DIRECT INJECTION

MOTP 5023
Mr. Verbruggen
DIRECT INJECTION HISTORY
• The technology was derived from wartime aircraft
engines
• Aircraft in the war began using direct injection so that
while maneuvering at high speeds and upside down
the engines would not stall out due to pressure
changes, and G forces
DIRECT INJECTION HISTORY CONTINUED

• The 1954 Mercedes-Benz W196 Formula One

racing car engine used Bosch direct injection
derived from wartime aircraft engines.
DIRECT INJECTION HISTORY: 1955
MERCEDES BENZ 300SL
• Following the W196's success on the track, the 1955
Mercedes-Benz 300SL became the first passenger car
with a four-stroke direct injection Otto engine.
WHAT STOPPED DIRECT INJECTION?

• $$$$$$
• These first systems had imperfections
• Lacked the computer technology
• As computer technology increased fuel injection technology also
increased
• Fuel Injection continued to improve and reduce in price making it
more economical
• It was not until the late 80’s when manufacturers started mass
producing fuel injected vehicles
THROTTLE BODY FUEL INJECTION
• Throttle Body Injection
• As the name suggests fuel was injected in the
throttle body before the throttle plate
PORT INJECTION
• Fuel injector was moved from the throttle body to the
intake manifold
• Located at the intake port right before the intake valve
MULTI-PORT FUEL INJECTION
• Injects into intake manifold before intake valve
• Fires multiple injectors at the same time
• Example: injector 2 and 6 may fire at the same
time
• Disadvantage: fuel may sit at intake valve before
intake valve opens
• Advantage: cleans intake valve
SEQUENTIAL FUEL INJECTION
• Injects into intake manifold before intake valve
• Each injector is fired individually
• Injection is timed to happen before the intake valve
opens
• Advantages: fuel stays vaporized more easily
• Advantages: cleans intake valve
DIRECT INJECTION DIAGRAM
DIRECT INJECTION: ADVANTAGES
• Also called GDI- gasoline direct injection
• Advantages of direct injection
• Increased fuel efficiency
• Increased power
• Precise fuel metering
• Rapid opening for small amounts
• Precise injection timing
• Possibility of no throttle plate
DIRECT INJECTION: THROTTLE BODY
REMOVAL?
• Problem with throttle plate and Gasoline engines
• Mid-range restriction
• Removal will be similar to diesel engine and get
same advantages
• No air flow restrictions
• Large air mass (allowing more air, more easily into
the engine)
• Increased volumetric efficiency
• Complete combustion
• All fuel injected in cylinder will be burned-
decrease in HC emissions
• No “left overs”
DIRECT INJECTION: IMPROVED FUEL
ECONOMY
•Gasoline injected directly into the
cylinder
• A design change that can prolong use
of ICE for many years
• The added fuel economy of direct
injection gave consumers a viable
option other than hybrid or electric
vehicles
• 35-40% improvement in fuel
economy vs. Port fuel injection
DIRECT INJECTION: HETEROGENEOUS
MIXTURE
• GDI
• Allows for stratified air fuel charge
• Port fuel injection allows for a homogenous air fuel mixture
• Stratified air/fuel charge
• Fuel is not evenly distributed in cylinder
• Heterogeneous mixture
• Layered
• Opposite of homogeneous
• Fuel is concentrated around the spark plug
STRATIFIED FUEL CHARGE
• Lambda less than one indicates
rich air fuel ratio
• Lambda greater than one
indicates lean air fuel ratio
• Air fuel ratio at spark plug is rich
or close to stoichiometric
• Combustion then burns into a
leaner area
• Textbook page 857
LEAN AIR FUEL RATIO
• Remember that in a 4 stroke cycle gasoline engine an air fuel ratio
leaner than 18.5:1 can cause a lean misfire
• Stratified systems allow 14.7:1 at the spark plug for good ignition

• Flame travels into the leaner areas to complete the burn (pre-
injection)

• Results in 65:1 for lean operation at cruise

(15-50 hp)
AIR INTAKE DESIGN
• Intake ports are aligned to reverse the air charge
entering the cylinder
• Aids in stratification
• Aims fuel towards spark plug
PRE-INJECTION
• Small Injection of fuel on the compression stroke
• Used on diesel engines
• Small amount of fuel injected will fully mix with
the air creating a extremely lean homogenous
mixture throughout the entire cylinder
DIRECT INJECTION ON COMPRESSION
STROKE
• Main fuel injection
takes place very late in
the compression stroke
• Piston is almost at TDC
• High cylinder pressures
before injection takes
place
• Injection is “bounced”
off the curved piston
top
• Achieves correct
mixture at plug
COMPRESSION INJECTION
• Fuel Injection pressures range
from 1000psi-5000psi
• Due to the fact fuel is being
injected on the compression
stroke fuel pressure must be
higher than compression
pressure
• If fuel pressure was less than
compression pressure it would
cause fuel to flow back up into
the injector
DIRECT INJECTION: VIDEOS

• Bosch Direct Injection

• [Link]
• Hyundai Direct Injection
• [Link]
• 4:41
DIRECT INJECTION FUEL SYSTEMS
• The fuel tanks and fuel lines on a direct injection vehicle are very
much the same as a port fuel injection system
• Fuel Pump in tank
• Electric
• Roller cell type pump
• Controlled by fuel pump module
• Pulse width modulated
• Low pressure- 40-60psi
FUEL SYSTEM: LOW PRESSURE AND
HIGH PRESSURE
• Fuel delivery system is split into two separate sides
• LOW PRESSURE SIDE
• From tank pump
• Low pressure test port for testing of LOW SIDE ONLY
• 40-60psi
• Supplies low pressure fuel to the HIGH PRESSURE PUMP

• HIGH PRESSURE SIDE

• Extremely high pressure (up to 3000psi)
• DO NOT DISCONNECT LINES OR MEASURE FUEL
PRESSURE
DIRECT INJECTION FUEL SYSTEM: LOW
AND HIGH PRESSURE
HIGH PRESSURE FUEL PUMP

• Located on engine
• Driven off of exhaust
camshaft eccentric
• Low pressure fuel supplied
to high pressure pump
from in tank pump
• Creates extremely high
pressures and delivers
fuel to the fuel rail
HIGH PRESSURE PUMP CUTAWAY
HIGH PRESSURE FUEL PUMP:
CHEVROLET IMPALA
HIGH PRESSURE FUEL PUMP CONTROL
• Mechanical style fuel pump
• Plunger is driven by an eccentric on the engines camshaft
• Unlike an in tank fuel pump we cannot vary pump speed (duty cycle)
from engine speed (driven by exhaust camshaft) to increase or
decrease fuel pressure
• High pressure fuel pumps can control outlet pressure one of two ways:
• Spill Valve
• Controls the effective pumping stroke of the plunger
• Fuel Pressure regulator
• Controls the amount of fuel allowed to enter into the high
pressure pump and become trapped above the plunger
HIGH PRESSURE FUEL PUMP PLUNGER
OPERATION
HIGH PRESSURE FUEL PUMP
SPILL VALVE PRESSURE CONTROL
• Spill valve controls how
much fuel is trapped
above the fuel pump
plunger and therefore
outlet pressure
• Spill valve is computer
controlled
• Fuel rail check valve
prevents high pressure
fuel in rail from running
back into pump
HIGH PRESSURE PUMP
INTAKE STROKE
• INTAKE STROKE
• Plunger is moving down in the
pump housing
• Inflow check valve is open
• Low pressure fuel fills the area
above the plunger
• Outlet valve is closed
HIGH PRESSURE PUMP
SPILL VALVE HELD OPEN
• SPILL PROCESS
• Plunger begins moving upwards with
camshaft rotation
• No pressure is being created
• PCM controlled solenoid is holding
spill valve open
• Fuel escapes pump and returns to
tank
HIGH PRESSURE PUMP SPILL
VALVE CLOSED>HIGH
•PRESSURE
HIGH PRESSURE OUTLET
• PCM determines required outlet pressure
• PCM solenoid allows spill valve to close
• Fuel is now trapped above plunger
• Plunger moving upwards compressing fuel
• High pressure fuel out to fuel rail
• Threaded steel line connections
HIGH PRESSURE FUEL PUMP
PRESSURE REGULATOR
• Most common
• Pulse width modulated
• Exactly controls the amount of fuel
allowed to enter the area above the
plunger
• More fuel trapped above plunger=
higher outlet pressure
• Less fuel trapped above plunger =
lower outlet pressure
HIGH PRESSURE FUEL PUMP PRESSURE
REGULATOR OPERATION
• If circuit fails control valve
will remain closed resulting
in maximum system pressure
• System then protected by
relief valve
HIGH PRESSURE PUMP WIRING DIAGRAM
HIGH PRESSURE FUEL PUMP EXAMPLES
HIGH PRESSURE FUEL RAIL
• High pressures (3000psi)
• Threaded steel connections
• Supply high pressure fuel to fuel injectors
• Angle fuel injectors for correct injection into cylinder
• Common rail design
• Functions the same as a port fuel injection fuel rail just able to
withstand higher pressures

• Fuel rail pressure sensor

• Fuel rail temperature sensor
FUEL RAIL PRESSURE SENSOR
• Fuel rail pressure sensor
• 3 wire
• 5V
• Ground
• Signal
• Attached to end of fuel rail
• Measures running and
resting pressure
FUEL RAIL PRESSURE SENSOR
OPERATION
• Functions much like a MAP sensor
• Steel diaphragm resistor bridge
• Deflection of the resistor bridge changes
resistance values
FUEL RAIL PRESSURE SENSOR PCM
CONTROL
• Computer uses signal to protect over pressure
situations
• If an over pressure situation occurs computer
opens spill valve in high pressure fuel pump and
no more pressure is created
• Ensure correct fuel pressure is being achieved
• Set diagnostic trouble code if to high or to low
FUEL RAIL PRESSURE SENSOR WIRING

Fuel
Pressure
high- 4.5V

Fuel
Pressure
Low - .5V
FUEL RAIL TEMPERATURE SENSOR
• Fuel rail temperature sensor
• Can be located inside pressure
sensor
• Measures fuel temperature
• NTC- negative temperature
coefficient
• 2 wire
• Functions the same as a coolant
temperature sensor
• Threaded to fuel rail
• Measures running and resting
temperature
 DIRECT INJECTION: HIGH PRESSURE
•FUEL
What is the need for high pressure fuel?

• Remember we are now injecting on compression stroke

• Injecting into a cylinder with higher pressures compared to injecting
on intake stroke
• High pressure will always travel to low pressure
• We need fuel systems with higher pressure to ensure the fuel enters
the cylinder
• Compression pressures would cause fuel to flow back into the injector if
a low pressure saturation injector was used
• Reason for high pressure injectors and fuel systems
DIRECT INJECTION INJECTORS
• Need to spray fuel at a high pressure
• Provide a highly atomized fuel spray
• Direct the fuel spray (towards ramp in piston)
• Be able to dissipate the high heat absorbed
during combustion
• Extended tip sits in cylinder head
surrounded by water jackets
DIRECT INJECTION INJECTORS
PIEZOELECTRIC INJECTORS
• Piezoelectric Injectors
• Large and expensive
• Takes less than .0001 seconds to open and spray fuel compared to
.020 of a saturation injector
• Stacks of hundreds of thin crystals in injector body that flex when
voltage is applied to them
• Crystals expand in presence of electric field which causes the
pintle to lift off of its seat spraying fuel
• If less voltage is applied the crystals expand less
• Partial opening instead of full opening
PIEZOELECTRIC GDI INJECTORS
PIEZOELECTRIC INJECTORS CIRCUIT
• ECM controls voltage to the piezo crystals
• Ground controlled
• High voltage circuit
• 50-90V
• Chevrolet Impala direct injectors controlled with 65V
• Expands crystals rapidly
• High voltage controlled by a boost capacitor in the ECM
• High voltage to open then held open by 12V
 DIRECT INJECTION: INJECTOR WIRING

PCM 65V
DIRECT INJECTION: INJECTOR TESTING
CAUTION!

• CAUTION WHEN TESTING HIGH

VOLTAGE
• Most manufacturers will not ask you to back probe or test these
high voltage injectors
• Resistance testing only
• Powered down and unplugged
INJECTOR SPRAY PATTERN
• Fogging style spray pattern not a conical
• Much more restricted (smaller injector openings)
• Higher fuel pressure
• Deflected off piston and up into spark plug
• Capable of a short quick pre injection to ensure that
there is some fuel to carry flame in lean areas of cylinder
DIRECT INJECTION PISTONS

• Specially designed piston

heads to angle injection
towards spark plug
DIRECT INJECTION COMPLETE SYSTEM

Low flow
return
GDI TESTING
• USE CAUTION
• HIGH VOLTAGE AND HIGH
PRESSURE!
• Check low pressure fuel
supply system
• Low side fuel pressure
• Low side fuel volume
250mL in 15secs
GDI TESTING: SCAN TOOL CHECKS
• Scan Tool
• Check for codes
• Command high pressure pump (increase
pressure)
• Check fuel pressure sensor for signal change
GDI TESTING: INJECTOR RESISTANCE

• Injector
• Check resistance of injector and compare to
specification
• 175-200k
• Do not measure voltage or back probe injectors
due to high voltage
GDI TESTING: FUEL RAIL SENSORS

• Fuel Rail Pressure Sensor

• 5V
• Ground
• Signal
• Fuel Rail Temperature Sensor
• 5V
• Ground
DIRECT INJECTION MODES

• Modes Of Injection
• Ultra lean
• Stoichiometric
• Full power
ULTRA LEAN MODE
• Ultra Lean Mode
• Cruising speeds (60-120 km steady speeds)
• Injection late on compression stroke close to TDC
• Pre-injection (small quantity)
• Cools the cylinder
• Pre-injection is a very small amount of fuel injected on the
intake stroke ensuring some fuel across cylinder to burn
• Highest fuel pressure
• Spill valve closed
ULTRA LEAN MODE CONTINUED
• Fuel is deflected off of piston to end up at spark plug, keeps fuel
charge away from cylinder walls
• Low hydrocarbon emissions
• Greatest fuel economy
• Air fuel ratios as high as 65:1
• Low HC and CO emissions
• High NOx emissions
• EGR flow increased to 30%
• VVT
ULTRA LEAN MODE- NOX

• HC and CO low but NOx very high

• VVT- Variable valve timing

• Reduces NOX which will be increased from lean
combustion and reduced catalytic converter efficiency
• Reduces combustion temperatures by leaving exhaust
valve open as long as possible allowing cool intake air to
cool cylinder
STOICHIOMETRIC MODE

• Stoichiometric Mode
• Moderate engine load
• Lowest fuel pressure
• Injected earlier than ultra lean (intake stroke)
• Produces homogeneous mixture
• Required for converter operation, NOX reduction and
oxidation of HC and CO
FULL POWER MODE

• Full Power Mode

• Homogeneous plus a little extra fuel
• Injected earliest on intake stroke
• Full power and torque
DIRECT INJECTION FUTURE

• All gasoline fueled engines

• No throttle plate
• No starter motor- Assisted start- next slide
• Auto stop start systems

• Ultra low emissions

• More power with lower fuel consumption
• Hybrid power plant with CVT
DIRECT INJECTION ASSISTED START
• Injection into exact cylinder on power stroke
• Fire plug in cylinder even if small combustion is
created
• Aim is to turn engine and begin engine rotation
• Next cylinder gets full injection
• Eliminate starter or reduce size
• Less fuel used in start
GDI & SFI

• Engine is fitted with both sequential fuel

injection AND direct injection
• Both injection systems work together
• During cruise port fuel injection system is
shut down
• Benefits of both fuel injection systems
WEEK 6 ASSIGNMENT

• Due Friday of week 6

• Submitted through Turnitin!
• Make sure you answer all questions!