Fueling system of SI and CI

Engines

By Zewdie Alemayehu (Automotive Eng.)

Department of Automotive Engineering

Dilla University
Ethiopia
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 S.I Engine Mixture Formation
CARBURETION
Introduction

 Engine induction and fuel system must prepare a

fuel-air mixture that satisfies the requirements of
the engine over its entire operating regime

 Preparation of Fuel-air mixture can be done

In side the Engine Diesel Engine (Fuel Injection Pump)
Out side the Engine Gasoline Engine (Carburetor)

 Optimum air-fuel ratio for an SI engine is that

which gives
 Required power output
 With lowest fuel consumption
 Consistent with smooth and reliable operation
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 Definition of Carburetion
 The process of formation of a combustible fuel-
air mixture by mixing the proper amount of fuel
with air before admission to engine cylinder is
called carburetion and the device which does
this job is called a carburetor.

 Carburetor = Car + burette

 the carburetor “meters” the appropriate quantity
of liquid fuel (like a burette) and mixed it with
air before sending the mixture into the engine
cylindr.
 The purpose of carburetion is to provide a
combustible mixture of fuel and air in the
required quantity and quality for efficient
operation of the engine under all conditions
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Carburetor

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Mixture strength

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Mixture strength

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PRINCIPLE OF CARBURETION

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PRINCIPLE OF CARBURETION

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 Float Circuit
 Purpose: The float circuit maintains a steady working supply of
gasoline at a constant level in the carburetor
 Operation: If the amount of fuel in the float chamber falls below
the designed level, the float goes down, thereby opening the fuel
supply valve and admitting fuel

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 Idle Mixture Screw: A needle shaped screw is used in the carburetor to
regulate the idle port opening. The air-fuel ratio of the idle system can
be adjusted by turning the screw in or out. 15
Main Metering System
 The main metering system of the carburetor controls the
fuel feed for cruising and full throttle operations . It
consists of three principal units:
 the fuel metering orifice through which fuel is drawn from
the. float chamber
 the main discharge nozzle
 the passage leading to the idling system
 The main circuit functions after the throttle open about 25 %
or more

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 Choke System
 Purpose: When the engine is cold, the
gasoline tends to condense into large drops
in the manifold rather than vaporizing. By
supplying a richer mixture (8:1 to 9:1) there
will be enough vapor to assure complete
combustion.
 The choke system provides a very rich
mixture to start the cold engine. It then
gradually makes the mixture less rich as the
engine reaches operating temperature.
 This is simple butterfly valve located
between the entrance to the carburetor and
the venturi throat

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AUTOTRONICS  AUTOMOBILE ELECTRONICS
The engine electronic control system (for EFI) can
be divided into three groups: the ECU, sensors
(and the signals output by them), and actuators.
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Electronic Control unit (ECU/ECM)
 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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The functional objectives for fuel injection
systems vary but all of them share the central
task of supplying fuel to the combustion process.
There are several competing objectives such as:
Power output;
 Fuel efficiency;
 Emissionsperformance;
 Reliability;
Smooth operation;
Initial cost;
Maintenance cost.

Automotive engineers strive to best satisfy a

customer's needs competitively. In our days the
main objectives are: fuel efficiency and emissions.
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Injection’ SI Engines are electronically controlled
using: Sensors, Actuators and ECU
1. Engine / Vehicle Sensors
Sensors , Actuators and ECU
 Sensors
Sensors are devices used to convert the
measurand, such as: temperature, pressure,
speed, position, … , into either digital or analog
electrical signals and send to the ECU.
Sensors can be classified as:
 Resistive Sensors:
• potentiometers
• thermistors
• piezo resistive 23
 Voltage Generating Sensors:
• Piezo electric
• Zirconia-dioxide
• magnetic inductance
Switch Sensors:
• phototransistors and LED
• Speed sensors
• G-sensors (Air Bag Impact Sensors)

Actuators
Actuators are devices used to receive electrical
signals from the ECU and convert into mechanical
motion.

Actuators can be classified as:

Solenoids
Stepper Motors
 24
Actuators
Actuators are devices used to receive electrical
signals from the ECU and convert into mechanical
motion.

Actuators can be classified as:

Solenoids
Stepper Motors


ECU ( Electonic Control Unit)

ECU is a device used to receive electrical signal
(data or information) from various sensors,
processes it and delivers the required command
in the form of electrical signal to the various
actuators.
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 Electronic Control System
The engine control system consists of three groups
including sensors (and sensor output signals), engine ECU,
and actuators.
This chapter explains the sensors
(signals), power circuitry and ground circuitry, and sensor
terminal voltages.
The engine ECU functions are divided into EFI control, ESA
control, ISC control, diagnosis function, fail-safe and backup
functions, and other functions

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 Power Circuitry

The power circuitry is the electrical circuits that

supply power to the engine ECU. These electric
circuits include the ignition switch, the EFI main
relay, etc. The power circuitry actually used by the
vehicle consists of the following two types.
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Power Circuitry continued……

1. Control by ignition switch

 As shown in the illustration, the diagrams show

the type in which the EFI main relay is operated
directly from the ignition switch.

 When the ignition switch is turned on, current

flows to the coil of the EFI main relay, causing
the contacts to close.

 This supplies power to the +B and +B1 terminals

of the engine ECU. Battery voltage is supplied at
all times to the BATT terminal of the engine ECU
to prevent the diagnostic codes and other data in
its memory from being erased when the ignition
switch is turned off.
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 2. Control by engine ECU
The power circuitry in the illustration is the type where
operation of the EFI main relay is controlled by the engine ECU.
This type requires that power be supplied to the engine ECU
for several seconds after the ignition switch is turned OFF.
Therefore, the turning ON and OFF of the EFI main relay is
controlled by the engine ECU

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When the ignition switch is turned ON, battery
voltage is supplied to the IGSW terminal of the
engine ECU, and the EFI main relay control circuitry
in the engine ECU sends a signal to the M-REL
terminal of the engine ECU, turning on the EFI main
relay.

 This signal causes current to flow to the coil,

closing the contacts of the EFI main relay and
supplying power to the +B terminal of the engine
ECU.

Battery voltage is always supplied to the BATT

terminal for the same reason as for the control by
ignition switch type. In addition, some models
include a special relay for the air-fuel ratio sensor
heater circuitry which is required large amount of
current. 30
 Ground Circuitry
The engine ECU contains the following three
basic ground circuits.

1. Ground for engine ECU operation (E1)

The E1 terminal is the engine ECU unit ground
terminal, and is normally connected close to the
air intake chamber of the engine.

2. Sensor grounds (E2, E21)

The E2 and E21 terminals are sensor ground
terminals, and these are connected to the E1
terminal in the engine ECU. These prevent the
sensors from detecting erroneous voltage values
by keeping the sensor ground potential and
engine ECU ground potential at the same level.

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3. Grounds for actuator operation (E01, E02)
The E01 and E02 terminals are actuator ground terminals,
such as for the actuators, ISC valve, and air-fuel ratio
sensor heater, and, as with the E1 terminal, they are
connected close to the air intake chamber of the engine .

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Typical Sensors for an electronic fuel injection
system include the following
Sensors

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Sensor Terminal Voltage
 The sensors convert various
information into voltage
change that can be detected
by the engine ECU.

 There are many types of

sensor signals, but there are
five main types of methods for
converting the information into
voltage.

 Understanding the
characteristics of these types
makes it possible to determine
during measurement if the
terminal voltage is correct or
not
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  This constant voltage, which
is supplied as the sensor
power source, is the VC
terminal voltage.

 In this type of sensor, a

voltage (5 V) is applied
between the VC and E2
terminals from the constant
voltage circuit in the engine
ECU as shown in the
illustration.

 Then, this sensor substitutes

1.Using VC voltage (VTA, PIM) the detected
 A5V constant voltage (VC throttle valve opening or the
voltage) for operating the intake manifold pressure
microprocessor is created for the voltage change
inside the engine ECU by between 0 and 5 V in order
the battery voltage. to output.
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 2. Using a thermistor
As shown in the illustration,
(THW, THA) voltage is supplied to the sensor
thermistor from the constant-
voltage circuit (5 V) in the engine
ECU via resistor R.

The properties of the thermistor

are used by the engine ECU to
detect the temperature using the
change in voltage at point A in the
illustration

When the thermistor or wire

A thermistor's resistance value harness circuit is open,
changes in accordance with the the voltage at point A becomes 5
temperature. For this reason, V, and when there is
thermistors are used in such a short from point A to the sensor,
devices as the water temperature the voltage
sensor and intake air temperature becomes 0 V. Therefore, the
sensor, to detect changes in engine ECU will detect a
temperature. malfunction using the diagnosis
function.
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 3. Using voltage ON/OFF A voltage of 5 V is applied to the
(1) Devices using a switch switch by the engineECU.
The engine ECU terminal voltage
(IDL, NSW) When the
is 5 V when the switch is OFF, and
voltage turns ON and OFF, 0 V when the switch is ON.
it causes then sensor to The engine ECU uses this
detect the switch ON/OFF change in voltage to detect the
condition. sensor condition.
In addition, some devices use a
battery voltage 12 V.

(2) Devices using a transistor (IGF,

SPD)

This is a device that uses

transistor switching instead of a
switch. As with the above device,
the turning ON and OFF of the
voltage is used to detect the
sensor operation condition.

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4. Using a power supply other than from the engine
ECU (STA, STP)
 The engine ECU
determines whether
another device
is operating by detecting
the voltage that is
applied when another
electrical device is
operating.

 The illustration shows a

stop lamp circuit, and
when the switch is ON, a
battery voltage 12 V is
applied to the engine ECU
terminal, and when the
switch is OFF, the
voltage becomes 0 V.

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5. Using voltage generated by the sensor (G, NE,
OX,KNK)
 As the sensor generates The engine ECU determines the
and outputs power itself, a operation condition by the voltage
voltage does not need to and frequency of the generated
power.
be applied to the sensor
When inspecting the engine
ECU terminal voltage, the NE
signal, KNK signal and etc. are
output in an AC waveform.
Therefore, highly accurate
measurements can be taken
using an oscilloscope

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 Sensors , Actuators and ECU

Fig. 1-1 Sensors, Actuators and ECU 40

Some Common Sensors:

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Engine / Vehicle Sensors …

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 ECU

Actuators

Injector ISC
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1.IAT sensor(air inlet temp sensor) Intake air
temperature sensor – Senses the temperature of the incoming air
and converts in to voltage signal measures intake air temperature.

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 2.Air flow meter
The air flow meter is one of the most
important sensors because it is used in L-
type EFI to detect the intake air mass or
volume.
Signal of the intake air mass or volume is
used to calculate the basic injection duration
and basic ignition advance angle.
The air flow meter is largely classified into
two types,
mass air flow meters that detect the intake
air mass, and volume air flow meters, intake
air mass, and
volume air flow meters, respective types
include the following.
Mass air flow meter: Hot-wire type
Volume air flow meter: Vane type and optical Karman
vortex type
Currently, most models use the hot-wire type of air flow
meter because it has superior measurement accuracy,
lighter weight, and better durability. 45
3.MAP sensor -Manifold Absolute Pressure Sensor
•Measures manifold pressure(monitors vacuum in the engine
intake manifold so that the mixture strength can be adjusted
with changes in engine load.
•Detects the pressure variation of the
intake manifold and converts it to
voltage signal
•Computer senses the change in resistance
and alters the fuel mixture

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MAP sensor -Manifold Absolute Pressure Sensor

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Electrical circuitry

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4. Throttle Position Sensor (TPS)
The throttle position sensor is installed on the
throttle body.

The sensor converts the throttle opening angle

to voltage, which is sent to the engine ECU as the
throttle opening signal (VTA).

In addition, some devices output an individual

IDL signal. Others determine it at idle when the
VTA voltage is below the standard value.

Currently, two types, the linear type and hall

element type, are used. In addition, 2-system
output is used to improve reliability.

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The throttle position sensor is installed on the throttle
body.
The sensor converts the throttle opening angle to
voltage, which is sent to the engine ECU as the throttle
opening signal (VTA).
In addition, some devices output an individual IDL
signal. Others determine it at idle when the VTA voltage
is below the standard value.
Currently, two types, the linear type and hall element
type, are used.
In addition, 2-system output is used to improve
reliability.

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Variable resister connected to the throttle plate.
Change in throttle angle = change in resistance.
Based on the resistance, ECM richens or leans the
mixture

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5 .G and E Signal Generators
The G signal and NE signal are generated by the pickup
coil, in which the camshaft positions sensor or
crankshaft position sensor, and the signal plate or the
timing rotor.
The information from these two signals is combined by
the engine ECU to comprehensively detect the
crankshaft angle and engine speed.

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 5.1. Camshaft position sensor (G signal generator)
On the camshaft opposite the camshaft position
sensor is a G signal plate with a protrusion(s).

The numbers of protrusions are 1, 3, or another

number depending on the engine model. (There are 3
protrusions in the illustration).
When the camshaft rotates, the air gap between
the protrusions on the camshaft and the sensor
changes.

This change in gap generates a voltage in the

pickup coil built into the sensor, resulting in the G
signal.
This G signal is sent as the information of the
standard crankshaft angle to the engine ECU, which
combines it with the NE signal from the crankshaft
position sensor 53
6. Water Temperature Sensor/ Intake Air
Temperature Sensor
The water temperature sensor and intake air
temperature sensor have built in thermistors for which
the lower the temperature, the larger the resistance value
and, conversely, the higher the temperature, the lower
the resistance value.

And this change of the thermistor resistance value is

used to detect the changes in the coolant and intake air
temperatures.
As shown in the illustration, the built-in resistor in the
engine ECU and the thermistor in the sensor are
connected in series in the electric circuit so that the
signal voltage detected by the engine ECU changes in
accordance with the changes in the thermistor
resistance.

 When the temperature of the coolant or intake air is

low, the thermistor resistance becomes large, creating a
high voltage in the THW and THA signals. 54
6.1 Water temperature sensor

 The water temperature sensor measures the temperature of

the engine coolant.
 When the engine coolant temperature is low, the idling must
be increased, the injection duration increased, the ignition
timing angle advanced, etc.,
 to improve drivability and to warm up. For this reason, the
water temperature sensor is indispensable for the engine
control system.

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6.2. Intake air temperature sensor
The intake air temperature sensor measures
the temperature of the intake air.
The air amount and density changes
according to the air temperature.
Therefore, even if the air amount detected
by the air flow meter is the same, the amount
of fuel that is injected must be corrected.
However, hot-wire type air flow meter
directly measures the air mass.
Therefore, the correction is not required.

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7.Oxygen Sensor (O2 Sensor)
To maximum the exhaust purification function of
the engine with TWC (Three-Way Catalytic
Converter),
The air-fuel ratio must be kept within a narrow
range around the theoretical air-fuel ratio.
The oxygen sensor detects whether the oxygen
concentration in the exhaust gas is richer or
leaner than the theoretical air-fuel ratio.

The sensor is mainly installed in the exhaust

manifold, but the location and number that are
installed differ depending on the engine.
Voltage out-put of O2 sensor changes with
the change in oxygen content of exhaust

•Lean mixture decreases the voltage.

•Rich mixture increases the voltage 57
8.Air-fuel (A/F) Ratio Sensor
As with the oxygen sensor, the air-fuel ratio
sensor detects the oxygen concentration in the
exhaust gas.
Conventional oxygen sensors are such that the
output voltage tends to change drastically at the
boundary of the theoretical air-fuel ratio.
In comparison, the air-fuel ratio sensor applies a
constant voltage to obtain a voltage that is nearly
proportional to the oxygen concentration.
This improves the air-fuel ratio detection
accuracy.
The output illustration shows an air-fuel ratio sensor displayed in
a hand-held tester. A circuit that maintains a constant voltage on
the AF+ and AF- terminals of the engine ECU is built in. Therefore,
the output condition of the air-fuel ratio sensor cannot be detected
by a voltmeter.
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9.Vehicle Speed Sensor
The speed sensor detects the actual speed at
which the vehicle is running.
The sensor outputs the SPD signal, and the
engine ECU uses this signal mainly to control the
ISC system and the air-fuel ratio during
acceleration or deceleration as well aso ther uses.
The MRE (Magnetic Resistance Element) types
are the main type of speed sensor used, but
recently many models use the SPD signal from the
ABS ECU.
1. MRE type
(1) Construction
This sensor is installed on the transaxle, transmission, or transfer,
and is driven by the drive gear of the output shaft. As shown in the
illustration, the sensor is built-in and consists of a HIC (Hybrid
Integrated Circuit) with a MRE and magnetic rings.
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 10.Knock Sensor
The knock sensor is attached to the cylinder block, and
sends a KNK signal to the engine ECU when engine
knocking is detected.
The engine ECU receives the KNK signal and retards the
ignition timing to suppress the knocking.
This sensor contains a piezoelectric element, which
generates an AC voltage when knocking causes vibration
in the cylinder block and deforms the element . The
engine knock frequency is in the range of 6 to 13 kHz
depending on the engine model.

The proper knock sensor is used in accordance with the

knocking generated by each engine.

There are two types of knock sensors. As can be seen

from the graph, one type generates a high voltage in a
narrow vibration frequency range, and the other generates
a high voltage in a wide vibration frequency range 60
 . Electronic Fuel Injection System (EFI or Jetronic)

Electronic Fuel Injection System (EFI or Jetronic)

is an electronically controlled system used to
provide an atomized fuel to the incoming air
during the intake stoke of SI engines. This
ensures accurate control of air-fuel mixture and
hence better performance with lower emission is
expected.

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Single-Point Injection (SPI) : Component Parts.

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Multi-Point Injection (MPI)

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Multi-Point Injection (MPI): Component Parts.

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 Types of EFI
There are two types of EFI system classified by the
amount of the intake air detection method.

1.L-EFI (Air-flow control type)

This type uses an air flow meter to
detect the amount of the air flowing in
the intake manifold.
There are two types of detection
methods: One directly measures the
intake air mass, and one makes corrections based on
the air volume.

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 65
intake air density.
EN-Bosch Air Management

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EFI PRINCIPLES

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