A

Seminar report
ON
ELECTRONIC FUEL INJECTION SYSTEM
Submitted By
SAGAR KUMAR PARIDA
1601298417

Under the guidance of

PROF. SAMIR KUMAR PANDA

Submitted to PROF. SAMIR KUMAR PANDA

“BIJU PATTANAIK UNIVERSITY OF TECHNOLOGY”

In partial fulfillment of the requirement for the award of the degree of bachelor of
Technology (B.Tech)

Department of Mechanical Engineering

Gandhi Institute for Technology, GRAMADIHA, GANGAPADA,
BHUBANESWAR, ODISHA

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 CERTIFIFICATE
This is to certify that the seminar on “ELECTRONIC FUEL INJECTION SYSTEM” is a
bonafied record of the seminar delivered by “SAGAR KUMAR PARIDA”(Regd. No-
1601298417) under my supervision and guidance, in partial fulfillment of the requirements
for the award of Degree of Bachelor of Technology in Mechanical Engineering from
GANDHI INSTITUTE FOR TECHNOLOGY, Bhubaneswar for the year 2019-20.

HOD
Department of Mechanical Engineering Seminar Guide Seminar Coordinator

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 ACKNOWLEDGEMENT

The work presented in this dissertation would not have been possible without the help and
support of a large number of people .The author first expresses his heartiest gratitude to his
guide PROF. SAMIR KUMAR PANDA, Department of Mechanical Engineering,
GANDHI INSTITUTE FOR TECHNOLOGY, Bhubaneswar, Odisha, India for his
valuable guidance, help and encouragement in the course of the present work. The successful
and timely completion of the work is due to his constant inspiration and constructive critism.
I take this opportunity to express my deepest gratitude to PROF. SAMIR KUMAR
PANDA, Seminar Coordinator, Department of Mechanical Engineering and also a faculty
members of the Department of Mechanical Engineering, GIFT, Bhubaneswar for constant
advice, useful discussion, encouragement and support in pursuing the B-tech work. The help
and cooperation received from the principal and Dean Academic, GIFT, Bhubaneswar are
gratefully acknowledged.

SAGAR KUMAR PARIDA

Registration no. - 1601298417
Department of Mechanical Engineering
Gandhi Institute For Technology,
Bhubaneswar, Odisha.

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CONTENT

1. Abstract 5
2.Introduction 6
3.Basic EFI Principle 8
4.Fuel Injection 9
5.Types of Fuel Injection 10
6.working of Fuel Injection System 12
7.Advantages 15
8. Disadvantages 16
9. Conclusion 17
10.Reference 18

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1. ABSTRACT

In the Modern world, automotive electronics play an important role in the

manufacturing of any passenger car. Automotive electronics consists of advanced
sensors, control units, and “mechatronic actuator” making it increasingly
complex, networked vehicle systems. Electronic fuel injection (EFI) is the most
common example of automotive electronics application in Powertrain. An EFI
system is basically developed for the control of injection timing and fuel quantity
for better fuel efficiency and power output. In this paper, we will explain various
types of fuel injection system that are used most commonly now a days and will
also explain the various parameters considered during calculating base fuel
quantity during runtime.

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 2. INTRODUCTION:-

In modern world electronic controls are use almost in every major domain of automobile.
Therefore, the number of ECUs in a vehicle have increased abruptly as compared to the last
10 years.

One of the major advantages of using Electronics for controlling fuel injection is precise
control and timing of injector which leads to increase in the performance of the engine.

Modern electronics has reached that level of advancement that it can precisely perform its
functions whilst ensuring better efficiency and performance. They are extremely reliable and
required very less maintainace

Engine management system (EMS) is an essential part of any vehicle, which controls and
monitors the engine.

Although many other functions are also catered by EMS but usually it is a custom built
computer which is responsible for the running of an engine by monitoring the engine RPM,
load and temperature and initiating the ignition at the right time for the prevailing conditions
and controlling the flow of fuel to the engine in the exact quantity as required.

Embedded controllers are used for the implementation of engine management systems
known as Engine control unit (ECU).

There is the inability of humans to detect carbon monoxide (CO) by smell/taste and the
cumulative effects of CO on the body/blood could lead to carbon monoxide poisoning.

Tests are to be carried out in a ventilated area and the use of appropriate gas extraction
equipment which is in good working order pressurized fuel can be sprayed out when
components are being removed or replaced, this could lead to injury to eyes, face etc. also
fire.
Potential hazards associated with fire-damaged flour elastomer fuel hose (e.g. ‘Viton®’ fuel
hose).
Instruction is given on the correct and safe method for removing and replacing components
also the correct use and type of fire extinguisher.

Coming in contact with engine components e.g. exhaust related parts e.g. catalytic converter
when the engine is at working temperature could lead to serious burns .Instruction is given to
insure that all guards are in place before starting engine and appropriate personal protective
equipment(PPE) worn e.g. overalls, safety boots etc.
Improper storage, leaks and spillage of fuel could lead to fire due to sparks ignition sources
(including static electricity and mobile phones) Instruction is given on the correct and safe
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storage of fuel (use of correct container etc.) leaks repaired and mopped as soon as they
occur and disposed in an environmental friendly manner. Safety precautions need also be
applied to prevent damage to the catalytic converter as un-burnt fuel will damage the unit.

Fluor elastomers Explained Fluor elastomers are a class of synthetic rubber which provides
Extra ordinary levels of resistance to chemicals, oil and heat, while providing useful service
life above 200°C. The outstanding heat stability and excellent oil resistance of these
materials are due to the high ratio of fluorine to hydrogen.

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3. Basic EFI Principles

Because of the need to comply with exhaust emission regulations, the modern petrol
engine requires a fuel system of extreme accuracy and long-term reliability.
A correctly matched air fuel ratio must be available at all times, and under all conditions.

This is satisfactorily achieved by electronic fuel injection. EFI is a pressurized, indirect-

injection system, which uses solenoid operated injectors
with a fixed orifice.
When they are energized, fuel passes through the injector body. This arrangement is called a
multi-point system. One injector is located in each intake manifold runner, or pipe, adjacent
to each cylinder. An electronic control unit, or ECU, opens the injectors by pulsing the
electrical current. They spray fuel into each intake port, directly in front of each intake valve.

Fuel leaving the nozzle is atomized, and it mixes with the air also entering the system,
to form a combustible mixture. Fuel pressure is kept at a constant value above
manifold pressure, so the amount of fuel injected is determined only by the length of
time the injector is held open by the ECU. This is called the pulse width of the injector .

The triggering signal to operate the injectors can be supplied from the ignition system, or
from crank angle sensors on the crank shaft, or the camshaft.
Engine fuel requirements change according to engine speed, load, and temperature, so the
ECU needs information on these changes .

Sensors measure these variables, and then relay the information to the ECU in the form of
electrical signals. The ECU then calculates the duration of pulses necessary to provide the
fuel required.

Extra fuel required during cold starting can be supplied by increasing the number of
injection pulses, or by fitting a separate cold start injector that operates independently
of the main injectors, when the engine is cranking.

The throttle-body injection system, also called a Central Fuel Injection system, has a single
injector, or in some cases, 2 injectors, mounted in a carburettor-like throttle-body. The
throttle-body assembly is fitted to the flange of the intake manifold, and the fuel is sprayed
into the intake air entering the manifold. The air mixture is then carried through the manifold
into the engine. Fuel pressure is maintained at a constant value, and an ECU pulses the
injector, or injectors.

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4. FUEL INJECTION
Fuel injection is the process of injecting fuel with the air to provide an air-fuel mixture to
the engine.This supply has to be precisely controlled and accurately timed to ensure an
optimum performance of engine with maximum possible efficiency.

An internal combustion engine, the fuel injection systems is that which delivers fuel or a fuel
air mixture to the cylinders by means of a pressure from a pump. Fuel injection means
metering fuel into an internal combustion engine.

It was originally used in diesel engines because of diesel fuel’s greater viscosity and the need
to overcome the high pressure of the compressed air in the cylinders. A diesel fuel injector
sprays an intermittent, timed, metered quantity of fuel into a cylinder, distributing the fuel
throughout the air within.

Fuel injection is also now used in gasoline engines in place of a carburetor. In gasoline
engines, the fuel is first mixed with air, and the resulting mixture is delivered to the
cylinders. Metering of the fuel charge may be performed mechanically or electronically.

In a diesel engine, the fuel injected directly into the combustion chamber (direct injection) or
into a smaller connected auxiliary chamber (indirect injection). In the spark-ignition engine,
the fuel is injected into the before it enters the combustion chamber by spraying the fuel into
the air stream passing through the throttle body (Throttle Body Injection) or into the air
flowing through the port to the intake valve.

On automotive spark ignition engines, the carburetor has largely been replaced by a gasoline
fuel injection system with either mechanical or electronic control of fuel metering.

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5. TYPES OF FUEL INJECTION
We enjoy fuel injection in almost every modern vehicle. But not all fuel injection systems
are created equally, and some are vastly superior to others There are four types of fuel
injection systems are used for different types of Engine , these are describe in below
a) Throttle body fuel injection, or TBFI
b) Multiport injection
c) Sequential injection
d) Direct injection

5.1 Throttle body fuel injection, or TBFI

Also referred to as single port, this was the earliest type of fuel injection to hit the market.
All vehicles have an air intake manifold where clean air first enters the engine.
TBFI works by adding the correct amount of fuel to the air before it is distributed to the
individual cylinders. The advantage of TBFI is that it’s inexpensive and easy to maintain. If
you ever have an issue with your injector, you’ve only got one to replace. Additionally, since
this injector has a fairly high flow rate, it’s not as easy to clog up.

Technically, throttle body systems are very robust and require less maintenance. That being
said, throttle body injection is rarely used today. The vehicles that still use it are old enough
that maintenance will be more of an issue than it would with a newer, lower mileage car.

Fig.1 Throttle body Fuel Injection

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5.2 Multiport Injection;

Multiport injection simply moved the injectors further down towards the cylinders. Clean air
enters the primary manifold and is directed out towards each cylinder. The injector is located
at the end of this port, right before it’s sucked through the valve and into your cylinder.

The advantage of this system is that fuel is distributed more accurately, with each cylinder
receiving its own spray of fuel. Each injector is smaller and more accurate, offering an
improvement in fuel economy.

The downside is that all injectors spray at the same time, while the cylinders fire one after
the other. This means that you may have leftover fuel in between intake periods, or you may
have a cylinder fire before the injector has had a chance to deliver additional fuel.

Multiport systems work great when you are traveling at a consistent speed. But when you are
quickly accelerating or removing your foot from the throttle, this design reduces either fuel
economy or performance.

Fig 2 .Multi Port Injection System

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5.3 Sequential Injection
Sequential fuel delivery systems are very similar to multiport systems. That being said, there
is one key difference. Sequential fuel delivery is times. Instead of all injectors firing at the
same time, they deliver fuel one after the other. The timing is matched to your cylinders,
allowing the engine to mix the fuel right before the valve opens to suck it in. This design
allows for improved fuel economy and performance.

Because fuel only remains in the port for a short amount of time, sequential injectors tend to
last longer and remain cleaner than other systems. Because of these advantages, sequential
systems are the most common type of fuel injection in vehicles today.

The one small downside to this platform is that it leaves less room for error. The fuel / air
mixture is sucked into the cylinder only moments after the injector opens. If it is dirty,
clogged, or unresponsive, your engine will be starved of fuel. Injectors need to be kept at
their peak performance, or your vehicle will start to run rough.

5.4 Direct Injection

If you’ve started to notice the pattern, you can probably guess what direct injection is. In this
system, fuel is squirted right into the cylinder, bypassing the air intake altogether.

Premium automobile manufacturers like Audi and BMW would have you believe that direct
injection is the latest and greatest. With regards to the performance of gasoline vehicles,
they’re absolutely right! But this technology is far from new.

It’s been used in aircraft engines since the second world war, and diesel vehicles are almost
all direct injection because the fuel is so much thicker and heavier.

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6. Working of Electronic Fuel Injection System

The electronic fuel injection system is a new innovation, this system incorporates electronic
computerize to get the best fuel and air comparisons under all engine conditions.

The EFI system basically has the same diagrams as conventional fuel systems. However, the
EFI system does not equip with carburetor. Instead, the injector will be placed in front of the
intake valve in each cylinders .

The EFI system is divided into three: basic subsystems.

1. Fuel Delivery System.
2. Air Induction System
3. Electronic Control System

6.1 Fuel Delivery System

It consists of fuel tank, fuel pump, fuel filter, fuel delivery pipe, fuel injector, fuel pressure
regulator & fuel return pipe.

Fuel is delivered from tank to the injector by electric fuel pump and the Contaminant
elements which are present in fuel are filtered out by a high capacity fuel filter.

Fuel is maintained at constant pressure by means of a fuel pressure regulator and the
undelivered fuel returns to tank through a fuel return pipe.

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6.2 Air Induction System

It consists of air cleaner, air flow meter, throttle valve, air intake chamber, intake manifold
runner & intake valve.

When throttle valve is opened air flows through air cleaner, through air flow meter to and
through a intake manifold runner to the intake valve. Air delivered to the engine depends on
throttle valve opening.

Air Cleaner

Fuel Delivery pipe

Fuel Return pipe

Fuel tank

Fig.3 Electronic Fuel Injection Overview

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6.3 Electronic Control System

Electronic control system is main part of EFI system , the total control of the fuel injecting
process is controlled by EFI circuit .

For EFI circuit, might be more complicated. However, we will explain a basic of EFI system
schematic with a very simple circuit.

This circuit consists of three main components they’re

a) Sensor
b) ECU (Electronic controlled unit)
c) Actuator
The sensor will be an indicator or benchmark of the ECU in computing, while the actuator is
used as the executor of the result of the ECU calculation (e.g. injector and fuel pump).

Fig.4 Electronic Fuel Injection

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Typical sensors used in the electronic fuel injection (EFI) system

1. Intake Air temperature sensor

2. Mass air flow sensor
3. Throttle position sensor
4. Crank shaft position sensor
5. Cam shaft position sensor
6. O2 Sensor

IAT and MAF sensors, will detect air temperature and the mass of air that flowing passing
the filter. This will be an early indicator to determine how much gasoline is needed.

The TP sensor will detect the opening angle of the throttle valve, it will know the RPM
desired by the driver (the higher the RPM the more gasoline it will take)
CKP and CMP sensors will give the info to determine when the injector is open, this will
make the gasoline spray out fitting during the intake step.

O2 sensor, served as feedback or correction of the combustion results, whether the

combustion works perfect or premature. Data from O2 sensor, will be used to improve AFM
(air fuel mixture). This sensors, locate inside the exhaust manifold.

The data from the above sensors, will form a voltage with a certain value. Each voltage
value, has different information to what is measured. The ECU will translate all these voltage
values, and perform the calculations. The results, is also in the form of voltage.

There are two outputs from the ECU, first ECU output to the injector and second to the fuel
pump. The output voltage from the ECU to the injector has a duration, the duration will
affect the amount of gasoline sprayed. While the ECU output to the fuel pump, has a value
variation. The greater the voltage the greater the pressure generated by the pump, this makes
the amount of gasoline coming out of the injector more and more.

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7. Advantages

1. Better atomization and vaporization results in less knocking.

2. Formation of ice at throttle plate is eliminated.
3. Distribution of fuel is independent of vaporization Improvement of volumetric
efficiency of the engine
4. Manifold wetting is eliminated due to direct fuel injection into the cylinder
5. Atomization of fuel is independent of cranking speed, hence good atomization even at
low speed.
6. Low volatile fuels can also be used.
7. Variation of air fuel ratio is almost negligible, which results in good in Engine
performance.
8. Position of injection unit is not so critical, hereby height of engine can be less.

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8. Disadvantages

1. High maintenance cost.

2. Difficulty in servicing.
3. Possibility of malfunction of some sensors.

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9 . CONCLISION

 An electronic fuel injection system has been developed for the diesel locomotives.
This involved design and development of suitable interfaces between the ECU of the
EFI, test bed controller and the locomotive traction control computer. Mapping of the
engine and determination of optimum fuel injection quantities and start of fuel
delivery was done.

 A reduction in BSFC of 4% has been achieved by the EFI and a significant reduction
in smoke opacity levels has also been obtained.

 Reasons for the improvement in the brake specific fuel consumption and the
reduction in the smoke capacity levels were further investigated by studying the fuel
line pressure, needle lift, in-cylinder pressure and the heat release rates in comparison
to the mechanical fuel injection system.

 EFI has been able to optimize the SOP according to different speeds and loads. Lower
in cylinder peak pressures are obtained with EFI as compared to the mechanical fuel
injection system except at higher engine notches.

 At higher engine notches, (namely 7th and 8th engine notch), SOP had to be advanced
due to smaller plunger diameter of the EFI pump (as compared to the mechanical FI)
in order to deliver required quantity of fuel and to reduce THC emissions and exhaust
gas temperatures due to after-burning.

 A higher plunger diameter with a shorter fuel injection pulse will be helpful in
retarding the injection timing at 7th and 8th notch and reducing the peak cylinder
pressures. A 1-D mathematical model of the engine has been developed and the effect
of MEIP and the fuel cam rate has been studied.

 A higher plunger diameter EFI pump with a higher fuel cam rate is expected to
optimize performance and emissions at higher engine notches.

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10.REFERENCE

[1] . WILLIAM, H, CROUSE, 1983, Automotive Mechanics (Tata-McGraw

Hill Publishing House, New Delhi)
[2]4.https://www.researchgate.net/publication/257925421_Development_of_an
_Electronic_Fuel_Injection_System_for_a_4-
Stroke_Locomotive_Diesel_Engine
[3]Nakai Hiroaki, Konishi Yukio, Fukushima Akira, ‘An electronically
controlled fuel injection system for new diesel engines’, JSAE Review 18, 57-
82, 1997.
[4] Bosch India presentation on Electronic Fuel Injection
system for diesel locomotives, 2011
[5] https://clubtechnical.com/electronic-fuel-injection-system

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