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Gasoline Direct Injection (GDI)

Design and operation

Inst: Hugo Gamboa Huamán

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GASOLINE DIRECT INJECTION (GDI)

Objectives
Pollutant emissions of hydrocarbons, nitrogen oxides, and carbon monoxide are reduced.
up to 99% with the mediation of a three-way catalyst.
For its part, carbon dioxide (CO2) produced as a result of combustion, being the
causing the "greenhouse effect", can only be reduced by decreasing consumption of
combustible.
Taking these factors into account, we see that injection systems with external formation of
the mixture (injection in the intake manifold MPi) is not suitable to meet these objectives, that's why
the need to develop a system capable of fulfilling these commitments. This system is
the direct injection gasoline engine.
With gasoline direct injection engines, two main objectives are achieved.
valid for today and looking to the future, these objectives are: to reduce fuel consumption and
with this, the emissions of harmful exhaust gases.

Different car brands are increasingly deciding to equip their models

of gasoline with direct injection engines. First was the Japanese brand Mitsubishi with the
GDI engines, now followed by Renault with IDE engines, the PSA group with HPi engines, and
Volkswagen with FSi engines.

If we compare the injection system in the manifolds (indirect injection also called
MPI) with gasoline direct injection, we understand why the latter is superior to the former.
The injectors of a gasoline engine (MPI) are usually located in the intake manifold, which
that explains the denomination of these systems. The fuel is injected in front of a
closed valve or well above the open valve and is mixed almost completely with the
intake air in each of the nozzles of the intake manifold. But this mixture of air and
Injected fuel fog does not allow perfect explosion in the cylinder unless it is
prepared according to an exact stoichiometric relationship within very certain limits
specific (1/14.7). In the case of engines equipped with a three-way catalyst, it is valid the
ideal lambda equation equal to one.

This precise air/fuel ratio must be adjusted during each of the cycles of the
engine when the injection takes place in the intake manifold. The problem with these systems
indirect injection is mainly applied to partial loads of the engine when the driver
I requested a power not very high, for example, (accelerator half pressed). The effects are
they could be compared to a lit candle inside a container that is gradually being covered by
its upper opening: the flame of the candle fades as the conditions worsen

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combustion. This kind of throttling implies an unfavorable consumption behavior

of an Otto cycle engine at partial load moments.
This is where the great virtues of gasoline direct injection are declared. The injectors
of this system are not located in the intake nozzles, but are incorporated in
strategic form with a certain lateral displacement above the chambers of
combustion.

Direct gasoline injection allows for an exact definition of fuel supply intervals.
of fuel in each work cycle of the pistons as well as a precise control of the time that
It is needed to prepare the air-fuel mixture. Under partial load conditions.
from the engine, the fuel is injected very close to the spark plug and with a certain turbulence
cylindrical (tumble effect) at the end of the compression phase while the piston is moving
towards its upper dead center. This concentrated load of mixture can be exploded although
the engine is currently in a working phase with a certain excess of
air (1/12.4). Its thermodynamic effectiveness is correspondingly higher.
Compared to a manifold injection system (MPI), some are obtained
important advantages of fuel consumption due to the elimination of the aforementioned
strangulation.

Advantages

Destrangulation in the operational modes with 'stratified' mixing. In these modes

operations work with a lambda value between 1.55 and 3. This allows opening
more the butterfly and inhale more air, because it has to overcome less resistance than
it was causing the throttle valve to be partially closed

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In the stratified mode, the engine operates with a lambda value from 1.6 to 3.
achieving a considerable reduction in fuel consumption.

Lower heat losses transferred to the walls of the cylinders. This is due to the fact that in the
In 'stratified' mixing mode, combustion only takes place in the nearby area.
from the spark plug, this causes lower heat loss transferred to the cylinder wall, with which
which increases the thermal efficiency of the engine.

Due to the intense movement of the mixture in the homogeneous mode, the engine has a
high compatibility with exhaust gas recirculation, equivalent up to 25%.
To draw in the same amount of fresh air as when working with low indices of
gas recirculation proceeds to open the gas butterfly a little more. From that
air is drawn in overcoming a low resistance and losses due to are reduced
strangulation effects.

With the direct injection of fuel into the cylinder, heat is extracted from the intake air.
producing a cooling effect of it. The tendency to chipping is reduced, which
allows for increased compression. A higher compression ratio leads to
a higher final pressure in the compression phase, which also increases the
thermal efficiency of the engine.

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It is possible to reduce the idle speed, and cold starting is made easier because...
resume the injection the fuel does not deposit on the walls of the chamber
combustion.
Most of the injected fuel can be transformed immediately into energy.
usable. The engine operates in a very stable manner, even when working with regimes of
lower slow speeds.

Disadvantages

One of the main problems posed by direct gasoline injection is the

exhaust gas treatment to comply with anti-pollution regulations. The
nitric oxides produced due to combustion in the "stratified" mode and
in the "homogeneous-poor" mode they cannot be sufficiently transformed into nitrogen
through a conventional three-way catalyst. Only since it has been
the NOx catalyst-accumulator developed also meets the emissions standard
from EU4 escape in these operational modes. Nitric oxides accumulate internally
in that catalyst and are transformed into nitrogen through specific measures for it.

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Another drawback lies in the problems posed by sulfur in gasoline. Due to

the chemical similarity it has with respect to the nitric oxides, sulfur also
it is stored in the NOx catalyst-accumulator and occupies the sites intended for the oxides
nitric. The higher the sulfur content in the fuel, the more
the catalyst-accumulator often has to be regenerated, which consumes
additional combustible.
In the lower graph, different types of gasoline available in the market are compared and
appreciates the influence that sulfur content has on the accumulation capacity
of the NOx catalyst accumulator.

The Mitsubishi brand was the first to build gasoline direct injection engines. In this
In gasoline engines, fuel is injected directly into the cylinder, eliminating losses and allowing for
improves performance. The exact amount of gasoline is introduced with very precise timing.
precise, achieving complete combustion. The technological innovations that present
these engines are:
Vertical intake manifolds.
Pistons with a special shape (deflector).
High-pressure fuel pump.
High pressure injectors.

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General operational scheme

In the lower figure, we have the general diagram of the different elements that make up the system.
of direct gasoline injection. It shows the air intake circuit and the circuit of
fuel supply.
The air intake circuit begins with the sensor (1) responsible for measuring the amount of air.
that enters the engine depending on the load. It also has some solenoid valves placed
in bypass in said circuit and that act; the (2) in compensation for the need for additional air
due to the operation of auxiliary engine elements and the (3) in case of a control of everything or
nothing. The idle speed regulating valve (4) is responsible for maintaining the rotation speed of
constant motor and acts by controlling the flow of air after the throttle. Finally,
the EGR valve (5) performs the function of recirculating exhaust gases when the high
combustion temperatures and pressures cause the emergence of dangerous oxides of
nitrogen in the exhaust gases. We can also see the vertical position of the collectors
Admission that allows, thanks to the length and its careful polishing, to increase performance.
volumetric.
In the fuel supply circuit to the engine, the gasoline comes from the tank (6) thanks to a
pre-pump (7) of low pressure that passes through a filter and a pressure regulator (8) and is conducted
a hydraulic unit (9) that incorporates a high-pressure pump. A regulating set of
high pressure (10) maintains the injection pressure in its last section towards the injector (11). The
The pump injects fuel at a pressure of 50 bar and uses a fuel pressure sensor.
for precise control of the fuel supply. A converter is included in the engine exhaust.
catalytic (12) to eliminate the remnants of NOx when the engine operates with a lean mixture or
stratified.

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The vertical intake manifold

With this type of collector, a rotary airflow is created in the intake.
clockwise direction, which achieves higher efficiency. The advantage of this
rotating flow system regarding the turbulent one used in the classical way (indirect injection),
In this last case, the fuel tends to concentrate on the periphery of the cylinder and therefore
away from the spark plug, while the rotating one allows you to concentrate it in the place that is most interesting for
a better combustion: around the spark plug. The fact that it is done following the direction
The schedule is in response to the need to prevent direct gasoline injection from colliding.
with the spark plug, as this creates a buildup of soot that causes false explosions. If the flow
turning left would not give enough time to get the gasoline flow
injected directly it vaporizes.
The relatively large angle of the injector helps to ensure that it will also have enough time.
for the sprayed fuel jet to vaporize, even when injected during the
compression stroke. The piston deflector helps to concentrate the rich air/gasoline mixture
around the spark plug.
This ideally stratified mixture, rich around the spark plug and lean in the periphery, allows
that the GDI engine of Mitsubishi operates smoothly in ultra-lean combustion mode, with the
amazing air ratio of 40/1, which achieves significant fuel savings.

Gasoline direct injection engines operate with two types of mixture depending on the load.
from the engine: stratified mixture and homogeneous mixture.

Stratified mixture: the engine is fed with a slightly enriched mixture when the vehicle
it moves under partial load conditions (accelerator pedal pressed halfway). To be able to
to achieve a lean mixture to feed the engine, it must be fed in a way
stratified.
The mixture of air and fuel is concentrated around the spark plug located in a strategic
central position in the combustion chambers, where accumulation occurs in the peripheral areas.

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practically only a layer of air. This measure achieves the elimination of the
mentioned strangulation to provide significant fuel savings. The positive
A characteristic of consumer economy is also a consequence of reduced dispersion.
of heat. The concentrated air in the manner described at the periphery of the combustion space
while the explosion of the mixture occurs in the central area of the chamber it provides a
kind of thermal insulation. With this specific stratification of the load, the Lambda value in
the combustion area ranges from 1.5 to 3. In this way, the direct injection of gasoline reaches
in the partial load field, the largest fuel savings compared to injections
conventional: at idle, even 40%.

During the admission phase (1) lower figure, the volume of air coming from the collectors of
vertical admissions traverse the curved surface of the piston (2) and flow back up creating a
powerful clockwise swirling flow. Flow control is possible thanks to
Karman-type air flow sensors, which control low back pressure, and two solenoids.
from the by-pass valve that allows large amounts of air to smoothly reach the cylinder,
what is extremely important when it comes to functioning with air/fuel ratios
extremely poor up to 40/1.
In the piston compression stroke, the rotational shape breaks down into small and
numerous whirlwinds. Next, in the final phase of the compression race, the injector of
high-pressure turbulence sprays the fuel (3) following a very tight spiral. This
turbulence movement along with the high density of compressed air and the small
tornadoes keep the fuel spray compact. The fuel is concentrated
around the spark plug. The stratification is very good: the air/fuel mixture is rich in the
center and poor in the periphery.
Finally, the spark in the spark plug (4) ignites, and the powerful combustion product is controlled by
the spherical cavity of the piston that is expanding through a chain reaction. The
The result of this entire process is a 20% improvement in fuel savings.

Homogeneous mixture: Intelligent injection control also allows for a

homogeneous mixture in the higher regimes (when power is demanded from the engine). The
injection is adapted automatically and the fuel is not injected in the phases of
compression but in the intake. Certain laws of thermodynamics impose, not
however, an increase in the filling of the cylinders and a decrease in temperature of
compression under these conditions. These adjustments also have some very side effects.
positives that manifest in the form of high power and torque values. With a
high compression ratio above 11 (11.5:1) offers a significantly higher value
that an engine equipped with an MPI (multipoit injection) system.
With homogeneous mixture, the fuel is injected during the intake stroke to create a
cooling effect, the high-pressure injector changes the way it operates in this mode to
feed the fuel through a long conical jet, in order to achieve a
dispersion in the cylinder. The cooling effect prevents detonations or spontaneous combustion

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in the cylinder that can occur when the engine has a high compression ratio and with
a high heating.

Reduction in pollutant gas emissions

One of the most important aspects of the GDI engine is the lower emission of pollutants.
(CO2, NOx, and hydrocarbons).
If gasoline is burned, CO2 is generated; therefore, if the amount of gasoline burned is reduced, it
it will also reduce the amount of CO2. Thus, decreasing fuel consumption in
By 20%, CO2 emissions also decrease by the same percentage in the GDI engine.
Three-way catalysts are not effective in the GDI engine when operating in ultra mode.
poor combustion. MITSUBISHI has developed a new type of catalyst, called
selective reduction, to help reduce nitrogen oxide (NOx) emissions.

The manufacturer Bosch has been applying its injection systems to injection engines for some time.
direct. More than 60 years ago in aviation engines and also in the renowned Mercedes
1954 300 SL, with butterfly wing opening doors. This system of
injection worked the same as that used by Diesel engines, that is, it was equipped with a
inline injection pump that has as many pumping elements as there are cylinders in the engine and
driven by a camshaft synchronized with the crankshaft. The injection pressure with which
this system works at 15 to 20 kp/cm2, which if we compare it to a Diesel (150 to
400) is very low, which makes the accuracy of the pumping equipment not very great. But
It had the huge drawback of lubrication, since gasoline is not a lubricant, it implies the
the need to lubricate the pump, which increases its manufacturing cost. Also, the injectors must
lubricate, which complicates it extremely. The injectors that are in contact with the high
pressures and the temperature reached in the engine combustion chamber cause that
deteriorate quickly and require a lot of maintenance, which is why this direct injection is only used
used in very exclusive or sports vehicles.
For the reasons outlined above, Bosch parked the development of this technology until
The massive use of electronics made it easier to develop a system that is reliable enough.
and there is a fair price.

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The Bosch direct gasoline injection system known as MED works according to the principle of
operation of the Common Rail used for diesel injection. That is, a pipe or rail
common distributor, high pressure, supplies fuel to all the injection valves; the
regulated pressure in the fuel distributor pipe is generated by a high-pressure pump
that can reach pressures of up to 120 bar. With the injection valves activated by
electromagnetic form, the start and duration of the injection process is variable within
wide limits. The injection flow rate is measured precisely, while the jet geometry
is synchronized with the engine requirements. The shape and angle of the jet, as well as the size
the sprayed droplets also constitute important parameters for the formation of the
mix and determine low emission values and favorable consumption.

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Gasoline direct injection, Bosch Motronic MED

Introduction to the operation of this injection system

As we have seen in other injection systems like the one used by the Japanese brand
Mitsubishi (GDI), to the two operating modes of engine operation called: 'load
"stratified" and "homogeneous load" a third mode is added, it is called the
"homogeneous-poor". With this operating mode, fuel consumption is reduced once again.
in comparison with the operation at lambda = 1 with exhaust gas recirculation. The
The engine control unit selects the operating mode based on the operating conditions.
/power / exhaust gases and safety.

Stratified mode
The engine operates in stratified mode at medium load and RPM.
The stratification of the mixture in the combustion chamber allows the engine to operate with a
total lambda value of approx. lambda = 1.6 to 3

En el centro de la cámara de combustión se encuentra una mezcla con buenas cualidades

flammables around the spark plug.
This mixture is surrounded by an outer layer, which in the ideal case is made up of
fresh air and recirculated exhaust gases.

Homogeneous-poor mode
The engine operates in the homogeneous-lean mode during the transition between the stratified mode and the
homogeneous.
The poor mixture is distributed in a homogeneous (uniform) manner in the chamber of
combustion. The air-fuel ratio is approximately lambda 1.55.

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Homogeneous mode
At higher loads and regimes, the engine operates in the homogeneous mode.
The air-fuel ratio in this operating mode is lambda = 1.

In the homogeneous and homogeneous-lean modes, the fuel is injected into the cylinder during the
ciclo de admisión y se mezcla allí uniformemente con el aire aspirado, como se hace en los
injection systems in the intake manifold (MPi).

In the stratified mode, the fuel and air mixture is arranged in the spark plug area (figure
inferior) through the method of cylindrical combustion motion of the gas load
guided by wall and air (tumble movement). The injector is arranged so that the
combustible sea projected on the specific recess at the top of the piston (guided by the wall)
and from there be directed towards the spark plug. With the control of the flap in the collector
of admission and the reduction of turbulence occurs in the cylinder a cylindrical movement of air
(tumble). With this airflow (also driven by air), the transportation of
Fuel towards the spark plug. The mixture is formed on the way to the spark plug.

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Stratified charging mode

For the engine management to switch to stratified mode, certain conditions must be met, among others.
things, certain important premises:

The engine is in the load and rpm range that corresponds.

There is no significant fault in the system for the exhaust gases.
The temperature of the coolant exceeds 50 °C
The NOx sensor is arranged for operation.
The temperature of the NOx catalyst-accumulator is between 250 °C and 500 °C.

If these conditions are met, it becomes possible to implement the stratified mode.

Admission
In the stratified mode, the butterfly opens as much as possible to keep losses minimized.
by strangulation.
The flap in the intake manifold closes the lower passage in the cylinder head. As a result, the air
The intake accelerates and flows describing a cylindrical whirlwind (tumble) through the
upper duct to the cylinder.

Note: It is not possible to fully open the butterfly valve, because there must always be a certain amount.
depression in consideration of the activated carbon system and gas recirculation
escape.

Air flow
The airflow describing a cylindrical vortex experiences an intensification due to the
specific geometry that has the piston head.

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Injection
The injection (lower figure) occurs in the last third of the compression cycle. It begins about
60° and finishes about 45° before the ignition PMS.
The moment of the injection exerts an important influence on the position that the cloud adopts.
from the mixture in the spark plug area.

The fuel is injected towards the fuel dip. The desired propagation
The mixing cloud is achieved thanks to the geometry of the injector.

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Due to the fuel reduction effect and the downward movement of the piston, it drives the
fuel towards the spark plug. This operation is intensified by the airflow with
cylindrical turbulence, which also leads the fuel to the spark plug. On the way to the
The spark plug mixes the fuel with the inhaled air.

Blend formation
For the formation of the mixture in the stratified mode, only one angle is available.
crankshaft from 40° to 50°. This is crucial for the ignition capacity of the mixture. If the time is
shorter between the injection and the ignition, the mixture is not yet prepared enough to
to inflame appropriately. A longer time would lead to greater homogenization in
the entire combustion chamber.
For that reason, a mixture cloud with good flammability capacity arises in the center of the
combustion chamber, around the spark plug. It is surrounded by an outer layer that, in the case
Ideal consists of fresh air and recirculated exhaust gases.
La relación de aire y combustible en toda la cámara de combustión se halla entre: lambda = 1,6 y
3.

Combustion
Tras el posicionamiento exacto de la mezcla de combustible y aire en la zona de la bujía es cuando
the ignition occurs. During that operation, only the mixture cloud ignites, while
the remaining gases act as an insulating layer. This reduces the losses of
heat on the walls and increase the thermal performance of the engine. The ignition timing is
find within a narrow angular window of the crankshaft, due to the late end of the
injection and the time that elapses for the formation of the mixture at the end of the compression cycle.

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Note: The pair generated by the engine is determined in this operating mode solely through
of the amount of fuel injected. The mass of air drawn in and the ignition angle have
here only a little importance.

Homogeneous-poor loading mode

This operating mode lies between the stratified mode and the homogeneous mode. In all
the combustion chamber has a homogeneous-lean mixture. The fuel to air ratio and
The air is approximately at lambda = 1.55. The same premises apply here as for the stratified mode.

Admission
Just like in the stratified mode, the butterfly valve is as open as possible and the
the intake collector flap is closed. As a result, the air intake is reduced on one side.
losses due to strangulation and on the other hand, an intense airflow is achieved in the cylinder.

Injection
The fuel is injected directly into the cylinder at about 300° ATDC of ignition during the
admission cycle. The engine control unit is responsible for regulating the injected amount of
so that the fuel-to-air ratio is approximately lambda = 1.55.

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Formation of the mixture

The early injection moment allows for more time for the formation of the
mix until the moment of ignition. This way, a homogeneous distribution is produced.
(uniform) in the combustion chamber.

Combustion
Just like in the homogeneous mode, it is possible to freely choose the moment of ignition, because
there is a homogeneous distribution of the mixture. The combustion takes place throughout the chamber.

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Homogeneous mode
The homogeneous mode is comparable to the operation of an engine with injection in the
intake manifold.
The essential difference is that the fuel is injected directly into the cylinder at
it is about the direct injection gasoline version.
The engine pair is determined by the ignition timing (short term) and by the mass of
inhaled air (long term). For this mass of air, the necessary amount to be injected is chosen.
(lambda = 1).

Admission
The butterfly valve opens based on the position of the accelerator. The flap in the manifold
Admission remains open or closed depending on the current operational point.

In the medium range of loads and regimes, the flap in the collector is closed.
admission, causing the inhaled air to flow in a cylindrical whirl towards the
cylinder, which positively contributes to the formation of the mixture.

As the load and regime continue to increase, the mass of air that can only be
aspiring through the upper channel would no longer be sufficient for the process. In that
if the flap in the intake manifold also opens the passage of the lower duct.

Injection
The fuel is injected approximately at 300° ATDC of ignition, directly into the
cylinder, during the intake cycle.
The energy needed for the evaporation of the fuel is extracted from the air enclosed in the
combustion chamber, which cools the air. As a result, it is possible to increase the ratio
of compression compared to an engine with fuel injection in the intake manifold.

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Formation of the mixture

Due to the fuel injection during the intake cycle, there is quite a bit of time available.
for the formation of the mixture. This causes a homogeneous mixture to be distributed in the cylinder.
(uniform), composed of the injected fuel and the taken-in air.
The fuel-to-air ratio in the combustion chamber is lambda = 1.

Combustion
In the homogeneous mode, the ignition timing essentially influences the torque of the
engine, fuel consumption, and exhaust emission behavior.

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Fuel system, feeding and injection

The fuel system is divided into a low pressure part and a high pressure part.

The low-pressure fuel system: it consists of a tank (1), in its

An interior and submerged electric pump (2) elevates the fuel to a filter (3)
which is responsible for cleaning it of impurities, once the fuel is filtered it is directed to
the high-pressure pump (6). The fuel pressure in normal operation
It is 3 bars and during hot start it is a maximum of 5.8 bars.
It consists of:
1.- the fuel tank
2.- the electric fuel pump
3.- the fuel filter
4.- the fuel dosing valve
5.- the fuel pressure regulator (pressure drop)

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The high-pressure fuel system: the high-pressure pump (6) pumps the
fuel towards the injection ramp (8). The fuel pressure is measured there by
the corresponding sensor (9) and the regulating valve is responsible for regulating it from 50
up to 100 bars.
The injection is carried out by the high-pressure injectors (11)

Consists of:
6.- the high-pressure fuel pump
7.- high-pressure piping
injection ramp
9.- the fuel pressure sensor
10.- the fuel pressure regulating valve
11.- the high-pressure injectors

Within the fuel system, we find the coal tank as a secondary element.
Active or Canister (12). It is used to treat the gases generated by the fuel during its storage.
in the deposit.

The high-pressure fuel pump

It serves to supply pressurized fuel to the injection ramp. The pump goes
screwed to the camshaft housing. It is a 3-cylinder radial pump driven by
through the intake camshaft (5). With the three pump elements staggered by 120°
they keep fluctuations in fuel injection ramp pressure reduced.
Assume the role of establishing a pressure of up to 100 bars in the fuel system.
high blood pressure.

Drive
The drive shaft of the high-pressure fuel pump is driven by the shaft of
intake manifolds.

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On the drive shaft there is an eccentric cam, which supports a cam ring. When the shaft rotates
actuation, the eccentric cam with the cam ring establishes the ascent movements and
descent of the pump piston.

During the downward movement, fuel is drawn from the low-pressure system.
During the upward movement, the fuel is pumped to the injection ramp.

Operation
The fuel moves from the low-pressure system to the high-pressure pump. There it travels through the piston.
hole of the pump towards the intake valve.

Aspiring career: During the downward movement of the pump's piston, the
volume in its cylinder and the pressure decreases. As soon as the pressure in the hollow piston is
superior to that of the cylinder of the
pump, the intake valve opens and allows the fuel to flow back.

Pump operation: With the beginning of the upward movement made by the piston
The pump increases the pressure in its cylinder and the intake valve
closes. If the pressure in the pump cylinder is higher than that of the injection ramp, the
The relief valve opens and the fuel is pumped into the injection rail.

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Fuel pressure regulator valve

It is screwed between the injection ramp and the fuel return tube to the
deposit.
It has the function of controlling the pressure in the injection ramp, regardless of the
injected amount and the amount of fuel supplied by the pump.

Operation
If there are differences regarding the theoretical pressure, the engine control unit excites
the fuel pressure regulating valve by means of a width-modulated signal
de los impulsos. A raíz de ello se crea un campo magnético en la bobina y la válvula con la bola de
closure takes off from its seat. Depending on the magnitude of the signal, it is modified in this way.
section of passage to the return pipe and, with it, the amount of fuel that returns,
regulating the pressure accordingly.

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Effects in case of failure

The regulating valve is closed because there is no current applied. Thus, it is configured.
established that there is always a sufficient fuel pressure available.
To protect the components against excessive pressures, it is incorporated into the regulating valve.
of fuel pressure a mechanical pressure limiter through a spring system.
It opens when the fuel has a pressure of 120 bars.

Fuel pressure sensor

The fuel pressure sensor is bolted to the injection rail.
combustible. It functions to measure the fuel pressure in the injection rail. With
This measure, the engine control unit, regulates the fuel pressure in the high system.
pressure, in terms of a family of characteristic curves.

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Operation
From the injector ramp, fuel flows to the pressure sensor.

At low fuel pressure, the steel membrane only deforms slightly. From that
how high is the electrical resistance that the strain gauges and the
the signal voltage is low.
If the fuel pressure is of high magnitude, the steel membrane deforms in
an intense measure. As a result, the electrical resistance in the resistors is low
extensometric and the signal tension is correspondingly high.

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The signal voltage intensifies in the electronic circuit and is transmitted to the unit of
motor control. The regulation of fuel pressure is carried out with the help of the
fuel pressure regulator valve.

Effects in case of breakdown

If the signal from the pressure sensor in the intake manifold is absent, the control unit of the
the motor proceeds to excite the fuel pressure regulating valve through a
fixed value.

The high-pressure injectors

The injectors are fixed to the cylinder head and inject fuel at high pressure directly into the
interior of the cylinder (direct injection).
The mission of the injectors is to inject the fuel in the minimum time, appropriately.
pulverized and specifically according to the current operating mode.
For example, in the stratified mode, the fuel is positioned in a concentrated manner in the
spark plug zone, while in the lean homogeneous and homogeneous modes it is pulverized from a
mode
uniform throughout the combustion chamber.

With a projection angle of the jet of 70° and a jet inclination angle of 20°
it has a precise positioning of the fuel, especially in stratified mode.

Operation
During the injection cycle, the electromagnetic winding in the injector is energized and generated
a magnetic field. As a result, the induced is attracted to the needle, which opens the injector and
project the fuel.

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When the winding ceases to be excited, the magnetic field is neutralized and the needle is pressed by the
compression spring against its seat in the injector. The fuel flow is interrupted.

Note: we can say that direct injection systems compared to injection systems in the
intake manifold (indirect injection), they have to work with higher injection pressures
and the time available to make the injection is noticeably shorter. However, the same
fuel volume can be injected in less time if the pressure is increased
injection. As a guiding example, we will say that in direct injection, the injection time
for 6,000 rpm it is 5 ms compared to the 20 ms of the injection systems in the manifold
admission.

Excitation of high-pressure injectors

Los inyectores de alta presión se excitan por medio de un circuito electrónico en la unidad de
motor control.
In order for the injector to open as quickly as possible, a brief pre-magnetization is applied to it and it is
apply a voltage of approximately 90 volts. This results in a current intensity of up to 10
amperes. With the injector fully open, a voltage of 30 volts is sufficient and a
intensity of 3 to 4 amperes to keep it open.

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Effects in case of breakdown

A faulty injector is recognized by the detection of ignition/compression failures and stops
to be excited.

The fuel metering valve

It is located in the feed pipe to the high-pressure fuel pump and towards the
fuel pressure regulator. It is mounted on the suspension turret.

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Operation
During normal operation, the valve is open and allows passage to the
fuel pressure regulator.
If during the engine start-up cycle the coolant temperature exceeds 110 °C and
the temperature of the intake air is above 50 °C it is a hot start. In that
In this case, the engine control unit energizes the valve for about 50 seconds and thereby closes the passage.
towards the pressure regulator
As a result, the pressure in the low-pressure system increases until it reaches the pressure of
maximum pumping of the electric pump. By intervention of an internal valve for limitation of
the pressure reaches a maximum of 5.8 bars.
This increase in pressure prevents the formation of vapor bubbles on the suction side of the
high-pressure pump and ensures reliable high pressurization.

Effects in case of breakdown

If the fuel metering valve breaks down, a compression spring keeps it closed.
all the time. In this way, the pressure in the low-pressure system increases to 5.8 bars and is
prevents the immobilization of the vehicle during the hot start cycle.

The activated carbon deposit (canister)

This device is needed to comply with the legal requirements regarding emissions.
hydrocarbons (HC). It prevents fuel vapors from the tank from entering the environment
environment. Fuel vapors are stored in the activated carbon tank and are
they lead systematically to the chamber for combustion.

In the homogeneous-poor and homogeneous modes: the ignitable mixture is found

distributed in a uniform manner in the chamber. Combustion takes place throughout the
camera extension, and the fuel from the activated carbon tank is
burn on that occasion.

In the stratified mode: the ignitable mixture is concentrated only

in the spark plug area. Part of the fuel coming from the activated carbon tank
it is located in the outer area, not directly flammable. This may
to provoke an incomplete combustion and increase HC emissions in the gases of
escape. For this reason, the stratified mode is only enabled if the system calculates that the
The activated carbon filter has a low load.

The engine control unit calculates the amount of fuel that can be added.
coming from the activated carbon deposit. Immediately after, the solenoid valve is excited, proceeding to
an adaptation of the injected amount and the throttle adjustment. To that effect, the unit of
motor control needs the following information:

the engine load, coming from the hot wire mass air flow meter,
the engine speed, coming from the engine speed sensor,
the temperature of the intake air, coming from the intake air temperature sensor and
the charge state of the activated carbon reservoir, coming from the Lambda probe

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