the amount of fuel in the air-fuel mixture; the stoichiometric
ratio for petrol is 15 to 1, but in Ultra lean mode, it could be as high as 65 to 1, resulting in
much lean mixtures than those ever achieved in the conventional engines. Ultra lean
combustion mode is effective under normal conditions, when little acceleration is required.
The fuel is not injected at the intake stroke but rather at the latter stages of the compression
stroke, so that the small amount of air-fuel mixture is optimally stratified just below the spark
plug. The initial combustion takes place in a toroid cavity on the piston’s surface. This
technique enables the usage of Ultra lean mixtures with very high air-fuel rates, impossible
with traditional intake valves Stoichiometric combustion mode is activated for moderate load
conditions. In this mode, fuel is conventionally injected during the intake stroke to obtain
stoichiometric rates. In Full power mode, the air-fuel mixture is homogeneous and consists
of maximum amount of fuel that is possible to ignite without knocking out, as defined by the
compression ratio of the engine. The fuel is injected during the intake stroke. This mode
activates at high load conditions and provides maximum output and torque.

Fuel pressure regulator

Fuel is pumped from the fuel tank to the fuel rail by the fuel pump. The FPR is normally
mounted after the fuel rail to ensure that the fuel rail has priority in fuel flow. The valve in
the FPR controls the amount of fuel that is bled from the fuel rail by opening an outlet port to
allow fuel to flow back into the fuel tank.

All injectors need a pressure difference between the inlet and the outlet of the injector to
spray fuel into the combustion chamber. This is called the base pressure. The base pressure is
adjusted on all FPR’s via the adjustment screw to suit the injectors and fuel pump system you
are using.

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The adjustment screw pushes down on a spring which applies a force onto the valve. When
the pressure inside the bottom chamber of the FPR exerts a high enough force on the valve to
overcome the spring force and lift the valve off its seat, it allows fuel to flow through the
outlet port effectively controlling the fuel pressure in the fuel rail.

Since the outlet of the injector is exposed to manifold vacuum/pressure which varies
depending on throttle movement, but the flow of fuel from the fuel pump is constant, the
valve needs a reference to continuously change the amount of fuel bled to maintain constant
fuel pressure to the injectors. In addition to the spring force acting on the valve, a
vacuum/boost signal also applies a force onto the valve so that the valve is always
maintaining a constant pressure difference between the inlet and outlet of the injector.

The base pressure is set without any line connected to the vacuum/boost reference nipple.
Once the base pressure has been set, the vacuum/boost line is then connected to the reference
nipple.

Central port injection

From 1992 to 1996 General Motors implemented a system called Central Port Injection or
Central Port Fuel Injection. The system uses tubes with poppet valves from a central injector
to spray fuel at each intake port rather than the central throttle-body [citation needed]. Fuel

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pressure is similar to a single-point injection system. CPFI (used from 1992 to 1995) is a
batch-fire system, while CSFI (from 1996) is a sequential system.

Poppet nozzle

A poppet valve (also called mushroom valve) is a valve typically used to control the timing
and quantity of gas or vapour flow into an engine.

It consists of a hole, usually round or oval, and a tapered plug, usually a disk shape on the
end of a shaft also called a valve stem. The portion of the hole where the plug meets with it is
referred to as the 'seat' or 'valve seat'. The shaft guides the plug portion by sliding through a
valve guide. In exhaust applications a pressure differential helps to seal the valve and in
intake valves a pressure differential helps open it. The poppet valve was most likely invented
in 1833 by E.A.G. Young of the Newcastle and Frenchtown Railroad. Young patented his
idea but the Patent Office fire of 1836 destroyed all records of it.

Injector testing

Testing of fuel injector is carried out as follows. Mount the fuel injector in its test rig and
connect up the oil supply. Under no circumstances should hands be placed under the injector
spray. The high velocity oil jet can penetrate the skin and cause blood poisoning. With the
injector priming valve open, operate the hand pump to prime the injector. Once the fuel flows
from the priming valve it can be closed.

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 1. Oil Container

2. Pressure Gauge

3. Shut off valve

4. Pump lever

5. Test pump

6. Injector

7. High Pressure fuel pump

 Operate the pump rapidly for several strokes. The injector should open with a high
pitched chatter and fuel should be emitted in a fine cloud. After the injector opens,
check to make sure the pressure does not fall off too quickly.

 To test for the tightness between the nozzle needle and seat, operate the hand pump
slowly to gradually increase the pressure until it is just below opening pressure.
Maintain the pressure for a few seconds and ensure injector is not dripping.

 To test for tightness between needle and guide, operate the hand pump to increase
pressure until it is just below opening pressure. See how long it takes the pressure to
fall off. If the pressure falls quickly the needle and guide should be replaced.

 Where nozzles are cooled internally, these spaces should be pressure tested to check
for tightness. Blank off one of the fuel valve cooling connections and fill the injector
cooling space with water or fuel, depending upon the cooling medium. Then connect
a low pressure air supply to the other connection. Leave the air on for a short period
of time and test for internal or external leakage. Testing of fuel injector is usually
carried out at an interval of 2000 running hours for marine diesel engines.

Following points to be remembered while testing of fuel injector:

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 1. Visually examine the injector just after taken from cylinder head. Pressure test and
find opening pressure in service.

2. Check injector setting pressure, formation of trumpets and carbon accumulation,

corrosion at the nozzle, etc.

3. Spray pattern assessment and prompt re-seating.

4. Drip proof. No droplet formation at set pressure minus 10 bar, held steady and also
upon closing.

5. Injector lift diagram may be taken.

6. Recommended assembly procedure to be followed (Like tightening torque, etc.) and

handle parts carefully.

Conclusion

 The EFI increases the performance of the engine.

 The EFI system is more economical and produces better power.
 Air pollution reducer and smoother drivability than any other system.
 So, we should use electronics fuel injection system (EFI) in every internal combustion
engine.

Reference

"IC Engines". Global Fuel Economy Initiative. Archived from the original on 2012-10-
06. Retrieved 2014-05-01.

Aird, Forbes (2001). Bosch fuel injection systems. HP Trade. p. 29. ISBN 978-1-
55788-365-0

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