GASOLINE INJECTION SYSTEM

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 Introduction
• In most spark-ignition (SI) engines, mixture formation is
taking place within a carburetor.
• However, in response to recent demands for improved
performance, more economical fuel consumptions, cleaner
exhaust emissions etc., the carburetor must be equipped
with various compensating devices. Various attempts have
been made to modify carburetors by changing the design
and fitting electrical and electronic units. But, that makes
the carburetor system more complicated and expensive. As
a result, engineers tend to design a new system that meets
the current demand.

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 There are number of drawback and limitation of carburetor in
petrol engine.
 It can be eliminated by petrol injection system so in near
future carburetor fully replace by modern petrol injection
system.
Drawback and Limitation of carburetor

 It has many moving parts so it affects the engine

performance .
 Ice formation and freezing take place it affects the
combustion.
 In multi cylinder engine A/F ratio may vary in each
Cylinder, A/F ratio not available in different condition.
 Back firing take place in suction and exhaust manifold

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 GASOLINE (PETROL) INJECTION SYSTEM

• The term gasoline injection is used to describe any system

in which the fuel is pumped out in an atomized state to
mix with the air supply.
• Most modern systems are controlled electronically
because this form of control enables the fuel quantity to
be accurately set to suit the engine operating conditions.
• Strict emission control regulations have demanded
precision in the metering of the fuel and although gasoline
injection systems are more expensive, these systems are
now commonly used in high performance engines.

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 TYPES OF PETROL INJECTION
SYSTEM

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 Single Point Fuel Injection (Throttle
Body Injection - TBI)
Single Point Fuel Injection
(Throttle Body Injection -
TBI)
• Injector located inside
throttle body, sits on top
of inlet manifold .

• Injector sprays fuel from

above throttle valve.
• ECU controls injector
opening.

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 Single Point Injection system…….
 The earliest & simplest type of fuel 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 some automakers, single point injection was a

stepping stone to the more complex multipoint system.
 Single point injection system meters fuel better than a
carburetor and is less expensive and easier to service.

 The single point injection also called Throttle injection

in which fuel is injected at one place in throttle body,
and the mixture supply to different cylinders.
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 Multipoint Fuel Injection
• Injector located in each
branch of inlet manifold,
below throttle valve.
• Injectors spray fuel
directly into each port.
• ECU controls opening of
injectors.

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 A multi-point injection
system, also called port
injection, has an
injector in the port (air-fuel
passage) going to each
cylinder.
 Gasoline is sprayed into
each intake port and
toward each intake valve.
Thereby, the term
multipoint (more than
one location) fuel
injection is used.

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 There are different type of sensors in MPFI
system.
1. Inlet manifold pressure sensor
2. Air flow sensor
3. Engine speed sensor
5. Coolant temperature sensor
6. Inlet air temperature sensor
7. Knock sensor
8. Exhaust gas sensor

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 Direct injection (GDI)
• These systems inject the fuel directly into the combustion
chamber, either during the intake stroke or during the
compression stroke.
• Injection of fuel alone is usually done during the
compression stroke and is somewhat similar to fuel
injection in CI engine. Because of the very short time
available for vaporization and mixing with air, very fine droplets
of fuel are required, as are high turbulence.
• This is because of the higher pressure into which the fuel is
being injected, and because of the requirement for finer
droplets of fuel.
• Modern gasoline engine may utilized Direct injection
using
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electric control. 11
Direct Injection
Injector is fixed to the top
of combustion chamber.
 Fuel is injected above
Piston head.
 Smaller combustion
space, better thermal
efficiency.

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 INDIRECT INJECTION
• Indirect Injection
System has a small swirl
chamber above the
cylinder.
• Fuel is injected in swirl
Chamber.
• Higher compression
ratio needed to aid
starting.

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 Advantages of Direct Injection
• Bettor vaporization
• Higher volumetric efficiency
• Easy cold starting
• Lower exhaust emission
• Higher efficiency and better mileage
Advantages of Petrol Injection System
• Improved atomization
• Easy starting
• Better fuel flow
• Less problem of icing and vapor lock
• Multi cylinder engine same A/F ratio supplied
• Increase engine power
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 CONTINUOUS AND PULSED INJECTION SYSTEM
• There are two basic methods of controlling the quantity of fuel
introduced by a fuel injection system: the continuous injection and
the pulsed/timed injection.
• In a continuous injection system the injector/injectors spray a
continuous stream of fuel into each intake port and the quantity
of fuel introduced is controlled by a variable fuel pressure. Fuel
pressure is controlled by an airflow meter. The Bosch K-Jetronic is
the most common example of this type of system.
• In a pulsed injection system the difference between fuel pressure
and intake manifold pressure is held constant by a pressure reg-
ulator and the injectors are turned on and off. Fuel quantity is
controlled by how long the injectors are turned on (pulse width).
The injectors are controlled by an electronic module (a single-
function computer system). The Bosch L-Jetronic and D-Jetronic
systems are the best known examples of this type of system. 15
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 BOSCH JETRONIC SYSTEMS
• K, KE and L-Jetronic systems are the most common of the
Bosch injection systems.
• K comes from the German word “Kontinuerlich”, meaning
“continuous”. This is because the fuel flows continuously
from the injector as long as the engine is running. When
the letter “E” is added, it indicates that the system is
partly controlled electronically (KE-Jetronic).
• The term “L” comes from the German word “Luft”,
meaning “air”.

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 ELECTRONIC FUEL INJECTION SYSTEM
 Now-a-days electronically controlled fuel injection system are
commonly used as it functions rapidly and responds
automatically to the change in manifold air pressure, engine
speed, crankshaft angle an many other secondary factors.
 The electronic control unit assesses data (manifold pressure,
engine speed, crank angle) received from a various sensing
devices and then adjust the A:F supply for the best
performance of the engine.
 This system has to contain a means of supplying extra fuel for
cold starting, during warming and enriching the mixture
during acceleration.
 Ice formation is virtually impossible with this system and the
danger of vaporization is minimized because the petrol is
under pressure right up to the injection point.
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 ELECTRONIC CONTROL SYSTEM
• The engine electronic control system (for EFI) can be divided
into three groups:
1. ECU,
2. Sensors: Converts a physical/chemical condition into
an electrical signal.
3. Actuators: Devices that allow the computer to do work
and alter the operation of other components.

• Electronic Control unit (ECU) is a microprocessor, which controls all

functions of the electronic fuel injection system.
• ECU receives signals from sensors and switches. Signals are processed by
the ECU for controlling fuel injection function for various operating
conditions.
• ECU has constant source of battery power at BATT terminal. EFI main
relay provides battery voltage to terminals +B and +B1 of ECU (TOYOTA).
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 This EFI system mainly contains
(1) Fuel delivery system
(2) Air induction system
(3) Sensors and air flow control system
(4) Electronic control unit
Fuel delivery system
• The fuel from pump is supplied through cold
start injector with the help of cold start switch
which supplies

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 Fuel supply unit…
• The fuel from pump is
supplied through cold
start injector with the
help of cold start switch
which supplies
• rich A/F mixture to the
air-intake chamber.
• The main injector
operates only after
getting signal from ECU
once engine starts.
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 Air induction system/unit
• The fig is self
explanatory. The
quantity of air supplied
• is controlled, in such a
way that is necessary
for complete
combustion

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 Sensor units
• The system contains different sensors as given
below:
A. Inlet manifold pressure sensor: It is used to sense the
pressure of the air in the intake manifold in order to adjust
A/F ratio as per load on the engine.
B. Air flow sensor: Measures volume of air flowing through
intake manifold to adjust A/F ratio
C. Engine speed sensor: Sense the speed of the engine to
adjust A/F ratio
D. Throttle position sensor: Monitors position of throttle
valve to adjust A/F ratio for required speed and
acceleration
E. Engine temperature sensor: Senses the outlet temperature
of cooling water so that ECU adjust the A/F ratio for
mixing
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rich mixture. 22
F. Knock sensor: Detects pitching noise so that
the ignition timing can be retarded to avoid
knocking
G. Exhaust gas sensor: Measures O2 percentage
in exhaust gases and calculate A/F ratio for
adjustment.
The EFI electronic system on the basis of
function, is divided into three main
components as listed below:
I. Electronic control unit (ECU)
II. Fuel supply unit
III. Air induction unit
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 Electronic control unit
• In automotive electronics, electronic control unit (ECU) is a
generic term for any embedded system that controls one or
more of the electrical systems or subsystems in a motor
vehicle.
• An engine control unit (ECU), also known as power-train
control module (PCM), or engine control module (ECM) is a
type of electronic control unit that determines the amount of
fuel, ignition timing and other parameters an internal
combustion engine needs to keep running.
• It does this by reading values from multidimensional maps
which contain values calculated by sensor devices monitoring
the engine.

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 Working of ECU
• Control of fuel injection: ECU will determine the
quantity of fuel to inject based on a number of
parameters. If the throttle pedal is pressed further
down, this will open the throttle body and allow
more air to be pulled into the engine. The ECU will
inject more fuel according to how much air is passing
into the engine. If the engine has not warmed up yet,
more fuel will be injected .
• Control of ignition timing : A spark ignition
engine requires a spark to initiate combustion in the
combustion chamber. An ECU can adjust the exact
timing of the spark (called ignition timing) to provide
better power and economy.

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• Control of idle speed : Most engine systems have
idle speed control built into the ECU. The engine
RPM is monitored by the crankshaft position sensor
which plays a primary role in the engine timing
functions for fuel injection, spark events, and valve
timing. Idle speed is controlled by a programmable
throttle stop or an idle air bypass control stepper
motor.

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 Electronic Control Unit (ECU):
• This system is shown in
figure. In this system, the
• sensor monitor the inlet
air temperature, outlet
cooling water
temperature, the O2 in
the exhaust manifold, the
throttle position, air
volume entering cylinder
and engine speed send
signals to ECU.

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 The basic functions installed in an ECU
1. Fuel injection control (EFI) function: Signal from different sensors
are received to determine injection timing and injection duration.
2. Ignition control function: Ensures optimal ignition timing based on
data provided from sensor that monitor various engine operating
conditions
3. Idle speed control function (ISC/AAC): ECU is programmed with
target engine speed values to respond to different engine
conditions .
4. Diagnosis function: If the ECU detects any malfunctions in the input
data (signal) it stores data on its memory and displays the
malfunction on a tester or by the help of check engine lamp.
5. Fail safe function: If the signals input to the engine ECU is
abnormal, the ECU switches to standard values stored in its internal
memory to control the engine.
6. Back up function: Even if the engine ECU itself becomes partially
inoperative, the back-up function can continue to execute fuel
injection & ignition timing control.

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• The EFI electronic system is also classified as
• 1) D-EFI system: The main input signal are the intake
• manifold pressure, Engine speed and flow volume of
• air which are sent to ECU to control the A/F ratio.
• 2) L-EPFI system: The main input signal are air flow
• rate and engine speed to regulate fuel quantity
injected.
The both system mentioned above, sends the information
of respective sensors to ECU and then
ECU processes the information and sends commend to
fuel injector to regulate fuel injected. Then the mixture
formed enters into the engine.
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 Common rail and Pressure sensor
• The term "common rail" refers to the fact that all of
the fuel injectors are supplied by a common fuel rail
which is nothing more than a pressure accumulator
where the fuel is stored at high pressure. This
accumulator supplies multiple fuel injectors with
high pressure fuel.

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• The fuel injectors are typically ECU-controlled. When
the fuel injectors are electrically activated a hydraulic
valve (consisting of a nozzle and plunger) is
mechanically or hydraulically opened and fuel is
sprayed into the cylinders at the desired pressure.
• Since the fuel pressure energy is stored remotely and
the injectors are electrically actuated the injection
pressure at the start and end of injection is very near
the pressure in the accumulator (rail),
• thus producing a square injection rate. If the
accumulator, pump, and plumbing are sized properly,
the injection pressure and rate will be the same for
each of the multiple injection events.

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• The electronic fuel injector is normally closed, and
opens to inject pressurized fuel as long as electricity
is applied to the injector's solenoid coil.
When the injector is turned on, it opens, spraying
atomized fuel at the combustion chamber .
• Depending on engine operating condition ,injection
quantity will vary .

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 System component of EFI :
• Fuel tank
• Electric fuel pump
• Fuel filter
• Electronic control unit
• Common rail and Pressure sensor
• Electronic Injectors
• fuel line

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 Fuel tank
 is safe container for flammable liquids and typically part of an
engine system in which the fuel is stored and propelled (fuel
pump) or released (pressurized gas) into an engine.

 Typically, a fuel tank must allow or provide the following:

Safe (UL Approved) fuel storage, there is some concern that UL
(Underwriters Laboratories) is not the final arbiter of safety.

 Filling (the fuel tank must be filled in a secure way) No Sparks.

 Storage of fuel (the system must contain a given quantity of

fuel and must avoid leakage and limit evaporative emissions)
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 Fuel tank……
 Provide a method for
determining level of fuel
in tank, Gauging (the
remaining quantity of fuel
in the tank must be
measured or evaluated).
 Venting (if over-pressure
is not allowed, the fuel
vapors must be managed
through valves

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 Fuel Tank
• The fuel tank is located remote from the engine and it is usually
located in the rear of the vehicle to prevent the leakage of gasoline
in case of a collision.
• In a front-engine car, the fuel tank may be secured directly to the
underside of the rear luggage compartment floor.
• For rear-engine cars the fuel tank is usually either flange mounted
on to the front luggage compartment floor or strap mounted to the
same compartment wall.

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 Fuel Filters
Filtration in the fuel delivery system serves two purposes:
1. It must prevent foreign particles from becoming lodged in and
interfering with the normal action of the fuel pump valve
mechanism.
2. Similarly, it must protect not only the float valve mechanism of the
carburetor, but also its fuel metering devices and internal passages
from clogging.
• Most fuel systems have at least two filters: Strainer and In-Line
filters.

•Strainer: filters out relatively

larger particles in the fuel

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 FUEL PUMPS
• The fuel pump is used to lift fuel from the tank and supplies it to
the carburetor. This is because the fuel tank is positioned lower
than the carburetor, the fuel does not flow naturally to the
carburetor.
• Two types of fuel pumps are used:
1. The mechanical type (delivery pressure 0.2-0.3 bar) and
2. The electric type (delivery pressure 2 - 4.7 bar).
1. Mechanical Fuel Pump
• Mechanical fuel pumps, employed mostly in carburetor-type
engines, are operated by an eccentric (an off-center section) of the
camshaft.
Advantages
• Cheaper
• Operates only when the engine is running, so the fire risk is
reduced when the vehicle is involved in a crash.
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 2. Electric Fuel Pumps
• An electric fuel pump, like mechanical pump, produces fuel
pressure and flow for the fuel metering section of a fuel system.
Advantages over mechanical pump
• Fuel delivery starts as soon as the ignition switch is turned on.
Mechanical fuel pumps slowly build pressure as the engine is
cranked for starting.
• Can deliver more fuel than the engine will require even under
maximum operating condition
• The engine will never be fuel starved
• Most electric fuel pumps are rotary pumps. They produce a
smoother flow of fuel (fewer pressure pulsations) than
reciprocating, mechanical pumps.
• For these reasons electric pumps are widely used, especially on
fuel injected and high performance engines.

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 Electric fuel pump
• Electric fuel pumps come in a variety
of designs. Some older applications
use a positive displacement "roller
cell" pump. This type uses rollers
mounted on an offset disc that rotates
inside a steel ring.
• Fuel is drawn into the spaces (cells)
between the rollers and pushed along
from the pump inlet to the outlet.
• This type of pump can generate very
high pressure, and the flow rate tends
to be constant. But the output comes
in pulses, so a muffler is often
mounted in the fuel line after the
pump to dampen pressure pulses.

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 PULSATION DAMPERS
• The fuel pressure is maintained at the fixed pressure
in relation to intake manifold vacuum by the pressure
regulator. However, there are slight variations in line
pressure due to injection. The pulsation damper acts
to absorb these variations by means of diaphragm
with spring.

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 FUEL PRESSURE REGULATOR
• The pressure regulator regulates the fuel pressure to the
injectors. Fuel injection quantity is controlled by the duration of
the signal applied to the injectors. Therefore, a constant
pressure must be maintained to the injectors. However, due to
variations in the fuel pressure (due to injection) and to changes
in the manifold vacuum, the fuel injection quantity will vary
slightly even if the injection signal and fuel pressure are
constant. Therefore, to obtain an accurate injection quantity,
the sum of the fuel pressure and intake manifold vacuum must
be maintained at a constant value.

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 INJECTORS
• The injector is an electro magnetically operated nozzle that injects
fuel in accordance with a signal from the ECU.
• When the solenoid coil receives signal from
the ECU, the plunger is pulled against spring
tension. The plunger is connected to the
valve. Therefore the valve is also pulled
from its valve seat. Consequently the fuel is
injected as shown by arrows direction in the
illustration. Fuel volume is controlled by the
duration of the signal, because the needle
valve stroke is fixed.

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 Types of fuel injection methods
1. Simultaneous fuel injection
2. Group injection
3. Sequential fuel injection (SEFI)
4. Cylinder individual fuel injection (CIFI)

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 fuel line
• Fuel line hoses carry gasoline from the tank to the
fuel pump, to the fuel filter, and to the fuel injection
system. While much of the fuel lines are rigid tube,
sections of it are made of rubber hose, which absorb
engine and road vibrations.
• There are two basic types of fuel hose: Fuel and oil
hoses that meet the SAE 30R7 standard, and fuel
injection hose that meets the requirements of SAE
30R9.

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• How system work:

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• When the driver turns the ignition key on, the
power train control module (PCM) energizes a
relay that supplies voltage to the fuel pump.
The motor inside the pump starts to spin and
runs for a few seconds to build pressure in the
fuel system. A timer in the PCM limits how
long the pump will run until the engine starts.
• Fuel is drawn into the pump through an inlet
tube and mesh filter sock
• The fuel then exits the pump through a one-
way check valve and is pushed toward the
engine through the fuel line and filter.
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• The fuel filter traps any rust, dirt or other solid
contaminants that may have passed through the
pump to prevent such particles from clogging the
fuel injectors.
• The fuel then flows to the fuel supply rail on the
engine and is routed to the individual fuel
injectors. A fuel pressure regulator on the fuel rail
maintains fuel pressure, and recirculates excess
fuel back to the tank.
• The fuel pump runs continuously once the engine
starts, and continues to run as long as the engine
is running and the ignition key is on. If the engine
stalls, the (PCM) will detect the loss of the RPM
signal and turn the pump off.
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 SELF DIAGNOSTIC FUNCTION
(TOYOTA)
►The ECU contains a built-in diagnostic function.
►Depending on the vehicle model, the diagnostic system has a
normal mode only, or it can have a normal mode and a test
mode.
• Normal mode – when malfunction is detected ECU registers the
system, this information is retained in memory even after the
ignition switch is turned off.
• Test mode – used to detect intermittent problems such as poor
contact which are difficult to detect in the normal mode.

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 Accessing fault codes (Toyota)
• Fault code can be read in different ways
– Using check engine lamp
– Using hand held equipments (Scan Tool)
– Using computers organized for diagnosis purpose.
Using check engine lamp
• Normal mode
By connecting TE1 and E1 terminals of check
connector or TDCL
• Test mode
 By connecting TE2 and E1
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 1. "CHECK ENGINE" LAMP CHECK
• The "CHECK ENGINE" lamp should come on when
the ignition switch is turned on (engine not
running).
• When the engine is started, the "CHECK ENGINE"
lamp should go off. If the light remains on, it
indicates that the diagnostic system has detected
a malfunction or abnormality in the diagnostic
system.

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 2. OUTPUT OF DIAGNOSTIC CODES
• To output the diagnostic codes, proceed as follows:
A. Initial conditions:
• Battery voltage at 11 V or higher
• Transmission in "N" range
• All accessories switched off
B. Turn the ignition switch on.
C. Using the SST, connect terminal T or TE1 with terminal
E1 of the check connector or the TDCL.
D. Read the diagnostic code as indicated by the number of
flashes of the "CHECK ENGINE" lamp.

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 DIAGNOSTIC CODES
1. Normal code indication
• The lamp will alternately blink on and
off 2 times per second.

2. Malfunction code indication

• As an example, the blinking patterns for codes 12 and 31 are as
shown in the illustration.
• The lamp will blink the number of times equal to the malfunction
code.

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• It will go off for a longer period as follows:
 Once between the first and second digit of the same code, 1.5
seconds.
 Once between one code and the next code, 2.5 seconds.
 Once between all malfunction codes, 4.5 seconds.
NOTE:
 The diagnostic code series will be repeated as long as check
connector terminals TE1 and E1 are connected.
• In the event of a number of malfunction codes, indication will begin
from the small value and continue in order to the larger value (s).
• When the automatic transmission is in the "D", "2", "L" or "R" range,
or when the air conditioner is on, or when the accelerator pedal is
depressed, code "51" (switch condition signal) will be output, but this is
normal.
• After the diagnostic code check, remove the SST from the check
connector
• Repair the fault and clear the diagnostic code by removing BATT 15A
fuse or battery terminal for 10 seconds.
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