ering —Brief Notes Advanced Automobile en: Module I — Advanced Fuel Injection systems 1.1.1 Methods of improving fuel economy engine adjusting and replacing sp: can reduce fuel c This .e tune up — A properly tuned can reduce fuel consumption. This ae and iter, ark plugs, cleaning I and filter, cleaning 1. Proper eny includes changing ol a airfilter, adjusting ignition timing etc 3. Select tyres with low rolling resistance ~ Tyre width, constr affect the rolling resistance and hence the fuel economy Proper inflation pressure — A low inflation pressure could cai economy 4. Reduce wt golf bags ete will in 5. Switch off electrical consumption by alternator and incre 6. Driving habits — Sudden start, stop , accel 7. Minimise frictional losses of engine ~ At additives to reduce engine frictional losses &. Use omuise control when appropriate ~ This will make accelerator speed steady and reduce fuel waste due fo improper acceleration ne engine oil and replacing parts ~ Low cost oil , filter ete could increase consumption ng on clutch — Keeping foot on clutch pedal is called riding on clutch. This could cause clutch slip and increased fuel consumption 1.1.2 Advanced fuel Injection system ‘Automobile uses fuel injection system Since 1980. In this, or combustion chamber in the form of fine atomized spray. Fuel inj n type, tread pattern etc use up to 3% reduction in fuel tra unwanted load like camping materials, grills, Keep them out when not required. al loads means more power nwanted load in the car — Keeping © .crease fuel consumption. | loads when not required -More electric ased fuel consumption leration could increase fuel consumption. times flush lubrication system and use synthetic fuel is injected into intake manifold jection system has the following advantages. 1. Better atomisation — Injector injects fuel in the form of fine atomised spray which makes it easy to atomize and mix with air 2 Proper air fuel ratio for various driving condition- Since precisely calculated fuel is directly injected to manifold proper air fuel ratio can be maintained at all driving conditions. This will reduce fuel loss and pollution 3. Faster and smoother throttle response — Since fuel is injected directly in to manifold delay due to inertia of flow in the carburettor is reduced. 4. Stable idling at all temperature and load conditions — Precise control of fuel injection after measuring engine load, speed, engine temperature, intake air temperature etc makes idling stable at all temperature and load conditions 5, Better power output — Precise metering of fuel and air increase power output. 6. Better cold starting performance — Injection amount can be precisely controlled according to temperatures of engine and intake air 7. Better fuel efficiency- Fast and accurate control of air fuel ratio for various driving conditions improves fuel efficiency 8. Cleaner exhaust- Accurate air fuel mixture control + feed back control asper oxygen sensor ensures stoichiometric mixture and cleaner exhaust 9. Charge stratification possible — This is the process of keeping different mixture strength at various parts of combustion chamber. This can reduce knocking and increase power and efficiency.ity of the system — Computer control increase the reliability and reduce roadside 10. Better reliabil break downs : 11, Easier diagnosis ~ Fast and easy diagnosis & possible by sca rious circuits of carburettor is complex 2 Throttle body injection (TBD and Mul fuel injection system. In this, the carburettor which was ‘two fuel injectors in the same place. That is in ‘or supplies fuel to more than one cylinder, its for different operating conditions, ECU fo the air in the throttle body before throttle n tool where as the diagnosis of L2tand 12. port fuel injection (MPF) ‘Throttle body injection is the first-generation frted in the throttle body was just replaced by one OF TBI injectors are fitted in the throttle bods_and one inject Instead of carburettor drawing fuel through different circu anlpulates requited fuel amount and that fuel is injected in valve. vidual injectors fitted in the intake port just before ‘all cylinders and injectors supply fuel In multi-port fuel injection, each evlinder has its ind the intake valve. A single throttle body supplies measured air to individual cylinders. Comparing to TBI, MPFI has the advantage of reduced condensation of mixture due to waiting in the ‘manifold, This could result in variation of mixture strength. Which in turn cause poor response, .creased fuel consumption etc 1.2.1 Multi-port fuel injection system _(MPFI This system uses vario rating conditions. Engine EC rious sensors to detect th cle opel i ; ie engine and vehicle o} 1g calculates optimum fuel injection volume and inject to the intake an sing f i ae fuel injectors Figure above sh« i i actuators 1ows basic configuration of a typical MPFI. It has following components d sensors an 1. Engine ECU - ir Calculates optimum fuel injection quantity and timing, based on various sensors input. Operat lors to injet at calc jantity and timin, ut te inject iject fuel ulated quantity and ti igine speed and crank angle. This is a bi Sensors Detects eng ; ition sensor ~ Detects € raises ; 2. Crankshaft position senetl ie used for calculating the basic injection quantity and signal of the system. | timing. Engine cannot start if erank sensor signal is not available 5, Air flow meter (for L MPFI) or manifold pressure sensor (for D MPFI) = Measire ce unt of air flow in the intake manifold. It is also a basic signal used for calculating basic injection quantity - Camshaft position sensor ~ Detects camshaft timing. It is used for proper injection : la ‘Timing, Engine can be started even if this signal is missing. Water/ Engine coolant temperature sensor ~ detects temperature of engine coolant Iris used for correction of basic injection quantity according to temperature ECU makes the mixture rich when cold and lean when hot. 6. Throttle position sensor — Detects throttle opening angle. ECU uses this to understand the engine load while calculating the fuel quantity. In new vehicles this accelerator pedal position sensor serves this purpose. 7. Oxygen sensor ~detects amount of oxygen in the exhaust gas. It is used for keeping air fuel mixture near to stochiometric ratio. This is sometimes called Air fuel ratio(AF) sensor. There is another oxygen sensor after the catalytic converter(CAT) which is used for measuring the efficiency of CAT Actuators 8. Fuel injector - Fitted in the intake port of each cylinder and is operated by ECU to inject calculated amount of fuel 9. Fuel pump. - Itis another actuator of the ECU. It is operated by ECU up on receiving the crankshaft position signal. ~ Malfunction indicator lamp is another output actuator of ECU which is set on 10. MIL by ECU when any malfunction is detected in the electronic control system 1.2.3 D MPI and L MPFI Depending on the way of measuring intake air, there are two types of MPFI system. One directly measures the intake air mass, and one makes corrections based on the air volume. 1. L-MPEI (Air-flow control type)- This system directly measures intake air mass. It uses an air flow meter to detect the amount of the air flowing in the intake manifold. Airflow meter is intake air pipe between air cleaner and throttle body directly mounted on th 2, D-EFI (Manifold pressure control type) — This type measures the pressure in the intake manifold to detect the amount of the intake air using the intake air density. It uses manifold pressure sensor to measure the amount of intake air passing to the engine. Manifold pressureid by a small air engine compartment and conn convenient place in the engine compa sor is fitted at a convenient ee pane to the air pipe between air cleaner and throttle body ion system em 2. 7 MPFI system has 3 principal elements 1. Fuel supply system 2.Air ind and 3. Electronic control system 24 Fuel supply System ; _ aank and spray in the form of fine atomized spray to intake manifold This system draws fuel from regulated to maintain stable fuel injection The fuel pressure in the fuel fine must be Main components of fuel system are 4. Fuel tank - Stores the fuel required for the engine. Modern fuel tank is made of fiber material 2. Fuel pump assembly which includes a. Fuel pump Pump is operated by ECU through an electric motor to draw the fuel from tank and supply to fuel delivery pipe under pressure. ECU operates fuel pump only after it receives the engine speed signal from crankshaft sensor. If no crankshaft signal pump is not operated and engine cannot be started. A check valve in the pump remains closed when pump is not working. This keeps a residual pressure in the delivery pipe to start the engine immediately on cranking. If check valve is leaking no residual pressure could be maintained and long cranking before starting will be the result. A faulty pressure regulator could also result in lack of residual pressure in the delivery pipe b. Fuel pump filter — This is a strainer to filter the fuel before entering the pump ©. Fuel filter —It is used for fine filtering of the fuel to supply clean air to the fuel line d. Pressure regulator- It regulates the fuel pressure in the delivery pipe so that pressure remains almost the same. When excess pressure it is diverted back to fuel tank3. Delivery pipe — It is a fuel rail in which all the injectors are fitted. Whenever the engine is working/ Cranking fuel under constant pressure will be available in the delivery pipe to be ready to be injected in to the manifold when the injectors are operated by ECU. Injector — It is basically a solenoid valve that is operated by ECU at calculated timing for calculated duration. Fuel injection quantity is varied by ECU by changing the duration of opening of injector. That is if more fuel is required ECU keeps the injector opened for more time and if less fuel is required ECU keeps the injector opened for less duration. 5. Pulsation damper — This is used to avoid fluctuation of fuel pressure in the delivery pipe when fuel injectors are operated. When injection is happening in one injector fuel pressure in the delivery pipe could drop, which could result in a low injection quantity for next injector. This problem is avoided by pulse damper by acting as a pressure regulator for sudden pressure drops.1.2.6 In addition to this, pulse damper can act as quick checker for the availability of fuel pressure in the delivery pipe. The small bolt in the damper will come out when there is pressure I the delivery pipe. ‘f bolt is not coming out, we can understand that there is no pressure in the delivery pipe. This is often used to check the operation of fuel pump. and actuators nd 1.2.7 Electronic control s actuators and ECU. ECU receives signals from ns and operate actuators accordingly. Air flow sensor, Throttle position sensor, MPFI electronic control system includes sensors, arious sensors about engine and vehicle operating cond ensors in the MPF] system are Crankshaft position sensor, Engine coolant temperature sensor, Air temperature sensor, camshaft position sensor, Oxygen sensor, starter signal ete ‘Actuators in the MPFI system are Fuel pump and fuel injectors Sensors (Crank shaft position sensor — This sensor gives the information of engine speed and crank angle to the ECU. This is a basic signal required for the operation of the engine. If crank shaft sensor signal is not available ECU will not operate the fuel pump and spark. This signal is one of the 2 signals used for basic injection volume calculation. The other one is the air flow signal. This sensor includes a signal rotor having 36-1 teeth mounted on the crankshaft and rotate Rotation of the rotor is picked up by a pick-up coil to give a pulse signal at every 10° (360/36 of crank angle. The rotor is so fixed on the crankshaft such that when the missing teeth reaches near pick up coil, the first cylinder piston would be at TDC. That is the missing teeth in the crankshaft sensor signal is read by ECU as the TDC of the first cylinder. ECU cannot judge this TDC as compression TDC or exhaust TDC as this missing signal comes in both compression TDC and exhaust TDC. To identify this ECU relays on camshaft sensor signal Cam shaft position sensor — Operation of camshaft sensor is basically same as owt Sensor. Its rotor is mounted on the camshaft and has only 3 lobes. The vacant : ee Position indicates the compression TDC of first cylinder. Thus, the main job of -amshaft sensor is to indicate compression TDC to the ECU : \ Air fk i Airow sensor a Sensor measures the amount of air flowing in the intake manifold. It used by ECU to calculate amount of fuel required. If this signal is missingThey are electronic devices operated by ECU. After receiving signals from various sensors, TCU. determines the operating state of actuators and sends out corresponding signal to actuators for operating it Following are examples of actuators of MPFI system Fuel injectors inject fuel to the intake port asper signal received from ECU ECU operates injectors according to information received from various sensors. ECU control the injection volume by controlling the duration of ‘opening of the injector. If injectors are opened for more time more fuel is injected and if injectors are opened for less time less fuel is injected. Injection operation duration will be milliseconds Signals from the engine ECU cause current to flow in the solenoid coil, which causes the plunger to be pulled, opening the valve to inject the fuel. ve amount ofthe fuel injection is controlled atthe time the current is flowed to the solenoid. Fuel pump —Fuel pump is operated by ECU through fuel pump relay. ECU operates fuel pump when it receives engine speed signal from crankshaft position sensor. atest model engines use a variable speed pump whose speed is controlled by ECU depending on the load and speed of the engine Mal function indicator (MIL) lamp or check engine lamp Itis another actuator operated b i i h 0 yy ECU. This lamp is set on by ECU when i detected in the engine control system. The system must be then Miagnossd by sean wal. .Function of Electronic Control unit ECU ECU is a microcomputer faster than PCs with most of us. It controls a series of actuators based on information from various sensors to ensure optimal engine performance with minimum emission levels. ECU is the brain or control unit of the MPFI system. It receives the information of operating conditions from various sensors. It then calculates the optimum fuel injection volume and ignition timing. Accordingly, it operates the actuators to inject the fuel and bring the spark. Engine ECU serves many functions like back up function, fail safe function, diagnosis function ete. Back up function means if any of the signal is missing ECU substitute that signal based on other signals and operate the engine without fail. How ever ECU sets the malfunction indicator lamp on to alert the driver that there is complaint in the system. Fail safe function means if some signal is missing ECU will limit the operation of the engine to avoid consequential damages to other systems. Diagnosis function means when a fault is detected in the electronic control system ECU set the MIL on to alert the driver about the fault. ECU also stores a mal function code which can be retrieved by scan tool. This code will indicate the area of malfunction making the repair very easy Simultaneous / Group / Sequential fuel injections Ifall injectors of MPFI injects at the same time it is called simultaneous injection. In this case some injectors will inject fuel much before than required by that cylinder. It may cause condensation loss In group injection injectors are grouped such that a group of injectors inject at the same time. For example injectors for cylinder | and 3 is injected one time as a group and injectors for cylinders 2 and 4 are injected one time as another group. This reduces waiting time of injected fuel to enter the cylinder In sequential injection each injector injects just before the suction of stroke of that particular Cylinder. This reduces the waiting timing of all injected fuel and hence the condensation loss is Minimised, which will increase fuel efficiency, emission and power output.1.2.5 Gasoline direct injection system (GDI) In GDI system, each cylinder has fuel injectors fitted directly in the combustion chamber. Highly pressurised gasoline fuel is directly injected in to the combustion chamber through these injectors. A high-pressure pump pressurises the fuel and supply to injectors through a common fuel line Individual injectors are operated by ECU to inject metered amount of fuel directly in to the cylinder. Modern car industry is increasingly shifting towards GDI. Among the gasoline engines. share of GDI engine has increased to 45% in 2015 from 3% in 2008, Pressure Sensor High Pressure |.) Fuel Pump Solenoid GDI Electronic control circuit Charge stratification can easily be done in the GDI which ini h results in improved fi i a power output and reduced emission at low loads. Prone Net eticteney. Hh dvantages of GDI is that, the ii i in i ii bps vars is that, the increased carbon built up in the cylinder, especially around intake Itra-lean burn could cause increased Nox emission which must be controlled by CA N ion ‘mus ro) The hi i ae igh pressure (about 150-160 bar) required to inject the fuel is generated by a high pressure Pump which is generally driven by cam shaft. The fuel pressure in the supply line ismeasured by fuel pressure sensor, ECU afer reading this input from fuel pressure sensor, regulates the pressure by a pressure regulator mounted on the high-pressure pump. Fuel injection amount and timing is precisely controlled according to engine operating conditions measured by various sensors mentioned in MPFI system. Asper sensor inputs, injection volume and timing are controlled to obtain various modes like stratified mode, stochiometric mode, full power mode etc. There will be an additional fuel pressure sensor on the fuel rail to give information of fuel pressure. According to this input ECU regulates the fuel pressure in the rail with the help of pressure regulator in the high-pressure pump. In stratified mode fuel is injected at the end of compression stroke resulting in very lean mixture near the chamber walls which will reduce knocking and increase fuel efficiency. This mode is activated during cruising, In stoichiometric mode fuel is injected during intake stroke which results in homogeneous mixture with a strength of stoichiometric ratio. This mode is used during low and medium load speed conditions. When additional power is required such as climbing a hill or acceleration etc full power mode is activated where a slightly richer than stoichiometric fuel ratio is used. Fuel is injected during intake stroke, as in stoichiometric mode to obtain a homogeneous mixture. GDI Advantages and disadvantages Advantages 1. Increased power out put 2. Low fuel consumption 3. Low noise and vibration a 2 Cleaner exhaust — Low CO and HC emission Reduced smoke \dvantages 6. High initial cost 7. High replacement cost for injectors and high-pressure lines 8. Increased carbon built up in the cylinder 9. High NOx formation due to ultra-lean burn 1.2.8 Common rail diesel injection system (CRDI) Common rail diesel injection system was developed by Swiz engineer Robert Huber in the year 1960. The first engine running on CRDI principle was developed in Japan by Denso in the year 1994, Modern CRDI engines are almost same as MPFI and GDI engines. Most of the sensors and actuators are working on the same way ‘CRDI as MPFI is an electronically controlled engine, in which extra high pressure (up to 250 M Pa) fuel is stored in a strong fuel rail called common rail. Alll injectors are connected to this common rail 50 that calculated amount of this high-pressure diesel is injected directly in to the combustion chamber according to firing order and the precise timing calculated by CRDI ECU ECL calculates the injection volume, timing and pressure of injection according to operating Conditions measured by various sensors, Unlike the MPFI, the high-pressure crankshaft and its pressure is contro! the SCV according to load, speed Pump (that is commonly known as supply pump) is driven by lied by ECU using suction control valve (SCV). ECU operates and current pressure value in common rail.As per calculated timing ECU opens injectors to inject this high-pressure fuel in to the combustion chamber in the form of fine atomized spray. Advantages of Comm 4. Good power and performance ~ This is because of steady supply of high pressure fuel to the injectors. As a result, stable combustion can be maintained by precisely controlling the injection for each cylinder. 2. High combustion efficiency resulting lower fuel consumption 3. Reduced emissions 4. Reduced noise. 5. Less smoke compared to conventional dies L. High initial cost high pressure pump, injectors, electronic controls ete 2. High repair cost incase of complaints 3. Components and sealing devices must be strong and durable,black or silver in colour. There will be threaded connections for fuel inlet from supply pump, fuel delivery to injectors and fuel return to tank. Fuel pressure sensor, mechanical fuel pressure limiter (safety valve) and pressure discharge valve (some models only) are mounted on common rail, There will be holes for bolting the common rail to engine block. ECU operate pressure discharge valve to control the fuel pressure in the common rail. Excess pressure is relieved back to the fuel tank when ECU open pressure discharge valve Supply pump — It is a mechanical rotor type pump driven by engine crankshaft, There will bea low-pressure pump to lift the fuel from tank to the supply pump. Low pressure pump and high- pressure pump are housed in a common housing and is known as supply pump. Both pumps are riven by crank shaft. There will be a suction control valve on the pump to control the outlet pressure of the pump. The supply pump can generate a pressure as high as 250 M Pa. Engine ECU controls the opening of SCV to control the output pressure of SCV 3, Fuel injector — Precise multi hole injectors are mounted on the head through to combustion chamber. Injectors have fine holes to inject high pressure diesel in the form of a mist in to the combustion chamber. The size and orientation of the holes are so designed such that when injected the mixture will readily burn Injectors are operated by ECU according to the firing order as per timing calculated by ECU. ECU operates injectors through Electronic driver unit (EDU). EDU is basically a step-up transformer which increase the voltage to a higher lever for easy operation of injectors.Sensi ECU energizes the solenoid coil for a calculated duration as per calculated fuel amount. This will open solenoid valve and release fuel pressure on top of piston. Fuel pressure at bottom of piston lifts the piston against spring pressure and the high pressure diesel is injected to the combustion chamber through fine holes opened by lifting of nozzle needle. Electronic Control Unit (ECU) — This is the brain controlling the operation the system. It receives formation of engine and le operating conditions from various sensors. ECU then calculate target injection volume, injection pressure and injection timing. ECU uses crankshaft position sensor signal and accelerator pedal position sensor signal to calculate basic injection quantity. All other sensor information is used to adjust (corrections) basic injection quantity ECU operates the actuators to obtain calculated injection volume, pressure and timing. Actuators in CRDI system are SCV and pressure discharge valve to control fuel pressure, EDU to drive injectors. By controlling both common rail pressure and injector opening time, ECU precisely control the injection volume as calculated for engine operating condition in the CRDI Most of the sensors in the CRDI is same as sensors already explained in MPFI. Following are the sensors used in CRDI SSN Aha Y NL Crankshaft position Fuel pressure sensor Camshaft position sensor Air flow meter Intake air temperature sensor Engine coolant temperature sensor Accelerator pedal position sensor Turbo pressure sensor Oxwgen Senso¥ Except fuel pressure sensor and turbo pressure sensor all other sensors construction and operation is same as that of MPFI system Fuel pressure common rail. It provides a 0-5 v DC of fuel in the rail is less and voltage i sur sensor is mounted on the common rail and ms sasures the fuel pressure in the signal to ECU. The voltage will be less when the pressure increases as the pressure increases.Based on this signal ECU controls SCV and pressure discharge valve to ‘maintain the fuel pressure equal to calculated target pressure. Turbo pressure sensor Itis mounted on engine intake manifold at the exit from turbo. It measures the pressure in the intake manifold and supply this information to ECU. It provides 0-5 V DC supply as the signal. The voltage will be less when the pressure in the manifold is less and the voltage increases as the pressure increases, Accelerator pedal position sensor APP sensor is mounted on the accelerator link and measures the opening of accelerator pedal. ECU uses this information to calculate basic injection quantity. APP sensor provides a 0-5 v DC supply as the signal Voltage reading will be less when the accelerator is less pressed. Signal voltage increases as the accelerator is depressed