ABSTRACT:

The injection system refers to the process of providing optimum quantities of fuel mixed with air for various operating conditions of the engine. The generic term for this process is Carburetion. In the case of passenger cars, the use of carburettor has been discontinued in almost all the advanced countries and India will also follow suit by the year 2005. The advantages of Fuel Injection System over carburettors are presented. Today it is extensively employed with electronic controls in passenger cars and high capacity two wheelers. The current technology in Electronic Fuel Injection is described with regard to passenger cars. Stratified charge engines are known to give better fuel economy and performance over homogeneous charge engines. In the case of two wheelers, carburettors are extensively employed today. Additional devices, which help the vehicles to meet the emission regulations, are employed such as Secondary Air Valve in the case of four stroke engines and Catalyst in the case of two stroke engines. Fuel Injection in the case of two wheelers is a serious contender for the future both two stroke and four stroke small engines, in view of its many advantages. Electronic Port Injection for four stroke two-wheelers with small engines is in an advanced stage of development and mass production in countries like Taiwan and Thailand. India is in the forefront of emission regulations of two wheelers. Indian two wheelers may well be the first to use this technology in small engines in large scale compared to any other country in the world.

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INTRODUCTION:
Fuel Injection is the alternative method of supplying the engine with its working charge of fuel. The pressurization of fuel leads to improved automization which is considered to be good for performance. Although, the modern carburettor is cheep and reliable, it has number of inherent disadvantages that make the supply of correct A: F mixture at all times difficult. The problem is further accentuated when a single carburettor has to supply the mixture to multicylinder engine. In addition to this, the throat restricts the flow of air to the engine. The maximum power can be increased by using a large throat by this affect the economy of fuel. Multiple carburettors assist the distribution problem but it also increases fuel consumption due to low air velocity at low engine speed and capital cost. For these reasons, many attempts have been made to design a satisfactory Petrol Injection system. In which, each cylinder is supplied with its correct quantity of petrol for each working cycle under all operating conditions. The advantages of fuel injection system over a conventional carburettor are, improved engine performance linked with fuel economy together with the control of exhaust emission. The incorporation of electronic control system has also considerably helped in the development of very efficient and commercially viable system.

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ELECTRONIC FUEL INJECTION SYSTEM (EFI) FOR PASSENGIER CARS

In the case of carburettor, the entire working is depends on the throttle position and all the system must be tailored so that proper mixture delivery takes place at every throttle position. The fuel delivered to engine by carburettor cannot easily be adjusted to suit certain important operating conditions of the engine such as water temperature, oil temperature, air temperature etc. to level of precision called for with stringent emission control requirements. In the case of fuel injection, this is achieved by Electronic means. It is possible to make the system recognized and respond to every operating condition of the engine and to deliver the required mixture at all operating conditions. Using electronic sensors allows spark to be positioned at the optimum timing in relation to the top dead center. Similarly several other functions such as ignition retards for knock control, over-run fuel cut off, engine speed limiting function etc. can be integrated in the system. Today the simple Electronic Fuel Injection system has become a very refined as engine management.

SIMPLE WORKING:

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An electrically driven pump draws the fuel from the tank through a filter and supplies the same to the injectors at a pressure which is held constant by means of a fuel pressure regulator. The pump draws more fuel than the required and the excess fuel is returned to the tank by the fuel pressure fuel pressure regulator. In this way vapour lock is prevented in fuel lines. The injectors are held closed by means of spring and are opened by means by solenoids energized by a small preprogrammed analog computer that translates sensor signals into command signals. The strength of the ECU control signal, which determines the open time of the injector to control amount of fuel injected, depend upon the engine requirements which are determined by the ECU from the sensor signals from critical location.

Fig. depicts clearly a Motoronic gasoline ignition system from Mico-Bosh. Motoronic systems have microprocessor-based control systems with continuous correction of injected fuel quantity, ignition angle as well as composition of the air-fuel mixture depending on the engine and external condition. This ensures optimum level of engine performance with a minimum emission levels in the exhaust under all operating conditions.

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SYSTEM DISCRIPTION:
There are two types of fuel injection systems, namely Single Point Injection (SPI) and Multi Point Fuel Injection (MPFI) systems. Both systems are low pressure injection systems with pump pressure of 3 to 4 bar. In the SPI system, which is also called throttle body injection system, fuel delivery takes place at one point adjacent to the throttle. The Electronic Control Unit (ECU) senses many engine parameters including measurement of air flow and oxygen content in the exhaust so that the fuel is delivered in the right quantity at all operating points. The main drawback of SPI system is the problem of mixture mal distribution, which can be corrected to some extent by proper design of inlet manifold. Still the problem of wall wetting remains. The MPFI system works on similar principle, but there is one injector for each cylinder so that mixture distribution remains uniform between all cylinders and wall wetting is minimized.

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SPECIAL FUNCTIONS:
Provision for cold starting, idling speed control, warm up, acceleration, deceleration control, self diagnosis etc. are available in modern systems. Well known system manufacturers are : Bosch, Siemens, Magnetic Marelli, Delphi, Visteon, Denso, Keihin, Mitsubishi Electric, Hitachi etc. there are several manufacturers such as Mikuni, Kefico, Daesung etc. who make only sensors and hardware parts. Basically SPI and MPFI system systems have several similar functional parts and sensors except that the SPI system has one injector in the throttle body while the MPFI system has one injector located near each inlet port. As the MPFI system is now universally employed, this will now be described in more details Fig.3 shows the schematic diagram of MPFI system.

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MPFI SYSTEM COMPONENTS:

1) Throttle Body: Fig. shows a throttle body. It consists of a main bore, which controls the airflow to the engine by means of a throttle valve. Some vacuum passages controlled by the throttle valve and air bypass passage to adjust air are also provided. A Throttle Position Sensor is mounted on the throttle shaft to detect the throttle opening and give signal to the Electronic Control Unit (ECU) also called Engine Control Module (ECM).

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2)

Idle Air Control Valve (Idle Speed Control Valve): The Idle Speed Control (ISC) system, as shown in fig. regulates engine idle speed

by adjusting the volume of air that is allowed bypassing the closed throttle valve. The ECU controls the Idle Speed Control Valve (ISCV) based on input signals received from various sensors. The system is necessary to provide stabilisation of curb idle when loads are applied to the engine and to provide cold fast idle.

3) Fuel Pump: The fuel pump is of the submerged type and is installed in the fuel tank. It delivers fuel at a pressure at around 3 to 4 bars. The pump design of turbine type, generator type or roller cell type is generally used.

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4) Fuel Rail and Pressure Regulator: The fuel Rail is a kind of header pipe which is mounted on the inlet manifold and has provision for fixing injectors at the correct location for each inlet port. The pressure regulators consist of a system of spring, diaphragm, valve and its seat. This is typically mounted on the fuel rail. The fuel is admitted into the fuel rail and it reaches the pressure regulator. The spring is so designed that constant pressure will be maintained in the fuel rail and the excess fuel will be returned to the tank. A general arrangement of fuel rail and pressure regulator is shown in Fig.

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5) Fuel Injector : There is a one injector for each cylinder and it is installed between intake manifold and the fuel rail (one injector is installed in throttle body in the case of single point injection system). The injector is shown in Fig.8 is an electro-magnetic type injector nozzle which inject fuel into the intake port of the cylinder head according to the signal from engine control module.

6)

Exhaust Gas Re-circulation valve : Reduction of oxides of Nitrogen has been one of the biggest challenges faced by

the engine designers all over the world. Exhaust Gas Recirculation (EGR) is the most effective method of reducing the NOx. The process involves admitting inert exhaust gas in to the engine so that peak combustion temperature is reduced. The quantity of exhaust gas recirculated has to be very precisely controlled. EGR is electronically controlled from the ECU.

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7) Electronic Control System: Fig. shows the block diagram of the electronic control system.

s The electronic control system consists of Various sensors which detect the state of the engine and driving conditions. Engine Control Module (ECM) which processes all these inputs and gives command to the injectors to inject the right quantity of fuel to the ignition system to provide the spark at right instant and controls various other devices according to the signals from the sensors. ECM controls the timing of fuel injection from the fuel injector into the cylinder head intake port, according to the signals from the various sensors, so that suitable air/fuel mixture is supplied to the engine in each driving condition. There are two types of injection timingsa) Synchronous Injection- In which injection is synchronous with the Camshaft Position Sensor (CP sensor) signal.

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b) Asynchronous Injection- In which injection takes place independently of the CP sensor signal.

CONCLUSION:
Technology development is driven for the need for Reducing emission to protect the environment and Reducing fuel consumption to conserve the resources, reduce operating cost. PASSENGER CARS: Multi-point fuel injection system with 3 way catalytic converter and closed loop control is very widely employed and is likely to improvement in following areas Engine design improvement with variable intake manifold, variable valve timing and method to reduce friction losses. Improvement of exhaust after treatment for fast light off of the catalyst by using heated oxygen sensor, electrically heated catalyst and low thermal capacity exhaust system. Air assisted direct injection is being developed by Orbital and Siemens. In the case of combination of air injector and fuel injector on cylinder head.

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FEATURE SCOPE:
It is used in electronic vehicles. In some Toyotas and Japanese cars. In racing cars because fuel injected engine gives more power than carburettor engine. For example- TATA launches MPFI petrol version of INDICA V2.

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REFERANCES:
1. 2. Richard Stone, Introduction to internal combustion Engine, S.A.E., 1997. Sam Leighton and Steven Ahern, Fuel Economy Advantageous on Indian 2Stroke and 4-stroke Motorcycles fitted with Direct Fuel Injection, S.A.E. paper 2003-26-0019. 3. 4. 5. Dr. Kirpal Singh, Automobile Engineering Vol-II, Standard Publishers Distributors, 2000, pp, 357-362. G.P.Blair, The Basic Design of 2-stroke Engines, Society of Automotive Engineers, 1990. S.Govindarajan, Fuel Management System for Petrol Engines-State of the Art in Electronic Fuel Injection, Keynote Paper, pp, 167-180.

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