CONTENT

1) Overview
2) Profile of BOSCH India
3) Basics of fuel injection system
4) Overview of fuel injection system
5) Types of fuel injection system
6) Components of fuel injection system
7) Suggestion
8) Conclusion
9) Bibliography
 Acknowledgement

I have taken efforts in this training. However, it would not have been possible
without the kind support and help of many individuals. I would like to extend
my sincere thanks to all of them.
I am highly indebted to BOSCH for their guidance and constant supervision
as well as for providing necessary information regarding the training & also
for their support.
I would like to express my special gratitude and thanks to industry persons
for giving me such attention and time.
My thanks and appreciations also go to my colleague who was with me in
training people who have willingly helped me out with their abilities.

-Asinty Jagadish
 Overview of fuel injection system
Functional requirement of an injection system: Fuel injection system is the most vital component
of the engines (CI & SI). Engine performance viz. power output, economy, etc. is greatly
affected by the fuel injection system The injection system has to perform the most important
duty of initiating and controlling the engine during the idling, cruising or during the full load so
that the equivalence ratio is maintained according to the need of operation. For a proper running
and performance, following requirement must be met by the injection systems:

a) Accurate metering of the fuel injected per cycle . This is very important and critical because e
small amount of metering errors may cause drastic variation from the desired output.

b) Timing the injection of fuel correctly in the cycle so that maximum power is obtained
ensuring the fuel economy and clean burning.

c) Proper control on rate of fuel injection so that desired heat release pattern is obtained

d) Proper atomization of fuel and proper spray pattern ensuring rapid mixing of the fuel and air .

e) To supply equal quantity of metered fuel to all cylinders in case of multi cylinder engines.

f) No lag during beginning and end of the injection i.e. eliminate dribbling of the fuel droplets
into the cylinder.

WHY GASOLIN INJECTION [electronic fuel injection in SI engine] ….. ?

Fuel injection system are commonly used in the CI engines but presently gasoline injection
system is coming in vogue in SI engines because of the following drawbacks of carburetion:
These are following:

i). Non uniform distribution of mixture in multi cylinder engine (MALDISTRIBUTION).

ii). Loss of volumetric efficiency due to restriction for the mixture flow and the possibility of
back firing.
iii). Detonation A gasoline injection system eliminates all these drawbacks. The injection of fuel
in an SI engine can be done by employing any of the following methods :

A. Direct injection of fuel into the cylinder.

B. Injection of fuel closes the inlet valve. Throttle body fuel injection

C. Injection of fuel into the manifold. Multipoint fuel injection There are two types of gasoline
(SI) injection system—

1. Continuous injection: - adopted when manifold injection is contemplated.

2. Timed injection :- fuel injected during only induction stroke over a limited period Though use
of gasoline injection system is limited because of high initial cost, complex design and increased
maintenance requirements.

Electronic fuel injection for SI engine

ADVANTAGES DISADVANTAGES

1) Uniform distribution in multi cylinder engines.

2) High maintenance cost.

3) Improved breathing capacity i.e. higher volumetric efficiency.

4) Difficult in servicing.

5) Reduced or eliminated detonation

6) Possibility of malfunction of some sensors.

7) Prevent fuel loss during scavenging in case of two stroke engines.

8) Formation of the ice on the throttle plate is eliminated.

9) Manifold wetting and mal distribution is eliminated .

10) Atomization of the fuel is independent of cranking speed and therefore starting will be easier.

11) Costly

12) Complex design

Sensors used for electronic fuel injection

a) Exhaust gas sensor

b) Engine temperature Air flow sensor

c) Air inlet sensor

d) Throttle position sensor

e) Manifold pressure sensor

f) Camshaft position sensor

g) Knock sensor

2. ECU:- an electronic control unit or computer receives the electrical pulses in the form of
current or the voltage from the various sensors It then use the stored data to operate the injectors,
ignition system and other engine related electronically controlled devices.

3. Coming to the CI Engines… Air injection system : Fuel is forced into the cylinder by means
of compressed air. Little used nowadays because it requires bulky multistage air compressor,
which causes increase in engine weight and reduces the brake power output. BUT it gives good
mixing of fuel with the air resulting higher mean effective pressure, i.e. higher indicated power
for the engine Fuels of high viscosity ( less expensive) can be injected through this type of
injection system

4. All the above system comprise mainly following components:

i. Fuel tank

ii. Fuel feed pump to supply fuel from main fuel tank to the injection system
iii. Injection pump to meter and pressurize the fuel for the injection

iv. Governor to ensure that the amount of fuel injected is in accordance with the variation in
load.

v. Injector to take the fuel from the pump and distribute it in the combustion chamber by
atomizing it into fine droplets

vi. Fuel filters to prevent dust and abrasive particles from entering the pumps and injectors.

5. Unit injector system: Pump and injector nozzle is provided in in one housing. Each cylinders
is provided with one of these unit injectors, fuel is brought up to the injectors by a low pressure
pump where at proper time a rocker arm actuates Plunger and thus injected the fuel into the
cylinder. Effective stroke of plunger decides the amount of fuel injected into the cylinders.
Spring loaded valve plunger cam Rocker arm.

6. Length of push rod controls the amount of fuel entering in the combustion chamber . Fuel
pressure in the header must be that, for which the injector system is designed i.e.it must be able
to penetrate And disperse the fuel in combustion chamber At the proper time a mechanically
operated valve allows fuel to enter the proper cylinder through the nozzle High pressure in
header pushes fuel to the each nozzle located in the cylinders High pressure pump supplies
fuel to a fuel header.

7. Uniform distribution because there is only one metering system. Very economical (2/3rd less
than of individual injection system) The number of injection stroke per cycle for the pump is
equal the number of cylinders. The fuel pump after metering, the required amount of fuel
supplies it to a rotating distributer at correct time for supply to each cylinder. Pump which
pressurizes the fuel also meters and times it. Variable injection pressure can be set. . Distributer
type: Injection pressure is independent of engine speed. Complete control over start and end of
injection .Very high injection pressure of order up to 1500 bar. Common rail fuel injection
system is finding increasing use in diesel engine as it has potential to drastically cut the emission
and fuel consumption. This system provide control of many important parameters linked to the
injection system. Also it has a wide range of applications from small to heavy duty engines.
some Important features are:
8. NOZZLES:- Small cone angle facilitates good mixing unless higher velocities are used.
Major disadvantage is that it tend to dribble Injection pressure is in the order of 8-10MPa and
cone angle is 15 -20 degree. At the center of nozzle body there is single hole which is closed by
the nozzle valve. Order of hole is generally order of 0.2mm Provides better cold starting of
engine. Single hole: The needle valve does not open fully at low speed and most of fuel is
injected through the auxiliary hole. Similar to Pintle nozzle but a auxiliary hole is drilled in the
nozzle body. Hence it helps in injection of small amount of fuel through it slightly before the
main injection. Stem of nozzle valve is extended to form a pin or Pintle which protrudes through
the mouth of nozzle. Provides a spray operating at low pressure, 8-10 MPa. Spray cone angle is
generally 60 degree. It avoids weak injection and dribbling. Pintaux nozzle: Pintle nozzle:

9. Ability to distribute the fuel properly even with lower air motion available in open
combustion chambers Injection pressure is of order of 18-20 MPa and cone angle is greater than
20 degree. Contains number of holes drilled in the tip of nozzle. Holes may vary from 4-18 in
numbers and in size 35 to 200 µm. Multi hole:

ABOUT COMPANY
Bosch in India, is committed to developing innovative diesel fuel injection products, apart
from providing services that will help meet the stringent emission norms of the future.
The in -line fuel injection pumps of Bosch could cater to the full spectrum of diesel
engines till BSII. They are used in a range of engines starting from small fixed installations to
large earth movers.

By increasing pressure capability, improving timing control along with combustion optimization,
the in-line pump is able to meet the next level of emission norms of BSIII in major parts of the
country, thereby reducing carbon monoxide (CO) emissions by 50%.In this we introduces the
idea of fuel injection,and tells you why virtually all cars being built today use fuel injection
systems,and show how the different systems are separted into two basic types pulsed and
continuous injection. You will see that what began as control of the air fuel ratio has expanded to
include the precise control of ignition timing and,often,idlerpm,leading to a new term,engine
management.

Most of these fuel injection systems as installed by the manufacturer are capable of delivering
extra fuel for engine modifications that increase performancefor those want more power from
their fuel-injection system .Bosch AA India has always set the standard in the Aftermarket
industry in terms of quality and service, this has been recognized –with Bosch AA India
receiving the DIN EN ISO 9001:2008 certification for ‘Design, Development.Manufacture and
Service of Automotive Diagnostic Equipments’, ‘Product Marketing, Sourcing, and Supply of
Automotive Products.

In India, Bosch Automotive Aftermarket Division is responsible for the supply, sales and
distribution of automotive parts for vehicle servicing; diagnostics equipment for workshops (i.e.
testing equipment), technical information, training, and consulting; and technical after-sales
service for Bosch automotive products and systems.

CHAPTER 1
The diesel fuel injection system has undergone many changes over the years. Previously, cars
used to have a carburetor installed in them, but such cars are no longer on the market. On the
other hand, the fuel injection system has been around since the 1950s and electronic fuel
injection (EFI) was installed in European Cars during the 1980s. Now, almost all fuel injection
service, including diesel injection service and petrol injection service, will supply fuel injection
systems. When people think of the word "diesel", most people will think of huge trucks releasing
a lot of black soot and gases that cause a great deal of harm to the environment. However, most
container ships still rely on diesel to travel long distances across the ocean. Diesel is still mainly
used in heavy vehicles like trucks.

Similarity between the Gasoline Engine and Diesel Engine

Both gasoline and diesel engines work roughly the same way. Both of them are internal
combustion engines designed to convert chemical energy from fuel into mechanical energy for
the car to move. The engine contains cylinders where there are pistons inside that are constantly
moving up and down. The pistons are connected to the crankshaft and the up and down motion
of the pistons create the rotary movement to move the car forward.

Diesel Fuel Injection System

Both engines convert fuel into energy via a series of minor explosions or combustions. However,
the way the combustion happens is different in both engines. In gasoline engine, the air is mixed
with fuel and the combined substance gets compressed by pistons. The explosion is ignited by a
spark. On the other hand, in a diesel engine, air is compressed first which causes the air to heat
up. Then the fuel is injected, which ignites the explosion.

This is probably the way diesel fuel injection systems differs from gasoline injection systems. In
the gasoline injection system, all the chemicals are injected first, then compressed. The problem
with this system is getting the right amount of compression pressure. If the mixture is
compressed too much, what will happen is that the mixture explodes together at the same time,
causing knocking. Knocking can damage the engine.

On the other hand, the diesel fuel injector system directly injects fuel into the system. The
injector is a very complicated part, and massive research has been done to improve it. The
injector can withstand high pressure and deliver the fuel in a fine mist form. Some diesel engines
employ induction valves, so that the fuel can get circulated in the engine.

Glow Plugs

Some engines contain glow plugs. The function of the glow plug is to raise air temperature so
that ignition can occur in the car engine. Sometimes when compression occurs, no ignition might
happen. The glow plugs will then raise the temperature high enough to ignite the fuel.

The Future of Diesel Injection System

In the past, scientists experimented with diesel for fuel energy. The results were disappointing.
Burning diesel in a car often gives out a lot of black soot and the engines were giving out loud
noises. However, in modern times, an increase in technological advancement has made diesel
burning a lot more efficient and cleaner. Direct injections are now controlled by computers.

Working of Direct Injection on Diesel Engines?

In a direct injection engines system the fuel is injected directly into the cylinder in a diesel
engine. The injection of fuel occurs when the air is compressed to its hottest and the fuel will
work most efficiently. This is the prototype Otto-cycle engine system. A self-igniting system, the
diesel relies on the heat generated by highly compressed air to fire the fuel-air mix without the
need of spark plug. Because diesel fuel tends to be less refined than gasoline, it also contains
anti-fouling and special misting chemicals so the engine will work correctly.

How Often Should Diesel Engine Injectors Be Replaced?

Depending on the type of driving one does, the average life of diesel engine injectors should be
about two years before they need a major tear-down and cleaning. This is because the diesel
injector puts fuel directly into an already compressed air mixture and it self-ignites (a true Otto-
cycle engine). The problem with diesel fuel injectors is not so much the service they are used for
but the type of diesel fuel used. If it is high in gums, laqs, and paraffin, you will find that the
diesel fuel injector may need replacement more often than you would think.

What is the Most Common Diesel Injector Pump Repair?

The most common diesel injector pump repair is replacement of the pump rotor. The rotor will
typically seize due to lack of lubrication. In the majority of cases, this is caused by a clog or
restriction that prevents diesel fuel flow from reaching the rotor. Because diesel fuel is similar to
oil, it is used as a lubricant for the diesel fuel pump. Another type of problem common to diesel
pumps is corroded computer connectors. Because computer control was not part of the original
design, the circuit board is sometimes not sealed from the effects of the environment. This is
usually the case if the board is mounted below the pump.

What is the Average Price of a Diesel Fuel Injector Kit?

These kits are designed to provide increased fuel flow, so each cylinder obtains the correct
amount of fuel, at the correct time. The injectors found in these types of kits have precision
nozzle designs. This means that the orifice has been carefully de-burred, allowing the nozzle to
attain drip-free fuel spray patterns. Additionally, the spray pattern will be uniform from injector
to injector, ensuring optimum fuel delivery. Most are more durable than the stock injectors that
came with the vehicle, and typically provide a 1-year warranty.

What is a Diesel LPG Injection System?

Diesel LPG injection allows the engine to operate on diesel fuel exclusively or a mixture
of LPG (Liquid Propane Gas) and diesel fuel. Some vehicles come from the factory equipped to
run LPG, while others may need a conversion kit in order to use LPG. Some of the benefits of
LPG use are reduced fuel cost, improved emissions, and improved engine power. The LPG is a
secondary fuel, almost like a fuel additive. The main fuel delivery system of the vehicle remains
unchanged, and the engine can burn diesel fuel as normal. However, when the LPG is mixed
with the diesel, it allows the diesel fuel to be completely burned, providing the aforementioned
benefits.

Will a High Performance Fuel Pump Make My Car Faster?

The high performance fuel pump is typically a modification that is made as an aftermarket
part. However, high performance vehicles come from the factory with these types of pumps as
standard equipment. Of course, a high performance fuel pump will be electric, and will be
mounted within the fuel tank or engine compartment. However, a high performance fuel pump
will not make a vehicle go faster all by itself. Larger fuel delivery lines, heftier fuel rails, high
flow fuel filter, and high flow fuel injectors are needed in order to send more fuel into the
cylinders, thereby producing more power and speed.

Requirement to Adjust the Diesel Injection Pump Timing?

Diesel injection pump timing alterations are made by making cam follower adjustments. For
most do-it-yourself operations, and for those not intimately knowledgeable about diesel engines,
a diesel injector timing tool set is the way to go. Unfortunately, these tool sets can be very
expensive. If you do not do this type of work for a living, you may want to consider renting or
borrowing the tools. The kit allows you to measure static timing, determine the injector push
tube travel within the cylinder, and will accurately indicate when the cylinder has reached top
dead center (TDC).

CHAPTER 2
 SOME BASIC IDEAS ABOUT DIESEL ENGINE

A diesel engine (also known as a compression-ignition engine) is an internal combustion

engine that uses the heat of compression to initiate ignition and burn the fuel that has been
injected into the combustion chamber. 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.

The diesel engine has the highest thermal efficiency of any standard internal or external
combustion engine due to its very high compression ratio. Low-speed diesel engines (as used in
ships and other applications where overall engine weight is relatively unimportant) can have a
thermal efficiency that exceeds 50%.

Diesel engines are manufactured in two-stroke and four-stroke versions. They were originally
used as a more efficient replacement for stationary steam engines. Since the 1910s they have
been used in submarines and ships. Use in locomotives, trucks, heavy equipment and electric
generating plants followed later. In the 1930s, they slowly began to be used in a
few automobiles. Since the 1970s, the use of diesel engines in larger on-road and off-road
vehicles in the USA increased. According to the British Society of Motor Manufacturing and
Traders, the EU average for diesel cars account for 50% of the total sold, including 70% in
France and 38% in the UK.
How diesel engines work?
P-V Diagram for the Ideal Diesel cycle. The cycle follows the numbers 1-4 in clockwise
direction. In the diesel cycle the combustion occurs at almost constant pressure and the exhaust
occurs at constant volume. On this diagram the work that is generated for each cycle corresponds
to the area within the loop.

The diesel internal combustion engine differs from the gasoline powered Otto cycle by using
highly compressed hot air to ignite the fuel rather than using a spark plug (compression
ignition rather than spark ignition).

In the true diesel engine, only air is initially introduced into the combustion chamber. The air is
then compressed with a compression ratio typically between 15:1 and 22:1 resulting in 40-bar
(4.0 MPa; 580 psi) pressure compared to 8 to 14 bars (0.80 to 1.4 MPa; 120 to 200 psi) in the
petrol engine. This high compression heats the air to 550 °C (1,022 °F). At about the top of the
compression stroke, fuel is injected directly into the compressed air in the combustion chamber.
This may be into a (typically toroidal) void in the top of the piston or a pre-chamber depending
upon the design of the engine. The fuel injector ensures that the fuel is broken down into small
droplets, and that the fuel is distributed evenly. The heat of the compressed air vaporizes fuel
from the surface of the droplets. The vapour is then ignited by the heat from the compressed air
in the combustion chamber, the droplets continue to vaporise from their surfaces and burn,
getting smaller, until all the fuel in the droplets has been burnt. The start of vaporisation causes a
delay period during ignition and the characteristic diesel knocking sound as the vapour reaches
ignition temperature and causes an abrupt increase in pressure above the piston. The rapid
expansion of combustion gases then drives the piston downward, supplying power to the
crankshaft.

As well as the high level of compression allowing combustion to take place without a separate
ignition system, a high compression ratio greatly increases the engine's efficiency. Increasing the
compression ratio in a spark-ignition engine where fuel and air are mixed before entry to the
cylinder is limited by the need to prevent damaging pre-ignition. Since only air is compressed in
a diesel engine, and fuel is not introduced into the cylinder until shortly before top dead centre
(TDC), premature detonation is not an issue and compression ratios are much higher.
Early fuel injection systems

Diesel's original engine injected fuel with the assistance of compressed air, which atomized the
fuel and forced it into the engine through a nozzle (a similar principle to an aerosol spray). The
nozzle opening was closed by a pin valve lifted by the camshaft to initiate the fuel injection
before top dead centre (TDC). This is called an air-blast injection. Driving the three stage
compressor used some power but the efficiency and net power output was more than any other
combustion engine at that time.

Diesel engines in service today raise the fuel to extreme pressures by mechanical pumps and
deliver it to the combustion chamber by pressure-activated injectors without compressed air.
With direct injected diesels, injectors spray fuel through 4 to 12 small orifices in its nozzle. The
early air injection diesels always had a superior combustion without the sharp increase in
pressure during combustion. Research is now being performed and patents are being taken out to
again use some form of air injection to reduce the nitrogen oxides and pollution, reverting to
Diesel's original implementation with its superior combustion and possibly quieter operation. In
all major aspects, the modern diesel engine holds true to Rudolf Diesel's original design, that of
igniting fuel by compression at an extremely high pressure within the cylinder. With much
higher pressures and high technology injectors, present-day diesel engines use the so-called solid
injection system applied by Herbert Akroyd Stuart for his hot bulb engine. The indirect
injection engine could be considered the latest development of these low speed hot bulb ignition
engines.

Fuel delivery
A vital component of all diesel engines is a mechanical or electronic governor which regulates
the idling speed and maximum speed of the engine by controlling the rate of fuel delivery.
Unlike Otto-cycle engines, incoming air is not throttled and a diesel engine without a governor
cannot have a stable idling speed and can easily over speed, resulting in its destruction.
Mechanically governed fuel injection systems are driven by the engine's gear train.[31]These
systems use a combination of springs and weights to control fuel delivery relative to both load
and speed. Modern electronically controlled diesel engines control fuel delivery by use of an
electronic control module (ECM) or electronic control unit (ECU). The ECM/ECU receives an
engine speed signal, as well as other operating parameters such as intake manifold pressure and
fuel temperature, from a sensor and controls the amount of fuel and start of injection timing
through actuators to maximize power and efficiency and minimize emissions. Controlling the
timing of the start of injection of fuel into the cylinder is a key to minimizing emissions, and
maximizing fuel economy (efficiency), of the engine. The timing is measured in degrees of crank
angle of the piston before top dead centre. For example, if the ECM/ECU initiates fuel injection
when the piston is 10° before TDC, the start of injection, or timing, is said to be 10° BTDC.
Optimal timing will depend on the engine design as well as its speed and load.

Major advantages
Diesel engines have several advantages over other internal combustion engines:

 They burn less fuel than a petrol engine performing the same work, due to the engine's
higher temperature of combustion and greater expansion ratio. [1] Gasoline engines are
typically 30% efficient while diesel engines can convert over 45% of the fuel energy into
mechanical energy (see Carnot cycle for further explanation).
 They have no high voltage electrical ignition system, resulting in high reliability and easy
adaptation to damp environments. The absence of coils, spark plug wires, etc., also
eliminates a source of radio frequency emissions which can interfere with navigation and
communication equipment, which is especially important in marine and aircraft applications.
 The life of a diesel engine is generally about twice as long as that of a petrol engine due to
the increased strength of parts used. Diesel fuel has better lubrication properties than petrol
as well.

 Diesel fuel is distilled directly from petroleum. Distillation yields some gasoline, but the
yield would be inadequate without catalytic reforming, which is a more costly process.
 Diesel fuel is considered safer than petrol in many applications. Although diesel fuel will
burn in open air using a wick, it will not explode and does not release a large amount of
 flammable vapor. The low vapor pressure of diesel is especially advantageous in marine
applications, where the accumulation of explosive fuel-air mixtures is a particular hazard.
For the same reason, diesel engines are immune to vapor lock.
 For any given partial load the fuel efficiency (mass burned per energy produced) of a diesel
engine remains nearly constant, as opposed to petrol and turbine engines which use
proportionally more fuel with partial power outputs.
 They generate less waste heat in cooling and exhaust.
 Diesel engines can accept super- or turbo-charging pressure without any natural limit,
constrained only by the strength of engine components. This is unlike petrol engines, which
inevitably suffer detonation at higher pressure.
 The carbon monoxide content of the exhaust is minimal, therefore diesel engines are used in
underground mines.
 Biodiesel is an easily synthesized, non-petroleum-based fuel (through transesterification)
which can run directly in many diesel engines, while gasoline engines either need adaptation
to runsynthetic fuels or else use them as an additive to gasoline (e.g., ethanol added
to gasohol).

Mechanical and electronic injection

Many configurations of fuel injection have been used over the course of the 20th century.

Most present-day diesel engines use a mechanical single plunger high-pressure fuel pump driven
by the engine crankshaft. For each engine cylinder, the corresponding plunger in the fuel pump
measures out the correct amount of fuel and determines the timing of each injection. These
engines use injectors that are very precise spring-loaded valves that open and close at a specific
fuel pressure. Separate high-pressure fuel lines connect the fuel pump with each cylinder. Fuel
volume for each single combustion is controlled by a slanted groove in the plunger which rotates
only a few degrees releasing the pressure and is controlled by a mechanical governor, consisting
of weights rotating at engine speed constrained by springs and a lever. The injectors are held
open by the fuel pressure. On high-speed engines the plunger pumps are together in one unit. The
length of fuel lines from the pump to each injector is normally the same for each cylinder in
order to obtain the same pressure delay.

A cheaper configuration on high-speed engines with fewer than six cylinders is to use an axial-
piston distributor pump, consisting of one rotating pump plunger delivering fuel to a valve and
line for each cylinder (functionally analogous to points and distributor cap on an Otto engine).[31]

Many modern systems have a single fuel pump which supplies fuel constantly at high pressure
with a common rail (single fuel line common) to each injector. Each injector has
a solenoid operated by an electronic control unit, resulting in more accurate control of injector
opening times that depend on other control conditions, such as engine speed and loading, and
providing better engine performance and fuel economy.

Both mechanical and electronic injection systems can be used in either direct or indirect
injection configurations.

Two-stroke diesel engines with mechanical injection pumps can be inadvertently run in reverse,
albeit in a very inefficient manner, possibly damaging the engine.[citation needed]
Large ship two-
stroke diesels are designed to run in either direction, obviating the need for a gearbox.

Indirect injection

An indirect injection diesel engine delivers fuel into a chamber off the combustion chamber,
called a pre-chamber or ante-chamber, where combustion begins and then spreads into the main
combustion chamber, assisted by turbulence created in the chamber. This system allows for a
smoother, quieter running engine, and because combustion is assisted by
turbulence, injector pressures can be lower, about 100 bar (10 MPa; 1,500 psi), using a single
orifice tapered jet injector. Mechanical injection systems allowed high-speed running suitable for
road vehicles (typically up to speeds of around 4,000 rpm. The pre-chamber had the
disadvantage of increasing heat loss to the engine's cooling system, and restricting the
combustion burn, which reduced the efficiency by 5–10% Indirect injection engines are cheaper
to build and it is easier to produce smooth, quiet-running vehicles with a simple mechanical
system. In road-going vehicles most prefer the greater efficiency and better controlled emission
levels of direct injection. Indirect injection diesels can still be found in the many ATV diesel
applications.

Direct injection

Direct injection diesel engines have injectors mounted at the top of the combustion chamber. The
injectors are activated using one of two methods - hydraulic pressure from the fuel pump, or an
electronic signal from an engine controller.

Hydraulic pressure activated injectors can produce harsh engine noise. Fuel consumption is
about 15–20% lower than indirect injection diesels. The extra noise is generally not a problem
for industrial uses of the engine, but for automotive usage, buyers have to decide whether or not
the increased fuel efficiency would compensate for the extra noise.

Electronic control of the fuel injection transformed the direct injection engine by allowing much
greater control over the combustion.

Unit direct injection

Unit direct injection also injects fuel directly into the cylinder of the engine. In this system the
injector and the pump are combined into one unit positioned over each cylinder controlled by the
camshaft. Each cylinder has its own unit eliminating the high-pressure fuel lines, achieving a
more consistent injection. This type of injection system, also developed by Bosch, is used by
Volkswagen AG in cars (where it is called a Pumpe-Düse-System—literally pump-nozzle
system) and by Mercedes Benz ("PLD") and most major diesel engine manufacturers in large
commercial engines (CAT, Cummins, Detroit Diesel, Electro-Motive Diesel, Volvo). With
recent advancements, the pump pressure has been raised to 2,400 bars (240 MPa;
35,000 psi), allowing injection parameters similar to common rail systems.
Common rail direct injection

In common rail systems, the separate pulsing high-pressure fuel line to each cylinder's injector is
also eliminated. Instead, a high-pressure pump pressurizes fuel at up to 2,500 bar (250 MPa;
36,000 psi), in a "common rail". The common rail is a tube that supplies each computer-
controlled injector containing a precision-machined nozzle and a plunger driven by a solenoid or
piezoelectric actuator.
 CHAPTER 3
Fuel Injection System Components

The fuel injection system can be divided into low-pressure and high-pressure sides. The low-
pressure components include the fuel tank, fuel supply pump and fuel filter. The high-pressure
side components include a high pressure pump, accumulator, fuel injector and fuel injector
nozzle. A number of injection nozzle designs and different actuation methods have been
developed for use with different types of fuel injection systems.

Low-Pressure Side Components

Overview

In order for the fuel injection system to fulfill its purpose, fuel must be transferred to it from the
fuel tank. This is the role of the low-pressure fuel system components. The low pressure side of
the fuel system consists of a number of components including the fuel tank, one or more fuel
supply pumps and one or more fuel filters. In addition, many fuel systems contain coolers and/or
heaters to better control fuel temperature.

Fuel Tank and Fuel Supply Pump

The fuel tank is a reservoir that holds the fuel supply and helps maintain its temperature at a level
below its flash point. The fuel tank also serves as an important means of dissipating heat from
the fuel that is returned from the engine . The fuel tank should be corrosion-resistant and leak
proof to pressures of at least 30 kPa. It must also use some means to prevent excessive pressure
accumulation such as a vent or a safety valve.
The fuel supply pump, often referred to as the lift pump, is responsible for drawing fuel from the
tank and delivering it to the high pressure pump. Modern day fuel pumps can be electrically or
mechanically driven by the engine. Using an electrically driven fuel pump allows the pump to be
placed anywhere in the fuel system including inside the fuel tank. Pumps driven by the engine
are attached to the engine. Some fuel pumps may be incorporated into units that serve other
functions. For example, so called tandem pumps are units that incorporate a fuel pump and a
vacuum pump for the brake booster. Some fuel systems, such as those based on a distributor type
pump, incorporate a mechanically driven supply pump and the high pressure pump in one unit.

Fuel pumps are commonly sized to deliver more fuel than is consumed by the engine at any
particular operating system. This extra fuel flow can serve a number of important functions
including providing extra fuel to help to cool injectors, pumps and other engine components and
maintaining a more constant temperature of the fuel in the entire fuel system. Also, the excess
fuel that is heated by its contact with hot engine components can be returned to the tank or fuel
filter to improve the vehicle’s low temperature operability.

Fuel Filter

Trouble-free operation of a diesel injection system is possible only with filtered fuel. Fuel filters
help reduce damage and premature wear from contaminants by retaining very fine particles and
water to prevent them from entering the fuel injection system. As shown in Figure 1, fuel
systems can contain one or more stages of filtration. In many cases, a course screen is also
located at the fuel intake located in the fuel tank.

Two stage filter system typically uses a primary filter on the inlet side of the fuel transfer pump
and a secondary filter on the outlet side. The primary filter is required to remove larger particles.
The secondary filter is required to withstand higher pressures and remove smaller particles that
can damage the engine components. One-stage systems remove larger and smaller particles in a
single filter.

Filters can be a box-type or replacement element design, as shown in Figure 2. The box-type
filter is that which can be completely replaced as needed and does not require cleaning. Filters
with a replaceable element have to be thoroughly cleaned when replacing elements and care must
be taken to avoid any dirt residue that could migrate to the intricate parts of the fuel injection
system. Filters can be constructed of metal or plastic

Figure 2. Two Types of Fuel Filters

(a) Box type; (b) Element type

Common materials for modern fuel filter elements are synthetic fibers and/or cellulose. Micro
glass fibers can also be used but because of the risk of migration of small glass fiber pieces
broken off from the main element into critical fuel system components, their use in some
applications is avoided . In the past, pleated paper, packed cotton thread, wood chips, a mixture
of packed cotton thread and wood fibers and wound cotton have also been used .

The degree of filtration required depends on the specific application. In general, when two filters
are used in series, the primary filter retains particles down to about 10 - 30 µm, while the
secondary filter is capable of retaining particles greater than 2-10 µm. As fuel systems evolve,
clearances and stresses on high pressure components increase and the need for clean fuel
becomes event more critical. Both the capability of fuel filters to keep up with demands for
cleaner fuel as well as methods quantifying acceptable fuel contamination levels have needed to
evolve .

In addition to keeping solid particles out of the fuel supply and injection equipment, water in fuel
must also be prevented from entering critical fuel injection system components. Free water can
damage fuel lubricated components in the fuel injection system. Water can also freeze in cold
temperature conditions and ice may block small fuel injection system passages thus cutting off
the fuel supply to the rest of the fuel injection system.

Water can be removed from the fuel using two common approaches. The incoming fuel can be
subject to centrifugal forces that separates the denser water from the fuel. Much better removal
efficiencies can be achieved with a filter media that separates water. Figure 3 shows a filter using
a combination of media-type and centrifugal approaches.

Figure 3. Fuel Filter Equipped with Water Separator

Different water separation media operate under different principles. Hydrophobic barrier media,
such as silicone treated cellulose, rejects water and causes it to bead up on the upstream surface.
As the beads become larger, they run down the face of the element into a cup under the force of
gravity. Hydrophilic depth coalescing media, such as glass micro-fiber, has a high affinity for
water. The water in the fuel associates with the glass fibers and over time as more water enters
from the upstream side, massive droplets are formed. The water moves through the filter with the
fuel and on the downstream side, falls out of the fuel flow into a collection cup.

Increased use of surface active fuel additives and fuel components such as biodiesel have
rendered conventional separating media less effective and filter manufacturers have needed to
develop new approaches such as composite media and ultra-high surface area coalescing media .
Methods of quantifying fuel/water separation performance have also been affected.

Fuel filters can also contain additional features such as fuel heaters, thermal diverter valves, de-
aerators, water-in-fuel sensors, filter change indicators.

A fuel pre heater helps minimize the accumulation of wax crystals that can form in the fuel as it
cools to low temperatures. Common heating methods use electric heaters, engine coolant or
recirculated fuel. Two approaches that use warm return fuel to heat the incoming fuel are shown
in Figure 1.

Fuel overflow and leak-off fuel returning to the tank also carries air and fuel vapor. The presence
of gaseous substances in the fuel can cause difficulties in starting as well as normal engine
operation in high temperature environments. Therefore, bleeder valves and de-aerators are used
to rid the fuel supply of vapors and air to ensure trouble-free engine operation.
Supercharging and turbo charging

Most diesels are now turbocharged and some are both turbo charged and supercharged. Because
diesels do not have fuel in the cylinder before combustion is initiated, more than one bar (100
kPa) of air can be loaded in the cylinder without pre ignition. A turbocharged engine can produce
significantly more power than a naturally aspirated engine of the same configuration, as having
more air in the cylinders allows more fuel to be burned and thus more power to be produced.
A supercharger is powered mechanically by the engine's crankshaft, while a turbocharger is
powered by the engine exhaust, not requiring any mechanical power. Turbo charging can
improve the fuel economy of diesel engines by recovering waste heat from the exhaust,
increasing the excess air factor, and increasing the ratio of engine output to friction losses.

A two-stroke engine does not have a discrete exhaust and intake stroke and thus is incapable of
self-aspiration. Therefore all two-stroke engines must be fitted with a blower to charge the
cylinders with air and assist in dispersing exhaust gases, a process referred to as scavenging. In
some cases, the engine may also be fitted with a turbocharger, whose output is directed into the
blower inlet. A few designs employ a hybrid turbocharger for scavenging and charging the
cylinders, which device is mechanically driven at cranking and low speeds to act as a blower.

As turbocharged or supercharged engines produce more power for a given engine size as
compared to naturally aspirated engines, attention must be paid to the mechanical design of
components, lubrication, and cooling to handle the power. Pistons are usually cooled with
lubrication oil sprayed on the bottom of the piston. Large engines may use water, sea water, or
oil supplied through telescoping pipes attached to the crosshead.

Types

Two Cycle Diesel engine with Roots blower, typical of Detroit Diesel and someElectro-Motive
Diesel Engines

There are three size groups of Diesel engines.

 Small - Under 188 kW (252 hp) output

 Medium
 Large
Basic Types of Diesel Engines

There are two basic types of Diesel Engines

 Four Stroke Cycle
 Two Stroke Cycle

Modern High- and Medium-speed Engines

As with petrol engines, there are two classes of diesel engines in current use: two-stroke and
four-stroke. The four-stroke type is the "classic" version, tracing its lineage back to Rudolf
Diesel's prototype. It is also the most commonly used form, being the preferred power source for
many motor vehicles, especially buses and trucks. Much larger engines, such as used for railroad
locomotion and marine propulsion, are often two-stroke units, offering a more favourable power-
to-weight ratio, as well as better fuel economy. The most powerful engines in the world are two-
stroke diesels of mammoth dimensions.

Two-stroke diesel engine operation is similar to that of petrol counterparts, except that fuel is not
mixed with air before induction, and the crankcase does not take an active role in the cycle. The
traditional two-stroke design relies upon a mechanically driven positive displacement blower to
charge the cylinders with air before compression and ignition. The charging process also assists
in expelling (scavenging) combustion gases remaining from the previous power stroke.

The archetype of the modern form of the two-stroke diesel is the (high-speed) Detroit Diesel
Series 71 engine, designed by Charles F. "Boss" Ketteringand his colleagues at General Motors
Corporation in 1938, in which the blower pressurizes a chamber in the engine block that is often
referred to as the "air box". The (very much larger medium-speed) Electro-Motive
Diesel engine is used as the prime mover in EMD diesel-electric locomotive, marine and
stationary applications, and was designed by the same team, and is built to the same principle.
However, a significant improvement built into most later EMD engines is the mechanically-
assisted turbo-compressor, which provides charge air using mechanical assistance during starting
(thereby obviating the necessity for Roots-blown scavenging), and provides charge air using an
exhaust gas-driven turbine during normal operations—thereby providing true turbocharging and
additionally increasing the engine's power output by at least fifty percent.
In a two-stroke diesel engine, as the cylinder's piston approaches the bottom dead centre exhaust
ports or valves are opened relieving most of the excess pressure after which a passage between
the air box and the cylinder is opened, permitting air flow into the cylinder. The air flow blows
the remaining combustion gases from the cylinder—this is the scavenging process. As the piston
passes through bottom centre and starts upward, the passage is closed and compression
commences,] culminating in fuel injection and ignition. [56] Refer to two-stroke diesel engines for
more detailed coverage of aspiration types and supercharging of two-stroke diesel engines.

Normally, the number of cylinders are used in multiples of two, although any number of
cylinders can be used as long as the load on the crankshaft is counterbalanced to prevent
excessive vibration. The inline-six-cylinder design is the most prolific in light- to medium-duty
engines, though small V8 and larger inline-four displacement engines are also common. Small-
capacity engines (generally considered to be those below five litres in capacity) are generally
four- or six-cylinder types, with the four-cylinder being the most common type found in
automotive uses. Five-cylinder diesel engines have also been produced, being a compromise
between the smooth running of the six-cylinder and the space-efficient dimensions of the four-
cylinder. Diesel engines for smaller plant machinery, boats, tractors, generators and pumps may
be four-, three- or two-cylinder types, with the single-cylinder diesel engine remaining for light
stationary work. Direct reversible two-stroke marine diesels need at least three cylinders for
reliable restarting forwards and reverse, while four-stroke diesels need at least six cylinders.

The desire to improve the diesel engine's power-to-weight ratio produced several novel cylinder
arrangements to extract more power from a given capacity. The uniflow opposed-piston
engine uses two pistons in one cylinder with the combustion cavity in the middle and gas in- and
outlets at the ends. This makes a comparatively light, powerful, swiftly running and economic
engine suitable for use in aviation. An example is the Junkers Jumo 204/205. The Napier
Deltic engine, with three cylinders arranged in a triangular formation, each containing two
opposed pistons, the whole engine having three crankshafts, is one of the better known.
 CONCLUSION

Though I couldn’t include all the things and matter which I learned here in BOSCH in this brief
report, still I hope this report will give you a brief idea what fuel injection is .

I learned how different department works together in successfully making a product on time and
according to customer’s deadline and expectations.

This experience taught a lot about the injection system which also explains the company profile,
various departments, types of injection system, types of spark plugs, main component of fuel
injection system, defects, causes and preventions.

In future I would love to work again with BOSCH to get more deep knowledge regarding Fuel
injection system of which I am not able at this stage.
BIBILOGRAPHY:-
http//:www.brupt.com

http//:www.nptel.org

www.google.com www.Wikipedia.com

www.howstuffworks.com

Internal combustion engine by V. Ganeshan

http://topics.sae.org