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WHY GASOLINE INJECTION?
• To have uniform distribution of fuel in a multicylinder engine.
• To improve volumetric efficiency.
• To reduce or eliminate detonation.
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Electronic Fuel Injection (EFI) system main components
Modern gasoline injection systems use:
1. Solenoid Operated Fuel Injectors
2. An Electronic Control Unit (ECU)
3. Sensors
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The fuel injector is a solenoid switch that’s either on (fuel flows) or off
(fuel doesn’t flow). (Courtesy Kawasaki Motor Corp., U.S.A.)
1. Fuel Injectors
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Typical sensors for an electronic fuel injection system
• Exhaust gas or oxygen sensor -
• Engine temperature sensor -
• Air flow sensor -
• Air-inlet temperature sensor -
• Throttle position sensor -
• Manifold pressure sensor -
• Camshaft position sensor -
• Knock sensor -
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Electronic fuel injection system
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Types of Injection Systems
• Gasoline direct injection into the cylinder (GDI)
• Port injection
• Manifold injection
Another Classification of Injection Systems
Multi-Point Injection (MPI)
(a) Gasoline direct injection into the cylinder (GDI).
(b) Port injection.
Single-Point Injection (SPI)
(c) Throttle body injection
Injection Systems can be classified into:
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a. Gasoline Direct Injection (GDI) Engine (Stratified-Charge Engines)
• Fuel is injected directly into the cylinder during the intake stroke or the
compression stroke
• High pressure injector required, 5-10 MPa
• Need bowl in piston design to direct the fuel spray towards the spark plug
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During intake stroke air enters the cylinder
Near the end of the compression stroke fuel is injected and directed
by the piston head bowl towards the spark plug
The mixture at the spark plug is “rich” in fuel thus easy to ignite but
the amount of fuel injected results in an overall “lean” fuel-air mixture
Lowers heat transfer to the walls but increases thermal cyclic load on
the spark plug, and standard catalytic converter doesn’t work
a. Gasoline Direct Injection (GDI) Engine (Stratified-Charge Engines)
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Engine that combines the best features of SI and CI engines:
• Operate at optimum compression ratio (12-15) for efficiency by injecting
fuel directly into engine during compression (avoiding knock associated
with SI engines with premixed charge)
• Control engine power by fuel added (no throttling no pumping work)
• Increasing the engine volumetric efficiency.
• Create easily ignitable fuel-air mixture at the spark plug and a leaner
fuel-air mixture in the rest of the cylinder.
• Lean burn results in lower emissions and higher energy efficiency
a. Gasoline Direct Injection (GDI) Engine (Stratified-Charge Engines)
Benefits of GDI system
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• Manifold wetting is eliminated due to the fuel being injected' into or
close to the cylinder and need not flow through the manifold.
• Formation of ice on the throttle plate is eliminated (Carburetor Icing).
a. Gasoline Direct Injection (GDI) Engine (Stratified-Charge Engines)
Benefits of GDI system
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Example:
Mitsubishi GDI engine achieves complete combustion with an air-fuel
ratio of 40:1 compared to 15:1 for conventional engines
This results in a 20% improvement in overall fuel efficiency and CO2
production, and reduces NOx emissions by 95% with special catalyst
a. Gasoline Direct Injection (GDI) Engine (Stratified-Charge Engines)
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b. Port Injection (Semi direct injection) Multi-point Fuel Injection (MPFI) system
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Multi point fuel injectors
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c. Single-Point Fuel Injection (SPFI) system Throttle Body Injection System
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Fuel Injection System
Throttle
Fuel tank
Air intake
manifold
During start-up the components are cold so fuel evaporation is very slow, as a result
additional fuel is added through a second injecting valve
200 KPa
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c. Throttle body for air flow control
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Problems associated with injection systems
• High maintenance cost,
• Difficulty in servicing,
• Possibility of malfunction of some sensors.
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Diesel Indirect-Injection (IDI) Process Diesel Direct-Injection (DI) Process
Injection in diesel engines