WEST YANGON TECHNOLOGICAL UNIVERSITY

DEPARTMENT OF MECHANICAL ENGINEERING

DESIGN AND ANALYSIS OF DIESEL FUEL INJECTION

SYSTEM (TOYOTA FORTUNER 2022)
(USING MATLAB)

BY
AUNG KYAW PHYO
VI.MECH-23

B.E. (GRADUATION THESIS)

OCTOBER, 2024
YANGON
 WEST YANGON TECHNOLOGICAL UNIVERSITY
DEPARTMENT OF MECHANICAL ENGINEERING

We certify that we have examined, and recommended to the University Steering

Committee for Graduate Studies for acceptance the thesis entitled: “DESIGN AND
CALCULATION OF DIESEL FUEL INJECTION SYSTEM IN TOYOTA
FORTUNER 2022 (USING MATLAB)” submitted by Aung Kyaw Phyo, Roll
No.VI-Mech-23 (December, 2023) to the Department of Mechanical Engineering as
the requirement for the Degree of Bachelor of Engineering (Mechanical Engineering).
Board of Examiners;
1. Dr. Aye Aye Khaing
Professor and Head
Department of Mechanical Engineering, WYTU …………………..
(Chairman)
2. Daw Khaing Khaing Wai
Associate Professor
Department of Mechanical Engineering, WYTU …………………..
(Supervisor)
3. Daw May Hlaing Win Khin
Lecturer
Department of Mechanical Engineering, WYTU …………………..
(Co-supervisor)
4. Dr. Khin Khin Thant
Professor
Department of Mechanical Engineering, WYTU …………………..
(Member)
5. Dr. Khin Nwe Zin Tun
Professor
Department of Mechanical Engineering, WYTU …………………..
(Member)
6. Daw Yu Nandar Myint
Lecturer
Department of Mechanical Engineering, WYTU …………………..
(Member)
7. Daw Ei Khwar Nyo Soe
Lecturer
Department of Mechanical Engineering, WYTU …………………..
(Member)
 ACKNOWLEDGEMENTS

Firstly. the author would like to express his grateful thanks to Dr. Kyi Soe.
Rector of West Yangon Technological University, for his inspiration and
encouragement.
Moreover. the author would also like to express his deepest gratitude to the
Chairman, Dr. Aye Aye Khaing, Professor and Head of the Mechanical Engineering
Department, West Yangon Technological University, for her permission and
guidance.
Very special thanks to his supervisor, Daw Khaing Khaing Wai, Associate
Professor of the Mechanical Engineering Department, West Yangon Technological
University, for her encouragement, helpful suggestions, true-line guidance,
supervision and editing.
Furthermore, the author would also like to express his heartfelt thanks to Daw
May Hlaing Win Khin, Co-supervisor and Lecturer at the Mechanical Engineering
Department, West Yangon Technological University, for his permission and helpful
suggestions throughout the preparation period of this thesis.
The author would like to convey his respectful gratitude to Member of Board
of Examiners, Dr. Khin Khin Thant and Dr. Khin Nwe Zin Tun, Professor of the
Mechanical Engineering Department, West Yangon Technological University, for
their kind guidance and helpful ideas.
The author would like to express heartfelt gratitude to Member of Board of
Examiners, Daw Yu Nandar Myint and Daw Ei Khwar Nyo Soe, Lecturers at the
Mechanical Engineering Department, West Yangon Technological University, for the
willingness to share their ideas and knowledge with their which has well contributed
to this thesis.
The author would also like to express his thanks not only to all the teachers
throughout the academic life but also to each and every individual who assisted for the
completion of this thesis. Finally, the author wishes to thank his parents for their
inspiring determination, financial supports and encouragement to collect his attention
without any difficulty.
ABSTRACT

The fuel injection system represents a pivotal technology in internal

combustion engines, essential for delivering precise amounts of fuel into the
engine cylinders at controlled intervals and pressures. This abstract provides a
comprehensive overview of the fuel injection system, focusing on its
components, operation principles, and impact on engine performance.
Key components such as the fuel pump, injectors, and electronic
control unit (ECU) are examined for their roles in pressurizing fuel and
regulating injection timing and duration. The evolution from mechanical to
electronic fuel injection systems is discussed, highlighting advancements in
efficiency, emissions control, and power delivery.
The abstract explores how modern fuel injection systems optimize
combustion by ensuring precise fuel atomization and mixing with air, thereby
enhancing fuel efficiency and reducing exhaust emissions. It addresses the
benefits of direct injection systems in achieving higher power output and
improved throttle response compared to traditional carburetion.
 CHAPTER 1
INTRODUCTION

1.1 Research and Background

An engine is a device which transforms one form of energy into
another form. Engine is divided into two groups. They are external
combustion engine and internal combustion engine.
If the combustion takes place inside the engine cylinder so that the
products of combustion act directly on the piston, this engine is called the
internal combustion engine. Internal combustion engine may be divided into
spark-ignition engine and compression-ignition engine.
In spark-ignition engine, a gaseous mixture of fuel and air is
introduced during the suction stroke. A carburettor is necessary to provide the
mixture. It requires an ignition system with spark plug in the combustion
chamber. In compression-ignition engine, pure air is compressed in the
combustion chamber. And fuel is injected directly into the combustion
chamber at high pressure at the end of the compression stroke. A fuel pump
and injector are necessary. Self-ignition occurs due to high temperature of air
because of high compression.
SI and CI engines are classified into four-stroke and two-stroke
engines depending on the number of piston strokes for completing a cycle of
operation.
Accordingly they are classified as.
1. Four-stroke petrol engine
2. Two-stroke petrol engine
3. Four-stroke diesel engine
4. Two-stroke diesel engine
There are five main systems of four-stroke diesel engine. They are
1. Air-intake system
2. Exhaust system
3. Cooling system
4. Lubrication system
5. Fuel injection system

The fuel injection divided by four types on working principle. They are
(i) Common rail fuel injection system
(ii) Individual pump fuel injection system
(iii) Distributor pump fuel injection system
(iv)Unit injection system.
 The function of fuel injection is to supply the engine with fuel in
quantities exactly metered in proportion to the power required and timed with
the utmost accuracy. Efficient combustion is depended to a very real extent on
the correct functioning of the fuel injection equipment. Its components must
have high precision and increasing sophistication as diesel engines of high
specific performance are required to meet legal limits of noise, exhaust smoke
and gaseous emission. Fuel injection system is the most vital component of
diesel engine. Fuel injection system requires a higher standard of design and
manufacture.
A fuel injection system is a critical component in modern IC engines,
responsible for precisely delivering fuel to the engine’s combustion chamber.
Unlike older carburettor systems, they offer superior control over the fuel-air
mixture, resulting in improved engine performance, fuel efficiency, and
reduced emissions. These systems use electronic sensors and injectors to
precisely meter and atomise the fuel, ensuring that the engine runs smoothly
under various conditions.

1.2 Aim and objectives

Aim and objectives presented in this thesis are:
1. To be familiar the fundamentals of fuel injection system of diesel engine.
2. To obtain the optimum flow rate of the common-rail type injection system.
3. To study and analyse the injection system of the diesel engine.
4. To understand the various types of injection system.
5. To design and calculate the injection system of 1GD-FTV engine.
Fuel injection system of 1GD-FTV diesel engine is common-rail type
system. Common-rail fuel pump is controlled by the diesel engine
management system. The pump plunger diameter, maximum plunger stroke,
and maximum effective stroke of the pump plunger are designed in this thesis.
The nozzle orifice diameter in 1GD-FTV diesel engine is designed.

1.3 Scope of the thesis

The diesel engine is a compression-ignition engine which draws in air
and compresses it to a very high level. With its overall efficiency figure, the
diesel engine rate as the most efficient combustion engine. Large, slow-
running models can have efficiency figures of as much as 50% or even more.
The resulting low fuel consumption, coupled with the low level of pollutants
in the exhaust gas, all serve to underline the diesel engine’s significance. The
diesel engine can utilize either the 4 or 2-stroke principle. In automotive
applications though, diesels are practically always of the 4-stroke type.
There exists two basic method of fuel injection in compression-ignition
engines – air injection and solid injection. Solid injection methods can be
 divided into four groups; (i) common rail system, (ii) individual pump system,
(iii) distributor system and (iv) unit injector system. The nozzle and fuel pump
for common-rail system in 1GD-FTV diesel engine are designed. The plunger
stroke of the fuel pump is maintained constant, and the quantity of fuel
injected into the combustion chamber is regulated by opening the inlet valve.
Fuel injection pump is to supply the engine with fuels in quantities exactly
metered in proportion to the amount of power required and fixed with the
utmost accuracy. Therefore, the engine will be smooth running and will
deliver its output with the greatest economy. The nozzle must spray the fuel
into the chamber to minimize the quantity of fuel reaching the surrounding
walls. Any fuel striking the walls tends to decompose, producing carbon
deposits, unpleasant odour and a smoking exhaust, as well as an increase in
fuel consumption.

1.4 Implementation Program

The programs to be implemented for complete this thesis are as follow:
1. Studying the fuel injection system for diesel engine
2. Studying the various types of injection system in diesel engine
3. Finding out to study the additive data from library
4. Design consideration and calculation of fuel injection system

1.5 Outline of Thesis

This thesis is divided into five chapters. Chapter one is the current
chapter, which introduce the thesis topic to the reader and explained on the
objectives and scope of thesis. The following Chapter two will summarize the
details on the literature reviewed earlier before commencing on the design
stage. Among the topics reviewed and covered in this chapter are about the
operation of nozzle and fuel pump for diesel engine.
Next, in Chapter three the operation of nozzle and fuel pump for four-
stroke diesel engine is explained. Chapter four will explain the calculations of
nozzle design and fuel pump design for four-stroke diesel engine. Finally, the
conclusion will be made in Chapter five by concluding the overall results
obtained as well as the knowledge learned from the thesis.
 CHAPTER 2
LITERATURE REVIEW OF NOZZLE AND FUEL INJECTION
PUMP

2.1 Introduction
The reasons behind the diesel-powered vehicle’s continuing success
can be reduced to one common denominator. Diesels use considerably less
fuel than their gasoline-line powered counterparts. And in the meantime the
diesel has practically caught up with the gasoline engine when it comes to
starting and running refinement. Regarding exhaust-gas emissions, the diesel
engine is just as good as a gasoline engine with catalytic converter. In some
cases, it is even better. The diesel engine emissions of CO2, which is
responsible for the ‘green-house effect’, are also lower than for the gasoline
engine, although this is a direct result of the diesel engine’s better fuel
economy. It was also possible during the past few years to considerably lower
the particulate emissions which are the typical for the diesel engine.
The popularity of the high-speed diesel engine in the passenger car
though would have been impossible without the diesel fuel injection system
from Bosch. The very high level of precision inherent in the distributor pump
means that it is possible to precisely meter extremely small injection quantities
to the engine. And thanks to the special governor installed with the VE-pump
in passenger-car applications, the engine responds immediately to even the
finest change in accelerator-pedal setting. All points which contribute to the
sophisticated handling quantities of a modern day automobile.

2.2 Fuel Injection

Fuel-injection system is the most vital component of diesel engine.
Fuel injection system requires a higher standard of design and manufacture.
Originally most fuel injection pumps were of the individual type. The
early spill valve types were replaced in the 1930s by the Bosch helix-
controlled design. Bosch designs were made by several licenses throughout
the world. In the early post-war years these companies, freed of their license
agreement, introduced their own designs, which were generally on the same
theme but aimed at obtaining greater performance from the same basic size at
lower cost.
In the 1950s distributor pumps were introduced primarily to reduce the
cost, although it will be shown later that distributor pumps also have technical
advantages in some applications. The cost saving represented by these pumps
was a major factor in rapid growth during the 1950s in the use of the diesel
engine for light commercial vehicles and tractors.
 Efficient combustion is dependent to a very real extent on the correct
functioning of the fuel injection equipment. Its components must have high
precision and increasing sophistication as diesel engines high specific
performance are required to legal limits of noise, exhaust smoke and gaseous
emissions.

2.3 The Function of Fuel Injection Equipment

The function of the fuel injection system is to supply the engine with
fuel in quantities exactly metered in proportion to the power required and with
the utmost accuracy, so that the engine will deliver that power within the
limits prescribed for fuel consumption, exhaust smoke, noise and where
applicable, gaseous emissions. The fuel must be injected through suitable
nozzles at pressures high enough to cause the required degree of atomization
in the combustion chamber and ensure that it mixes with sufficient air for
complete combustion in the cycle time available.
In multi-cylinder engines the periods of injection, the timing and the
delivered quantity must be accurately matched an ensure an even balance
between the cylinders.
In general term the injection period and pressure increase with the size
of the engine. Small direct-injection engines will have a period of about 25
degrees crank and an injection pressure exceeding 400 bar whilst large engines
may have periods approaching 40 degrees with pressures in excess of 1000
bar. Engines required to meet future expected limits of NOx exhaust emissions
will need shorter periods with correspondingly higher pressures.
Many fuel pumps incorporate the engine governor. On most inline
pumps this is an add-on unit but on distributor pumps it is usually an integral
part of the assembly. The governor/fuel-pump combination must give a
straight line relationship between load and engine speed. This is most
important on closed-governed applications, such as generator sets, where any
deviation could reduce the effective run-up in a particular load range to below
the stability limit. On automotive applications the governor often incorporates
means for adjusting the full-load delivery over the speed range, to achieved a
desired engine torque curve shape.
The combination of pump and fuel nozzle, or injector, must be
designed and made so as to eliminate dribble at the nozzle and the formation
of excessive carbon during the combustion process. It must also guard against
cavitation erosion which would reduce the serviced life.
The pump plunger and the nozzle valves must operate without
appreciable back leakage and therefore rely for their efficiency on extremely
fine tolerances and clearances. The diametric clearance between the plunger
and its associated barrel is a microns. Similarly fine fits and surface finishes of
optical accuracy are required in the injector. The fuel fed to the system must
 therefore be very clean. Approximately 5g of hard abrasive in the 5-20m size
range will wear out a multi-cylinder pump of a typical vehicle engine. Very
fine filters are necessary to protect the system.
The fuel injected into the combustion chamber must be sufficiently
atomized to mix adequately with the air within the time available for the
combustion process. The fuel/air mixing rate controls the heat release pattern
and therefore the power, efficiency and noise of the combustion. Good air/fuel
mixing also ensures that the soot released in the early part of the combustion
cycle is consumed before reaching the exhaust system. Although the air
movement in the combustion chamber will influence the amount of air
entrained in a free-front spray, this is up to the point when the spray impinges
upon the combustion chamber wall, other things being equal the amount of air
is approximately dependent on the mean spray velocity and the nozzle hole
diameter.
The air change and fuel spray characteristics vary with the engine
speed and load. This is particularly the case with turbocharged engines where
the air charged density is reduced together with load and speed. The fuel
injection must be matched as nearly as possible to the requirements over the
whole operating range of speed and load.

2.4 The Operation of Fuel-Injection System

Figure 2.1. shows the fuel injection system of the essential components
of the fuel injection system for a multi-cylinder engine fitted with as inline
pump. The fuel pump camshaft is driven from the engine crankshaft as half
speed for a four-stroke engine and at engine speed for a two-stroke engine. On
some designs of individual pump, for four-stroke engines with an even number
of cylinder, the camshaft is driven at engine speed and the gearing of the
distributor mechanism adjusted to the correct timing sequency. The inline
pump contains as many pumping elements as there are engine cylinder, i.e
each plunger element delivers fuel to the injector, or pair of injector, on the
cylinder to which it is connected.
The sequence of events is simple and straightforward. The fuel feed
pump located at the pump and can driven from it draws fuel from the service
tank and delivers it to the injection pump inlet via the fuel filter. The feed
pump may be a high-pressure plunger type or a low-pressure diaphragm type,
on which the pumping force is provided by a spring so that the operating
stroke of the pump is automatically adjusted to the demand, the cam simply
returning the diaphragm to the position at each revolution. The delivery
pressure is controlled by the spring force.
 Figure.2.1. Fuel Injection System

Figure.2.2 Fuel Injection Equipment

 With either type of feed pump a vent is provided at the filter or at the
injection pump inlet gallery, to release any air left in the system, or generated
by the action of the feed pump. When the feed pump is of the high-pressure
type this incorporates a relief valve to the control the system pressure and
return the surplus fuel deliver by the feed pump back to the tank. When a low-
pressure diaphragm-type feed pump is used the vent incorporates a small
orifice restrictor of 0.5 mm diameter. The injection pump delivers the fuel
under pressure to the injectors on the engine cylinders.
Figure 2.2 shows a typical fuel injection equipment of an inline or
four- cylinder fuel pump. The pump plunger A is thrust upwards on its
delivery stroke by the tappet operated by its associated cam, which may be in
the pump or on the engine camshaft. As the plunger moves through its stroke
the inlet port B is closed; thereafter the fuel line up to the injector is under
compression. Continued movement of the plunger increases the pressure in the
system up to the point where the nozzle valve lifts and injection begins.

Figure.2.3. Diagram of fuel injection pumping line

Figure.2.3 shows fuel injection pumping line of effective delivery from

the pump starts when the delivery valve begins to lift. At the pressure wave
travels along the pipe until it reaches the nozzle valve, where it is reflected,
except in the special circumstances mentioned later. The valve may or may not
open. This will depend on the relationship between the magnitude of the wave
and the opening pressure of the valve, which must be high enough to ensure
that the engine cylinder gases do not enter the system at any time during the
operating cycle. To regulate the amount of fuel delivered to the cylinder it is
 necessary to vary the effective stroke of the plunger. The general method is
that in which the total stroke varied by opening a spill port. On some
distributor pump the total stroke is varied by metering the flow of fuel into the
pump, the lightweight tappet and roller lifting off the cam during the return
stroke. Pumping commences when the rising flank of the cam strikes the
tappet of the roller. Actuation of the plunger by a mechanical punch creates a
greater pressure wave for the same displacement rate than the closing of the
port. The various methods of controlling fuel output will be detailed in the
pump descriptions given later
All pumps with spill metering of the fuel delivery require a delivery
valve to prevent evacuation of the high-pressure fuel line when the spill port
open. As the rising pumps plunger begins to close the inlet port prior to
delivery, the pressure required to force the fuel through the most speeds this
will occur before the spill port is completely closed. It follows that, as the
speed increases, the area of the port will be greater and the plunger will be
lower in its stroke when the valve lift commences. This increases the effective
output of the pump. A more rapidly closing port reduces the high-speed
delivery relative to the low-speed setting.

2.5 Classification of Injection Systems

In a constant-pressure cycle or diesel engine, pure air is compressed in
the cylinder and them fuel is injected into the cylinder by means of a fuel-
injection system. For producing the required pressure for atomizing the fuel
either air or a mechanical means is used. Accordingly, the injection systems
can be classified as:
(i) Air injection systems
(ii) Solid injection systems
Air injection systems; In this systems, Fuel is forced into the cylinder
by means of compressed air. This system is little used nowadays, because it
requires a bulky multistage air compressor. This causes an increase in engine
weight and reduces the break power output. One advantage that is claimed for
the air injection system is good mixing of fuel with the air with resultant
higher mean effective pressure. Another is the ability to utilize fuels of high
viscosity which are less expensive than those used by the engines with solid
injection systems. These advantages are offset by the requirement of a
multistage compressor thereby making the air injection system obsolete.
Solid injection system; In this system the liquid fuel is injected directly
into the combustion chamber without the aid of compressed air. Hence, it is
also called airless mechanical injection or solid injection system. Solid
injection systems can be classified into four types.
 (i) Common rail system
(ii) Individual pump system
(iii) Distributor system, and
(iv) Unit injector system
All the above systems comprise mainly of the following components.
(i) Fuel tank
(ii) Fuel feed pump to supply fuel from the main fuel tank to the
injection system
(iii) Injection pump to meter and pressurize the fuel for injection
(iv) Governor to ensure that the amount of fuel injected is in
accordance with 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 pump and injectors thereby minimizing the wear and tear
of the components.

2.5.1. Common Rail System

In this system, the pressure required to inject the fuel is developed in the
pump. The timing and metering of the fuel is accomplished in the injector. The
schematic functioning of a common rail system. The fuel, at a high pressure, is
supplied to a common rail by the high-pressure fuel pump. A spring-loaded by
pass valve maintains constant pressure on the common rail and returns the
spring tension on the by-pass valve.
From the common rail, the fuel is distributed to the individual injectors
by different fuel lines. Each injector contains a needle valve seated against the
valve seat by a spring. The valve is operated by a cam-follower pushrod rocker
mechanism. The pushrod is in two parts with a control wedge between its two
portions. The wedges of the different pushrods are all connected to the
governor or hand control. When the thicker portion of the control wedge is
between the two portion of the pushrod, the effective length of the push rod
increases, causing increase in the valve lift and in the quantity of the fuel
injected. At the same time, the valve opens earlier and close later, with the
thicker portion of the wedge in action, resulting in increase in the total opening
time of the valve.
 Figure 2.4. Diagram of Common Rail System

Figure 2.4 shows the common-rail system is not suitable for small-
diameter, high-speed engines because of the difficulty of controlling the very
small quantity of fuel injected in a cycle.

2.5.2. Individual Pump System

In this system, the development of high pressure, metering and timing the
fuel supply all these functions are accomplished in the fuel injection pump.
The injector performs the functions of atomizing and distributing of the fuel.
Figure 2.5 shows the diagram of individual pump system. The fuel
injection pump has as many individual elements (plunger-barrel assemblies) as
the number of cylinder of the engine. In large engines, there is one pump for
each cylinder. Each pump element for pump delivers the fuel to a spring-
loaded injector mounted on an engine cylinder. The fuel to an individual
injector is supplied at the time by the pump.
 Figure 2.5. Diagram of Individual Pump

2.5.3. Distributor System

Figure 2.6 show the distributor pump system the function of
development of pressure, metering and timing of fuel supply are accomplished
in the pump.

Figure 2.6. Diagram of Distributor Pump with Mechanically

 However, a distributor type pump has only one pump element
(plunger-barrel assembly) common to all fuel outlets serving the different
injectors. The plunger has two motions. viz. reciprocating and rotary. By
rotation of the plunger, the pressured fuel is distributed to the individual
pressure outlets.

2.5.4. Unit Injector System

Figure 2.7. Diagram of Unit Injector System

Figure 2.7 shows unit injector, the high pressure required for fuel spray
is developed in the injector itself, thus eliminating the high pressure fuel
piping. The timing is also done at the injector. A fuel pump of the gear type
supplies fuel at a moderate pressure to the injector. The metering of the fuel is
done by varying the pump-delivery pressure. This variation on the pump can
be done by governor or by throttle control. The higher the pressure, the more
the fuel pushed through the hole the time available. As such, this system is
also known as the Pressure-Time System.

2.1 Fuel Feed Pump

To supply a constant fuel flow at a fixed pressure to port-and-helix fuel
injection pumps, four types of feed pumps are used; (i) a positive displacement
external gear-type pump, (ii) a single-acting or (iii) a double-acting non-
positive plunger-type pump, (iv) a diaphragm-type pump. The non-positive
 plunger-type pumps are the most commonly used. A schematic sketch of fuel
feed pump is shown in Figure 2.8. It is spring loaded plunger type. The
plunger is actuated through a push rod from the cam shaft.

Figure 2.8. Schematic Diagram of Fuel Feed Pump

At the minimum lift position of the cam the spring force on the plunger
creates a suction which causes fuel flow the main tank into the pump. When
the cam is turned to its maximum lift position, the plunger is lifted upwards
the plunger lifted upwards.
At the same time the inlet valve is closed and the fuel is forced through
the outlet valve. When the operating pressure gets released, the plunge return
spring ceases to function resulting in varying of the pumping stroke under
varying engine loads according to the quantity of fuel required by the injection
pump.

2.2 Fuel-Injection Pumps

The main objectives of fuel-injection pump is to deliver accurately
metered quantity of fuel under high pressure at the correct instant to the
injector fitted on each cylinder. Injection pumps are generally of types:
i. Jerk type pump
ii. Distributor type pump
 iii. Continuous pump
iv. High-pressure common rail pump

2.7.1. Jerk Type Pump

One of the first principles on which fuel-injection pump metering was
based was the port-and-helix metering principle, and its still applies to most of
today’s fuel injection pumps. They range in design from a single pumping element
(barrel and plunger) with or without a camshaft or governor to a fuel-injection
pump having twelve pumping elements in one housing, or V-shape in design with
four pumping elements in each bank.
The jerk type pumps are divided into two types. They are;
i. Single-cylinder Fuel-Injection Pumps
ii. Multi-cylinder Fuel-Injection Pumps

2.7.2. Distributor Type Pump

This pump has only a single pumping element and the fuel is
distributed to each cylinder by means of a rotor. There is a central longitudinal
passage in the rotor and also two sets of radial holes (each equal to the number
of engine cylinders) located at different pressures. One set is connected to
pump inlet via central passage whereas the second set is connected to delivery
lines to injectors of the various cylinders.
The fuel is drawn into the central rotor passage from the port when the
pump plunger move away from each other. Wherever, the radial delivery
passage in the rotor coincides with the delivery port for any cylinder the fuel is
delivered to each cylinder in turn.
The major technical advantage of a distributor pump is that each
cylinder receives precisely the same amount of fuel. The economic advantage
is that a single plunger or plunger set costs less than the alternative scheme of
individual plungers for each cylinder. Consequently, these pumps are widely
used on automobiles, light trucks, small engines.

2.7.3. Continuous Pump

The continuous pump is the latest type of diesel engine injection pump.
It’s likely the most widely used and applied one today due to its durability and
efficiency. Generally, you can find this pump applied to direct injection
systems.
The continuous pump is the smallest and has the most concise form out
of all the pumps we’ll mention. This is because this particular pump has very
few functions. Its primary responsibility is to increase fuel pressure stably at
high pressure and generate by 30,000 – 40,000 PSI.
 Furthermore, this type of pump is also responsible for regulating the
timing and volume of sprayed fuel. The pump will suppress the fuel and hold
the pressure at the applied limit. The continuous pump works like a water
pump with a turbine, even though some kinds only use membranes.

2.7.4. High-Pressure Common Rail Pump

A high-pressure common rail pump has a slightly different design from
the rotary and inline injection pumps. Based on its unique design, this pump is
a system with a high-pressure circuit.
The high-pressure common rail pump is manufactured with revolving
pistols, as well as an inlet and one or two outlets. In the design, the outlets are
connected to a rail that supplies the pressure to the system. So, unlike the
inline or rotary pump, which covers the amount of pressure applied, the rail
handles the pressure in the common rail pump, and the ECU takes care of the
fuel distribution.
Ultimately, the standard rail pump’s only duty is ensuring maximum
fuel pressure so that the fuel can be atomized once the ECU opens the injector.

2.1 Fuel-Injection Techniques

Figure 2.9 shows VE Distributor Pump Fitted in 4-cylinder engine.
Small high-speed diesel engines demand a lightweight and compact fuel-
injection installation. The VE distributor fuel-injection pump fulfils these
stipulations by combining
 Fuel-supple pump
 High-pressure pump
 Governor, and
 Timing device

Figure. 2.9 Distributor Pump Fitted to a 4-cylinder Diesel Engine

 In a small, compact unit. The diesel engine’s rate speed, its power output
parameters for the particular distributor pump. Distributor pump are used in
passenger cars commercial vehicles agricultural tractor and stationaty engines

2.8.1 Fuel Supply and Delivery

Figure 2.10 Fuel Supple and Delivery with Distributor Fuel Pump

Considering an injection system with distributor injection pump. Fuel

supply and delivery is divided into low-pressure and high pressure delivery.
Figure 2.10 show fuel supply and delivery with distributor fuel pump.

2.8.2 Low-Pressure State (Low-pressure Delivery)

The low-pressure state of distributor pump fuel injection installation
comprises the fuel tank, fuel lines, fuel filter, vane-type fuel-supply pump,
pressure control valve. The vane-type fuel-supply pump draws fuel from the
fuel tank. It delivers a virtually constant flow of fuel per revolution to the
interior of the fuel injection pump. A pressure-control valve is fitted to ensure
that a defined injection pump interior pressure is maintained as a function of
supply-pump speed. Using this valve, it is possible to set a defined pressure
for a given speed. The pump’s interior pressure then increases a in proportion
to the speed (in other words, the higher pump speed the higher pump interior
pressure). Some of the fuel flows through the pressure regulating valve and
 returns to the suction side. Some fuel also flow through the over flow
restriction and back to the fuel tank in order to provide cooling and self-
venting for the injection pump. An over flow valve can be fitted instead of the
over flow restriction.

2.8.3 Fuel Tank

The fuel tank must be of non-corroding material, and must remain free
of leaks at double the operating pressure and in any case at 0.3 bar. Suitable
opening or safety valves must be provided, or similar measure taken, in order
to permit excess pressure to escape of its own accord. Fuel must not leak past
the filler cap or through pressure-compensation devices. This applies when the
vehicle is subjected to minor mechanical shocks, as well as when cornering,
and when standing or driving on an incline. The fuel tank and the engine must
be so far apart from each other that in case of an accident there is no danger of
fire. In addition, special regulations concerning the height of the fuel tank and
its protective shielding apply to vehicles with open cabins, as well as to
tractors and buses. The vane-type fuel-supply pump draws fuel from the fuel
tank.

2.8.4 Fuel Lines

As an alternative to steel pipes, flame-inhibiting, steel-braid-armoured
flexible fuel lines can be used for the low-pressure stage. These must be routed
to ensure that they cannot be damaged mechanically, and fuel which has
dripped or evaporated must not be able to accumulate nor must it be able to
ignite.

2.8.5 Fuel Filter

The injection pump’s high-pressure stage and the injection nozzle are
manufactured with accuracies of several thousandths of a millimeter. As a
result, contaminants in the fuel can lead to malfunctions, and inefficient
filtering can cause damage to the pump components., delivery valves, and
injector nozzles. This mean that a fuel filter specifically aligned to the
requirements of the fuel injection system is absolutely imperative if trouble-
free operation and a long service life are to be achieved. Fuel can contain
water in bound from (emulsion) or unbound form (e.g., condensation due to
temperature changers). If this water gets into the injection pump, corrosion
damage can be the result. Distributor pump must therefore be equipped with a
fuel filter incorporating a water accumulator from which the water must be
drained off at regular intervals. The increasing popularity of the diesel engine
in the passenger car has lead to the development of an automotive water
warning device which indicates by mean of a warning lamp when water must
be drained.
 2.2 Common Rail Pump
DENSO common rail pumps sends only the required amount of
fuel to the common rail through the electromagnetic valve, precisely
controlling the fuel pressure in the common rail.

There are three types of DENSO common rail pump:

1. HP-3 - Passenger cars and Light-duty vehicles

2. HP-4 - Medium-duty vehicles
3. HP-0 - Heavy-duty vehicles (available up to 1,600 bar)

The supply pump pressurize fuel up to 1,800 bar and sends it to the
common rail.
The fuel pressure in the common rail is detected by the high-pressure
sensor and controlled by adjusting an electromagnetic valve of the
supply pump.

The DENSO difference:

1. Generates high fuel pressure up to 1,800 bar

2. Adapting an outer cam structure rather than an inner cam
structure reduces the surface pressure applied to the sliding part
of the plunger that pressurizes fuel
3. The plunger is made of a newly developed material with very
little foreign matter and the sliding part of the plunger is coated
with a ceramic material, improving fatigue limit of the plunger
4. Light weight
5. Using aluminium for pump housing parts that are not exposed to
high pressure achieves the world’s lightest supply pump for the
common rail system
6. Precise control of fuel pressure in the common rail
7. The supply pump sends only a required amount of fuel to the
common rail through the electromagnetic valve, precisely
controlling the fuel pressure in the common rail

2.3 Pump Injectors

It was a normal pump-pipe-nozzle system, increasing the pumping rate
does not result in an equivalent increase in the injection rate. The response is
reduced if the volume of the system is increased. The volume can be reduced
drastically if the high-pressure pipe is eliminated and the nozzle coupled
 directly to the pump, in the form of a pump injector. Such a unit is made by
the Detroit Diesel. Allsion Division of General Motors. The operation of the
pumping element is identical with that of the normal helix-controlled jerk-type
pump.
The principal advantage of the pump injector over the pump-pipe-
nozzle system is that smaller holes can be used to give better low-speed
performance without extending the high-speed injection period to and
unacceptable degree. Its value is greater on wide-speed-range engines,
particularly those which would other-wise need long pipes. A rigid drive, such
as an overhead camshaft, is necessary to achieve the maximum advantage. A
push-rod drive will replace some of the flexibility eliminated with the pipe.
Disadvantages of the pump injector of the form are (1) the greater bulk
makes installation into the cylinder head and head cooling more difficult; (2)
greater care must be taken to prevent fuel oil dilution of the engine lubrication
oil due to fuel system leaks; and (3) a more powerful governor is required than
with a multi-cylinder pump, because of the greater linkage mass. However, the
need for smaller injector holes and good low-speed injection rates is increased
on engines required to give a low level of hydrocarbon emissions. The use of
pump injectors will probably increase on emission-controlled engines if pump-
pipe-nozzle systems cannot be developed to meet this requirement.

2.4 Nozzles
Figure 2.11 show the diagram nozzle and Figure 2.12 shows the types
of nozzles. There is a high degree of international standardization in injector
nozzles. Most are derived from the original Bosch deigns and are
interchangeable, although internal features may vary. With few exceptions
they are of the inward opening or closed typed and fall into two main
categories, those for direct-injection engines and those for indirect injection.

Figure 2.11 Diagram of Nozzle

 Figure 2.12 Diagram of Types of Nozzle
2.11.1 Hole-Type Nozzles
Direct-injection engines within the automotive size range mostly use
ling-stem hole-type nozzles. The extended small-diameter tip educes the space
required to accommodate it between the cylinder head valves whilst the nozzle
valve guide is remote from the combustion chamber and within the cooling
space. Figure 2.13 shows hole-type nozzle. Extended small-diameter tip
educes the space required to accommodate it between the cylinder head.

Figure 2.13 Diagram of Hole-Type Nozzle

 Each nozzle is designed to match the requirements of the particular
engine, the main considerations being;
(i) The number, diameter and position of the spray holes
These must be chosen to give the best fuel/air mixing throughout the
operation range.
(ii) Opening pressure
Most hole-type nozzles are set to an opening pressure of between 175
and 240 bar, although some settings approach 300 bar. A high pressure
reduces the injection period and the danger of gas blow-back through the
holes, which is discussed later, but increase the spring and seat stresses and its
detrimental later, but increases the spring and seat stresses and is detrimental
to the low-speed idling condition. It also makes starting more difficult with a
pump that, by design or wear, has significant internal leakages. In general
opening pressures increase with the degree of engine turbo charging, as they
must do to withstand the increased maximum cylinder pressure.
(iii) The different ratio
The differential ratio is the ratio of diameters of the valve guide and
seat. When the valve is closed fuel pressure acts on the annulus between the
guide and the seat. When it open the pressure acts on the full guide area. The
pressure required to open the valve is therefore more than that to hold it open,
or the closing pressure, (guide-area-seat-area) Closing pressure equals’ spring-
force/(guide-area). The increase in pressure area once the valve lifts off its seat
results in a very rapid opening. When the flow rate is low this causes valve
overshoot, resulting in the characteristics nozzle buzz experienced on a hand
test machine. Differential ratios generally fall between 1.7:1 and 2.7:1, giving
closing pressures of some 65-86 per cent of the opening pressure. A large ratio
generally improves the stroke-to-stroke force is directly related to closing
pressure, this must be increased for the same opening pressure. This and the
smaller seat implicit in the large ratio increases the stresses. The nozzle also
has less tendency to buzz, which makes hand testing more difficult.
(iv) The valve needle and injector spindle mass
The greater the mass the needle will move. This is important during the
closing cycle, when it is necessary to get the valve on its seat before the fuel
pressure below the seat has dropped sufficiently to allow gas to blow back
through the holes. A nozzle with gas blow back will have a very short seat life.
(v) The valve guide diameter
A large will increase the piston effect of the valve as it opens and
shuts. During opening the rapid expansion of the space around the valve seat
results in a drop in the pressure available at the holes. The opposite effect
occurs as the valve closes. A large guide diameter enables the valve to follow
up the decaying pressure more closely, which reduces the danger of gas blow
back. If the closing velocity is consequently reduced the longer period of low-
 pressure injection as the needle falls may increase the hydrocarbon emissions
of the engine.
(vi) Needle lift
The needle must lift sufficiently to give adequate flow are through the
seat. If the seat flow area is less than approximately 1.5 times, the total hole
area the pressure drop through the seat will be too great. An excessive needle
lift increases the seat stresses and the danger of gas blow back. The opposite
effect occurs as the valve closes. The nozzle also has less tendency to buzz,
which makes hand testing more difficult.
(vii) Fuel sac volume and diameter
There is an established relationship between the volume of the fuel sac
under the seat and hydrocarbon emissions. On emission-controlled engines the
sac must be as small as possible. In extreme cases the fuel left in the sac after
the injection has ended can be released as the cylinder pressure falls, to dilute
the engine lubrication the needle lift must be increased to obtain the same seat
flow area. If it is a large the wall stresses will be increased for the same hole
length and injection pressure.

2.11.2 Pintle-Nozzles
Although some indirect-injection engine utilize hole-type nozzle most
are fitted with a version of the pintle-type nozzle. Three main categories of
these. The nozzle valve is extended below the seat to form a pin or pintle
which protrudes through a single orifice in the nozzle boy. The spray from a
hollow cone, the angle and density of which are determined by the shape of
the pintle. The delay-type Pintle Nozzle: The delay-type pintle nozzle is
designed to reduce the amount of fuel injected in the early part of the period
and thus the amount of fuel in the chamber when combustion begins. This is
intended to diminish the ‘diesel knock’. Figure 2.14 shows the diagram of
pintle-nozzle of the pintle is pulled more clear of the hole and more of the fuel
flows through the main orifice.
 Figure 2.14 Diagram of Pintle Nozzle

2.5 Nozzle Holder

Figure 2.15 show the diagram of nozzle holder. A fuel nozzle holder is a
device that is used to secure fuel nozzles in place during fueling operations.
They are commonly used in fuel dispensing systems at gas stations, airports,
and other locations where fuel is distributed.
Many different fuel nozzle holders are available, each designed for
specific fuel nozzles or fuel systems. Some holders are made from durable
metals like stainless steel or aluminum, while others are made from plastics or
other materials.
In order to locate the nozzle in the correct position in the engine
cylinder head, specifically designed nozzle holders are provided. This carries a
valve spring and a spindle by means of which the compression on the spring
can be adjusted by the compression screw, thus the pressure at which the
nozzle valve is forced off its seating can be regulated. At the lower end of the
holder is a highly finished face that forms a joint with the flange of the nozzle
body when tightened by means of the nozzle cap nut.

Figure 2.15 Diagram of Nozzle Holder

2.6 Governor
Figure2.17 show the diagram of mechanical governor. A major
component of diesel engine, they all work in the same way to control the
speed - when the engine is running above the set speed, the amount of fuel
injected is reduced, slowing the engine. When the engine speed is too low the
amount of fuel injected increases to bring it back to the set speed. They change
 the amount of fuel by moving the actuator or changing the fuel injection
amount for engines with common rail or unit injectors.
A mechanical governor is the simplest and cheapest type fitted to
diesel generator engines. It is usually fitted to engines with no emissions
requirements (fuel optimized). The governor on a mechanical unit works by
using a series of springs to try to control the amount of fuel injected to
maintain the speed at a fixed level. The governor isn't aware of the actual
speed of the engine, it is only aware of if it is above or below its target and
mechanically corrects accordingly.

Figure 2.16 Diagram of Mechanical Governor

3.1
 CHAPTER 3
WORKING AND INFORMATION OF FUEL INJECTION

3.1 Electronic Control Unit (ECU)

The ECU in the electronic control system receives signals from the
sensors and determines the opening time for the injector’s land which also
controls the injection volume.
Modern fuel injection systems use engine sensors, a computer, and
solenoids operated fuel injectors to meter and inject the right amount of fuel
into the engine cylinders. These systems called electronic fuel injection use
electrical devices to monitor and control engine operation.
An electronic control unit (ECU) or the computer receives electrical
signals in the form of current or voltage from the various sensors. It then uses
the stored data to operate the injectors, ignition system and other engine
related devices. As a result, less unburned fuel leaves the engine as emissions,
and the vehicle gives better mileage. Typical sensors for an electronic fuel
injection system include the following:

i. Exhaust gas or oxygen sensor: senses the amount of oxygen in the

engine exhaust and calculates air-fuel ratio. Sensor output voltage
changes in proportion to air-fuel ratio.
ii. Engine temperature sensor: senses the temperature of the engine coolant
and from this data the computer adjusts the mixture strength to rich
side for cold starting.
iii. Air flow sensor: monitors mass or volume of air flowing into the intake
manifold for adjusting the quantity of fuel.
iv. Air inlet temperature sensor: checks the temperature of the ambient air
entering the engine for fine tuning the mixture strength.
v. Throttle position sensor: senses the movement of the throttle plate so that
the mixture flow can be adjusted for engine speed and acceleration.
vi. Manifold pressure sensor: monitors vacuum in the engine intake
manifold so that the mixture strength can be adjusted with changes in
engine load.
vii. Camshaft position sensor: senses rotation of engine camshaft/crankshaft
for speed and timing of injection.
viii. Knock sensor: microphone type sensor that detects ping or preignition
noise so that the ignition timing can be retarded.

The fuel injector in an electronic fuel injection is nothing but a fuel

valve. When it is not energized, spring pressure makes the injector to remain
 closed and no fuel will enter the engine. When computer sends the signal
through the injector coil, the magnetic field attracts the injector armature. Fuel
then spurts into the intake manifold.
The injector pulse width is an indication of the period for which each
injector is energized and kept open. The computer decides and controls the
injector pulse width based on the signals received from the various sensors.
Under full load condition, the computer will sense a wide open throttle, high
intake manifold pressure, and high inlet air flow. The ECU will then increase
the injector pulse width to enrich the mixture which will enable the engine to
produce higher power.
Under low load and idling conditions, the ECU will shorten the pulse
width by which the injectors are kept in the closed position over a longer
period of time. Because of this, air-fuel mixture will become leaner and will
result in better fuel economy.
Electronic fuel injection system has a cold start injector too. This is an
extra injector that sprays fuel into the center of the engine intake manifold,
when the engine is cold. It serves the same purpose as the carburetor choke.
The cold start injector ensures easy engine startup in very cold weather.

3.2 Fuel Injector Working

The fuel injector is a critical component of the modern automobile,
responsible for atomizing and injecting fuel into the combustion chamber.
Fuel injectors help reduce emissions by minimizing fuel consumption and
reducing pollution. It is essential to keep track of the performance of a car's
fuel injector, as it is a crucial component of the vehicle's overall performance.
A fuel injector is considered the "heart" of the engine. The fuel
injector, connected to an Electronic Control Unit (ECU), regulates the fuel
injection process. The ECU controls the opening and closing of the solenoid
valve to inject the fuel in the high-pressure fuel rail into the combustion
chamber to ensure efficient combustion. The fuel injector injects atomized fuel
directly into the engine’s combustion chamber. This process of delivering fuel
to the engine is known as fuel injection. The fuel injection process helps to
provide maximum power while minimizing fuel consumption and reducing
pollution. Fuel injectors help reduce emissions by producing a finer fuel
droplet spray that burns more efficiently. Electronic fuel injectors are more
reliable and efficient than the ones used in the past, making them a popular
choice.
A fuel injector comprises a solenoid, a nozzle, and an injector body.
The fuel injector nozzle is a precision-machined device with two openings: an
inlet and an outlet. As the inlet draws fuel from the fuel tank, the outlet sprays
fuel into the combustion chamber.
 The fuel injection process helps ensure that fuel is delivered most
efficiently. Fuel injectors are typically made of stainless steel and have a
plunger or valve that opens and closes to control fuel flow. The injector body
is responsible for converting the electrical signal from the solenoid into
pressure to push the fuel through the nozzle. When the injector is triggered,
the solenoid opens, allowing the fuel to flow through the nozzle and into the
engine's combustion chamber. The fuel injectors, connected to the fuel rail,
carry fuel from the fuel tank to the injectors. The fuel injectors read data from
sensors to determine how much fuel needs to get injected into the engine.
A fuel injector regulates the injection of fuel into an engine’s internal
combustion chamber where it is mixed with air and ignited. The combustion
chamber is where the chemical energy in diesel, hydrogen, and natural gas is
converted into power for the vehicle. When actuated by the electronic control
unit (ECU), the injector delivers a precise amount of fuel to ensure efficient
combustion. In the cylinder, air is compressed by the upward movement of the
piston. As the piston nears the top of its path, an electrical signal is sent to the
solenoid, causing the injector needle to lift, and allowing high pressure fuel
(up to 37,000 psi) to flow through the nozzle and into the combustion chamber
to mix with air. Because of the elevated temperature created by the
compression stroke, the air-fuel mixture auto-ignites, creating power and
driving the engine's pistons.
The combination of high fuel pressure and exceptionally fine injector
nozzle holes ensures optimal mixing of air and fuel to meet even stricter
emissions standards. In diesel engines, a fuel injector can fire multiple pulses
in a single power stroke which can be used for noise mitigation and emissions
control.

3.3 Common Rail Injector

A typical injector is shown in the schematic below. The injector is
critical to atomizing the fuel as it enters the combustion chamber and
distributing the fuel into the charge air (Fig.3.1).
 Figure.3.1 Common rail injector simplified section
The injector has six main elements: the solenoid, control valve, piston,
needle, nozzle and body.
In simple terms the operation is:
1. Fuel at rail pressure applies to the control valve, piston and needle;
2. The solenoid is energized by the ECU;
3. The control valve opens, reducing pressure on the piston;
4. The needle lifts;
5. Fuel is injected through the nozzle holes;
6. The solenoid is deenergised by the ECU;
7. The control valve closes, pressure on the piston increases;
8. The needle seats, stopping injection.

The design of these components determines the precision of the timing,

rate of flow and closing characteristics. The nozzle hole shape, size and
position are critical to getting the atomization and spatial dispersion of the fuel
in the combustion chamber as required to give the desired combustion
characteristics.
 A great amount of design, analysis, materials science, test and
development has taken place to give the injector performance featured in
modern diesel engines (Fig.3.2).

Figure.3.2. Injector nozzle

3.4 Electronic Injectors

Electronic unit injectors (EUIs) incorporate the high-pressure pumping
element in the head of the injector assembly. This comprises a piston and
valve system with energy provided from an engine-driven camshaft, usually
acting directly on the injector from above. There is a return spring for the
pumping element. Fuel is fed into the injector at low pressure (10 bar, 1 MPa,
150 psi) and there is a solenoid-controlled valve that, when energized, allows
high-pressure fuel to lift the needle and inject fuel; and often a spill valve that
controls the end of injection, which is again solenoid operated. These valves
have spring returns.
EUIs have been used on higher-rated heavy-duty engines (typically >
9 L) and offer the highest injection pressure and rate capability (2500+ bar).
However, common rail systems have been developed by the fuel system
suppliers to similar pressures and rates in recent years, allowing them to be
adopted in higher-power engines (Fig.3.3).
 Figure.3.3 Injection characteristics – needle lift, or fuel injected, versus time

3.5 Equation of engine performance

The engine performance can be calculated from the following.
3.5.1 Specific gravity of fuel
Specific gravity (SG) is a measure of the density of a substance
compared to the density of water at a specified temperature. Specific gravity is
important for fuel handling and performance as it affects the combustion
process, energy content, and fuel distribution. It can also impact the design of
storage and transport systems. Diesel fuel usually has a specific gravity
between 0.82 to 0.95.

ρf
S.G = (3.1)
ρw

Where,

S.G = specific gravity

 ρ f = density of fuel
ρw = density of water

3.5.2 Mass of flow per second

Mass of flow per second = specific fuel × maximum output (3.2)

consumption

3.5.3 Volume rate of flow per second of fuel through the injector

Volume rate of flow per second of fuel can be calculated by the

following equation,

°
mf
Vf
°
= ρf
(3.3)

Where,
°
V f = volume of fuel injected(m3/s)

°
m f = actual mass of fuel comsumption per second (kg/s)

1. ρf = density of fuel (kg/m3)

3.5.4 Pressure of cylinder

To calculate the pressure of cylinder, we have to know the

diesel cycle. In this cycle that is constant-pressure-cycle. Firstly, the air is
entered and compressed by adiabatic compression according to the law P Vγ
=constant. It forms the maximum pressure in cylinder then is expanded by
adiabatic expansion according to the law P Vγ =constant. Finally, heat rejection
takes place. The pressure o cylinder can be calculated.
 Figure Diesel cycle

P1V γ1 = P2 Vγ2 (3.4)

Where,
P2= Cylinder pressure (N/m2)
V2=Cylinder volume (m3)

3.5.5 . Velocity of jet

Jet velocity in a diesel injection system refers to the speed at which

fuel is injected into the combustion chamber. This velocity is crucial for the
efficient mixing of fuel with air, leading to better combustion and engine
performance.

In a practical nozzle production, discharge coefficient for the nozzle

orifice is deficed as 0.82 to 0.89.

Vf = Cd ×
√
(p inj - p cyc )×105
Density of fuel
(3.5)

where,
 Vf = Velocity of jet
Cd = coefficient of discharge
Pinj = Injection pressure (N/m2)
Pcyc= Cylinder pressure (N/m2)

3.5.6 Time of one injection

Time of one injection can be calculated by the following equation:

θ×60
Time of one injection = (3.5)
3600×N

Where,

θ = Crank angle degree

N= Revolution per minute

3.5.7 Number of injection per second

Number of injection persecond can be calculated by following equation

N
Number of injection per second=
2×60
(3.7)

3.5.8 Volume rate of flow per second of fuel and the size of nozzle

Volume rate of flow per second of fuel and the size of the
nozzle can be calculate by the following equation:

Vf = Af × Vf × time of one injection× number of injection per second

°
(3.8)
where,

°
Vf = Volume rate of flow per second of fuel

Af = Total orifice area required per injector

 CHAPTER 4
DESIGN CALCULATION OF FUEL INJECTOR

4.1 Specification of Toyota 1GD-FTV Diesel Engine

 Type of injection − Common-rail system

 Peak power  150kW at 3400 rpm
 Peak torque − 500 N-m (369 ft-lb)
 Bore − 92 mm (3.62 in )
 Stroke  103.6 mm (4.08 in)
 Compression ratio − 15.6:1
 Displacement  2755 cc (2.8L)
 Injection pressure  2000 bar
 Coefficient of velocity for injector − 0.7
 Firing order  1-3-4-2
 Number of cylinder  4 Cylinder
Total orifice area required per injector over 15 degree Crank Angle

Figure. 4.1 Diagram of 1GD-FTV Engine

4.2 Calculation of Fuel Injection System

For brake horse power,

peak power
Bhp =
number of cylinder

150
=
4

= 37.5 kW/cylinder

Time of one injection for 4-cylinder, 4-stroke, diesel engine,

15 degree crank angles × 60

t =
3600× N

15× 60
=
3600× 3400

= 7.35 × 10-5 s

At 150 kW for 3400 rpm,

N
Number of injection per second =
2× 60 s

3400
= 2× 60

= 28.33 rev/s

Mass of flow per second,mf° = specific fuel consumption × maximum output

150 1
= 0.2 ×
4
× 3600

= 2.08 × 10-3 kg/s

 Density of fuel
Specific gravity of fuel =
Density of water

Density of fuel = Specific gravity of fuel × Density

of water
= 0.875 × 1000 kg/m3
= 875 kg/m3
ᵞ
By Adiabatic Equation ; PV = constant

ᵞ ᵞ
P1V1 = P2V2

V1 ᵞ
P2 = P1 × ( )
V2

15.6 1.4
= 1.013 × ( )
1

= 47.42 bar (Pcyl)

Velocity of jet = Cd ×
√ 2 ( Pinj −Pcyl ) × 105
density of fuel

= 0.85 ×
√ 2 ( 20 00−47.42 ) ×10 5
875

= 567.85 m/s

°
mf °
Vf =
ρf
 −3
2.08× 10
=
875

= 2.38  10-6 m3/s

mass of fuel per second

Volume rate of flow per second of fuel =
density of fuel

−3
2.08× 10
=
875

= 2.4 × 10-6 m3/s

Total orifice area =

Volume rate of flow
Velocity of jet ×time of one injection× number of one injection

−6
2.4 ×10
= −5
567.85× 7.35 ×10 ×28.33

= 2.03  10-6 m2

2
π (Bore) (Stroke )
Vcyl =
4

−3 2 −3
π (92 ×10 ) (103.6 ×10 )
=
4

= 6.89  10-4 m3
 Table 4.1. Fuel Injection System of Toyota 1GD-FTV

Time of
° ° No. of
mf Vf Crank one
rpm Vf A Output injection
 (10 )  (10-6)
-3 angle injection
/s
10-5
Degre
rpm kg/s m3/s m/s m3 kW s rev/s
e

Effect of total orifice area required per injector (A)

1 3400 2.08 2.38 275.39 2.03 150 15 7.35 28.33

Effect of Crank angle (θ)

2 3400 2.08 2.38 275.39 2.03 150 20 9.81 28.33

3 3400 2.08 2.38 275.39 2.03 150 25 12.25 28.33

Effect of engine speed (rpm)

4 2500 2.08 2.38 275.39 2.03 150 15 1.57 20.83

5 2000 2.08 2.38 275.39 2.03 150 15 1.25 16.67

Effect of output (kW)

6 3400 1.94 2.23 275.39 2.03 140 15 7.35 28.33

7 3400 1.53 1.75 275.39 2.03 110 15 7.35 28.33