Module 1 – Lesson 3

FUEL INJECTION TIMING

DIESEL ENGINE FUEL INJECTION TIMING
DIESEL ENGINE

The diesel engine (also known as a compression-ignition or “CI” engine)

is an internal combustion engine in which ignition of the fuel that has been
injected into the combustion chamber is initiated by the high temperature
which a gas achieves when greatly compressed (adiabatic compression). This
contrasts with spark-ignition engines such as a petrol engine (gasoline
engine) or gas engine (using a gaseous fuel as opposed to gasoline), which use
a spark plug to ignite an air-fuel mixture.

INJECTION TIMING
 Injection timing is the time at which injection of fuel into the
combustion chamber begins.
 this quantity is defined in terms of after how many degrees of the
crankshaft's rotation should the fuel be injected.
 also called “start of injection” (SOI).
Four Stroke Cycle Diesel Engine
Four stroke engines have twice as many teeth on the camshaft gear (or
sprocket) as there are on the crankshaft gear. This means the camshaft runs
at half the speed of the crankshaft. The camshaft turns (injection and valves
operate) only once for every two revolutions of the crankshaft.

The cylinders are numbered 1- 4. The

timing assembly consist of rockers 5, valves 6,
push rod 7, cams 8, camshaft 9 and timing
gear 10. The crankshaft is 11 and the flywheel
12.

our Cylinder Engine

Four Stroke Cycle Diesel Engine Timing

Figure 2. Four stroke timing

The induction stroke commences when the inlet valve opens 25° before tdc
when air is drawn into the cylinder as the piston moves down. The intake
valve closes 30° after bdc. The air is now trapped in the cylinder and as the
piston rises on the compression stroke, the air is compressed. As the air is
compressed, it rises in temperature. When the piston reaches 5° before tdc,
the injection of fuel commences and continues until 25° after tdc.
The heat in the compressed air ignites the fuel and combustion takes place.
The gases expand forcing the piston down on the power stroke.
The exhaust valves opens at 45° before bdc and the exhaust gases are
discharged as the piston rises on the exhaust stroke. Most of the exhaust
gases have been discharged as the piston nears tdc. However, at 25° before
tdc, the inlet valve opens and air enters the cylinder and helps discharge any
remaining exhaust gases until the exhaust valve closes at 15° after tdc.

Figure 6.3. Four stroke timing Diagram

Both the exhaust valve and inlet valve are open from 25° before tdc to 15°
after tdc, an overlap of 40°. This is referred to as “valve overlap” and ensures
that all the exhaust gases are discharged from the cylinder and the cylinder
receives a fresh charge of air to make it more efficient when combustion next
takes place.
Therefore, there is one power stroke for every cycle or two revolutions of the
crankshaft.

Two Stroke Cycle Diesel Engine

With two stroke engines, injection occurs and the valves will open and close
on each turn of the crankshaft. In two-stroke engines, the camshaft must run
at the same speed as the crankshaft.

The two strokes of power followed by compression are required to complete

one cycle. The events of injection, combustion, expansion and compression of
the gases takes place as the four stroke engine, but the exhaust of the burnt
gases and the induction of air take place at the bottom of its stroke, this being
a chief difference between the two stroke cycle and the four stroke cycle.

Figure 6.4. Two stroke engine

There are variations in two stroke cycle engines. It has inlet ports and exhaust
valves. The inlet holes or ports are in the lower section of the cylinder liner
wall. The piston uncovers the inlet ports as it moves down the cylinder. The
piston covers the inlet ports as it moves up the cylinder. This action has the
same effect as a valve opening and closing. An engine driven scavenge blower
is fitted and the incoming air is blown into the cylinder through the inlet ports
when they are uncovered by the piston.

Figure 6.5. Two stroke timing

Induction commences at 49° before bdc when the piston has uncovered the
inlet ports. Air is forced into the cylinder by the scavenge blower as the piston
moves down to bdc and back up again until it covers the inlet ports at 49°
after bdc.

As the piston rises, the exhaust valve closes at 62° after bdc. The air is now
trapped in the cylinder and as the piston rises the air is compressed and rises
in temperature.
Fuel is injected before tdc and continues after tdc. Two stroke engine do not
specify the period of injection as this will vary depending upon the engine
speed, the load and the size of the injectors. The camshaft contains the
exhaust valve cams as well as the unit injector cams. Therefore, if the exhaust
valve timing is correct, the unit injector timing will be correct providing the
injector follower is adjusted to a definite height in relation to the unit injector.
A special gauge is supplied to set this height.
The heat in the compressed air ignites the fuel and combustion takes place.
The gases expand forcing the piston down on the power stroke.

The exhaust valve opens at 83° before bdc allowing the burned gases to
escape into the exhaust manifold. However, at 49° before bdc, the inlet ports
are uncovered by the piston and air enters the cylinder and helps discharge
any remaining exhaust gases until the exhaust valve closes at 62° after bdc.
The whole cycle is then repeated.

There is one power stroke for every revolution of the crankshaft.

Firing Order
In engines with several cylinders, the cylinders are designed to fire one after
the other, to increase the smooth delivery of power. They do not fire in
consecutive order (1,2,3,4,5,6,7,8), as this would have the effect of twisting
one end of the crankshaft while the other end tries to catch up. Instead,
cylinders are designed to fire, first at one end of the engine, then at the other.
In this way, the power thrust is more evenly balanced on each end of the
crankshaft.
Typical firing orders for internal combustion engines are:

Four cylinder engines

1,3,4,2 (sometimes 1,2,4,3)

Six cylinder engines 1,5,3,6,2,4 (or 1,3,5,6,4,2)
Vee eight cylinder engines 1,5,4,8,6,3,7,2 is most common

Figure 6.6. Firing sequence

GASOLINE INJECTON TIMING

Fuel Injection Timing
• The fuel injection timing is one of the most important operating
parameters that affect the atomization, mixture formation and
combustion which determines the performance and emissions of a
gasoline engine. Optimizing the injection timing will improve the
performance of the engine to a large extend.

Three Types of Injection Timing

1. Intake Stroke Injection Timing/ Homogenous mode
• When petrol is injected during the intake stroke (while the air is being
drawn into the cylinder), the fuel will mix with all of the air in the
cylinder, resulting in complete mixing or homogenous mixture
formation.
 Figure 6.7. Intake Stroke Injection Timing

2. Compression Stroke Injection Timing/ Stratified Charge Mode

 At low torque output up to about 3000 rpm the engine is operated in
Stratified Charge Mode. In this mode the injector adds the fuel during
the compression stroke, just before the spark plug fires.
 In the period between the injection finishing and the sparkplug firing,
the airflow movement within the combustion chamber transports the
air/fuel mixture into the vicinity of the sparkplug. This results in a
portion of relatively rich air/fuel mixture surrounding the sparkplug
electrode while the rest of the combustion chamber is relatively lean.

3. Homogenous Stratified Charge Mode

. • The initial injection occurs during the intake stroke, giving plenty of
time for the fuel to mix with the air throughout the combustion
chamber. Then, during the compression stroke, a second amount of
fuel is injected. This leads to the creation of a rich zone around the
sparkplug. The rich zone easily ignites, which in turn ignites the leaner
air/fuel ratio within the remainder of the combustion chamber. Of the
total fuel addition, approximately 75 per cent occurs during the first
injection and 25 per cent in the second. The Homogenous Stratified
Charge Mode is used during the transition from Stratified Charge to
Homogenous Modes.

Ignition Timing
• Ignition timing, in a spark ignition internal combustion engine (ICE), is
the process of setting the angle relative to piston position and
crankshaft angular velocity that a spark will occur in the combustion
chamber near the end of the compression stroke.
 • Setting the correct ignition timing is crucial in the performance of an
engine. Sparks occurring too soon or too late in the engine cycle are
often responsible for excessive vibrations and even engine damage. The
ignition timing affects many variables including engine longevity, fuel
economy, and engine power.
Gasoline Direct Injection
• Gasoline Direct Injection (GDI) is a type of fuel injection system that
sprays gasoline directly into the combustion chamber. Like engines
equipped with Multiport Fuel Injection (MFI) systems, there is a
separate fuel injector for each of the engine's cylinders. But instead of
mounting the injectors in the intake manifold so the injectors spray fuel
into the intake ports in the cylinder head, the GDI injectors are
mounted in the cylinder head and spray fuel directly into the
combustion chamber instead of the intake port.
Gasoline Direct Injection Applications
• Gasoline direct injection is used on a variety of late model engines:
Audi, BMW, GM, Ford, Hyundai, Kia, Lexus, Mazda, MINI,
Nissan, Porsche, VW and others. Some recent domestic applications
include Ford Eco boost engines (which are also turbocharged) in the
2010 Focus & Edge and 2011 Explorer, and the DI 3.6L V6 engine in
the 2010 Buick Lacrosse and Enclave, 2010 Cadillac STS and CTS,
2010 Camaro V6, 2010 Chevy HHR SS, 2010 Chevy Traverse and GMC
Acadia. The 2014 Corvette LT1 also has direct injection.
• By 2016, almost half of all new vehicles sold in the U.S are predicted to
have gasoline direct injection engines.

FUEL INJECTION STRATEGIES FOR GASOLINE ENGINE

Based on Number of Injection

• Single injection
o It is the traditional way of injecting fuel to the combustion
chamber. Where the fuel is injected in the intake stroke.
• Split injection
o It is the strategy where in fuel is injected more than once per
cycle in different strokes.
o It can be in intake and compression, or in intake and expansion.
• Multiple injection
o It is also the same with the split injection, which is more
injections per cycle but in the same stroke.
o It can be in intake or compression prior to ignition.

Based on Engine Load

• Ultra lean burn or stratified charge mode
o The air and fuel ratio can be as high as 65:1 for a very limited
time.
 o This is used for light-load running conditions, at constant or
reducing road speeds, where no acceleration is required.
o The fuel is not injected at the intake stroke but rather at the
latter stages of the compression stroke.
• Stoichiometric mode
o This is used for moderate load conditions.
o Fuel is injected during the intake stroke, creating a homogeneous
fuel-air mixture in the cylinder.
• Full power mode
o This is used for rapid acceleration and heavy loads like when
climbing a hill.
o The air-fuel mixture is homogeneous and the ratio is slightly
richer than stoichiometric, which helps
prevent detonation (pinging). The fuel is injected during the
intake stroke.

Based on Injector location

• Indirect Injection
o The fuel is injected outside the combustion chamber, where it
allows the fuel to mix with the air to produce a homogenous
mixture.
o The disadvantage of this one is that carbon builds up in the
intake and intake valve.
• Direct injection
o In this strategy, fuel is injected right into the combustion
chamber.
o This allows the fuel to be fully burn. The negative effect of this
one is that dirt builds up in the intake and intake valve for fuel
in not flowing in it anymore.

Advantages of good Injection Strategy

• Better fuel consumption.
• Better fuel efficiency
• Better combustion
• Lesser carbon monoxide emission
• Better fuel economy

FUEL INJECTION STRATEGIES FOR GASOLINE ENGINE

Based on Number of Injection

• Single injection
o It is the traditional way of injecting fuel to the combustion
chamber. Where the fuel is injected in the intake stroke.
• Split injection
o It is the strategy where in fuel is injected more than once per
cycle in different strokes.
 o It can be in intake and compression, or in intake and
expansion.
• Multiple injection
o It is also the same with the split injection, which is more
injections per cycle but in the same stroke.
o It can be in intake or compression prior to ignition.

Based on Engine Load

• Ultra lean burn or stratified charge mode
o The air and fuel ratio can be as high as 65:1 for a very limited
time.
o This is used for light-load running conditions, at constant or
reducing road speeds, where no acceleration is required.
o The fuel is not injected at the intake stroke but rather at the
latter stages of the compression stroke.
• Stoichiometric mode
o This is used for moderate load conditions.
o Fuel is injected during the intake stroke, creating a
homogeneous fuel-air mixture in the cylinder.
• Full power mode
o This is used for rapid acceleration and heavy loads like when
climbing a hill.
o The air-fuel mixture is homogeneous and the ratio is slightly
richer than stoichiometric, which helps
prevent detonation (pinging). The fuel is injected during the
intake stroke.

Based on Injector location

• Indirect Injection
o The fuel is injected outside the combustion chamber, where it
allows the fuel to mix with the air to produce a homogenous
mixture.
o The disadvantage of this one is that carbon builds up in the
intake and intake valve.
• Direct injection
o In this strategy, fuel is injected right into the combustion
chamber.
o This allow the fuel to be fully burn. The negative effect of this
one is that dirt builds up in the intake and intake valve for fuel
in not flowing in it anymore.

Advantages of good Injection Strategy

• Better fuel consumption.
• Better fuel efficiency
 • Better combustion
• Lesser carbon monoxide emission
• Better fuel economy

FUEL INJECTION CONTROL STRATEGIES OF DIESEL ENGINES

The modern electronic fuel injection system is known to keep the emission
levels within limits without compromising the performance of the engine
and will continue to play a vital role in the development of improved diesel
engines for the foreseeable future.

 INJECTION PRESSURE
-This strategy controls the spray penetration and improves fuel atomization
by higher injection pressure.

 INJECTION RATE SHAPING

-Fuel injection rate shaping is a phenomenon to vary the injection rate
over the course of a single fuel injection.
-To control the injection rate, the parameters like injection pressure,
spray hole diameter, number of spray holes and injection duration must be
optimized.

 SPLIT OR MULTIPLE INJECTIONS

- In split or multiple injections there are one or two pilot injections at
low pressure help in reducing engine noise as well as NOx emissions.
- But nowadays, high pressure common rail fuel injection systems
allows a very high degree of flexibility in the timing and quantity
control of multiple injections, which can be used to obtain significant
reductions in engine noise and emissions without compromising its
performance and fuel consumption.

2 Modes of Split/Multiple Injection

• First mode uses a pilot + main injection strategy
• Second mode uses a main + post injection strategy

Pilot + Main injection strategy

• This split injection strategy can be implemented by injecting a small
amount of fuel prior to main injection.
• According to research, this strategy made the start of combustion
(SOC) occur more quickly because the first injected fuel prepares the
air-fuel mixture condition to ignite earlier. It is found that as the pilot
injection timing advanced, the ignition delay shortened. This is to
advance the SOC.
Main + Post injection Strategy
 • This injection strategy means that a small amount of fuel is injected
separately at the end of combustion.
• This increased the activation of the late combustion cycle, showing
that the PM emissions can be oxidized by post injection. However, PM
emission may increase if some of the post-injected fuel is included in
the diffusion of flame.

FUEL RAIL
A fuel rail is a thick- walled cylindrical metal pipe used to deliver high
pressure fuel to individual fuel injectors .The fuel rail is part of the fuel
injection system in your car; it runs parallel to and at a short distance from
the engine block. The fuel pressure in the fuel rail is controlled by the high
pressure fuel pump and the fuel pressure sensor . The fuel rail must be strong
enough to contain fuel under pressure without breaking and provide a steady
supply of fuel to all the injectors.

What Does the Fuel Rail Have to Do With the Motor?

In electronic fuel injection, or EFI, systems, each injector is opened and
closed by a solenoid, itself controlled by the vehicle’s onboard electronics.
Because the gas or diesel in the fuel rail is under pressure, it sprays out from
the injector when the valve opens, entering the combustion chamber.
Because there are no moving parts inside a fuel rail, there is no regular
service procedure. In common with most parts of the fuel system, however,
the fuel rail can become contaminated either by dirt drawn from the fuel tank
or by varnish. Varnish is a deposit that forms from decomposing fuel after
only a few months of disuse; cheaper grades of gas varnish more quickly than
premium grades. That said, because the nozzles in the injectors are much
smaller than the diameter of the fuel rail, contamination is more likely to
occur there. Because contamination can restrict the flow of fuel, the end
result can be lean operation or -- in extremely advanced cases -- stalling.
Increasingly poor engine performance is the usual indicator that cleaning is
required; idle becomes rough, and fuel economy decreases.

What are the devices attached on the Fuel rail?

1. Pressure sensor
2. Pressure control valve
3. Injectors
 Figure 6.8. Parts of Fuel Rail

1. Fuel tank
2. Fuel filter
3. Pre-filter
4. Electric Fuel Pump
5. High pressure fuel rail (common
rail)
6. Rail pressure sensor
7. Solenoid valve injector
8. Pressure control valve
9. High-pressure pump
What is CRI?
The CRI or Common Rail Injection system mechanism is consisting of three
major areas.
1. High pressure pump
2. Fuel rail
3. Injectors
The CRI is divided into two pressure side; first there is the low pressure
side of the system containing the fuel supply components. This normally features
an electric fuel pump in the fuel tank or in the fuel line. This pump takes in fuel
from the tank through a pre-filter and sends it to the high-pressure pump
typically at about 6 bar pressure. The electric fuel pump switches on when you
turn on the ignition key.
The next phase is the high pressure side of the mechanism starting with
the high-pressure pump. This pump is run by the engine and maintains a
specified fuel pressure which is independent of the engine speed and the quantity
of fuel being injected into the cylinders. This pressure generation process is
isolated from the fuel injection process by a fuel rail (the Common Rail) which
holds the pressurized fuel and feeds it into all the injectors depending upon the
requirement of each injector. The rail has a pressure sensor and a pressure
control valve attached to it. When the sensor picks up higher pressure in the rail
than what is specified by the engine ECU (Electronic Control Unit), the valve
opens and lets some fuel back into the low-pressure side until desired pressure
is reached again.
A fuel rail, technically known as a common rail, is essentially a pipe
(usually resembling a rail) used to deliver fuel to individual fuel
injectors on internal combustion engines. It is designed to have a pocket or seat
for each injector as well as an inlet for a fuel supply. Some fuel rails also
incorporate an attached fuel pressure regulator. Fuel rails are used on engines
with multi-point fuel injection systems, although some multi-point systems use
a fuel distributor with individual pipes or tubes to feed each injector.

Advantages:
 fuel pressure available on demand
 higher injection pressures and fine atomization of fuel
 injection pressure created independent engine speed
 multiple injection per cylinder is possible

Benefits:
 reduction of over-all exhaust emissions
 reduction of particulate emissions
 reduction of noise emissions
 Improved fuel efficiency