Final Year Project EFI
Final Year Project EFI
Final Year Project EFI
We, the undersigned, declare that this document comprises our own work. In compliance
with internationally accepted practices, we have acknowledged and refereed all materials
used in this work. We understand that non-adherence to the principles of academic honesty
and integrity, misrepresentation/ fabrication of any idea, data, fact source will constitute
sufficient ground for disciplinary action by the University and can also evoke penal action
from the sources which have not been properly cited or acknowledged.
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Bahir Dar University
Students:
________________________________________________________________________
________________________________________________________________________
________________________________________________________________________
The following faculty members certify that listed students has successfully finish the
necessary written final year project and oral presentation for partial fulfilment of the final
year project requirements for a bachelor’s degree in Automotive Engineering program.
Approved By:
Advisor:
________________________________________________________________________
Examiner:
______________________________________________________________________________________
Chair Holder:
________________________________________________________________________
Name Signature Date
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ACKNOWLEDGEMENT
We would first like to express our gratitude God for giving us everything to pass the hard
times. we would like to express our special thanks to our mentor Mr. Solomon for his time
and efforts he provided throughout the year. Your useful advice and suggestions were
really helpful to us during the project’s completion. In this aspect, we are eternally grateful
to you. Finally, and mostly, we would like to thank our families for believing in us in all
hard times.
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ABSTRACT
The expense of fuel and cases of HC and CO emissions are the main focuses of the most
recent automobile technological studies. Fuel consumption and pollutant emissions in
smaller vehicles have grown to be a significant economic and environmental concern. The
escalating cost and scarcity of gasoline in our nation compels car owners to purchase
illegally. In addition, there are more motorcycles in Ethiopia. Furthermore, a carbureted
gasoline system is very out of date technologically, so if a problem arises in the future, it
may not be possible to fix it. By more precisely managing the air/fuel ratio electronically,
EFI systems work to cut down on fuel usage as well as pollutant emissions that could lead
to environmental disasters. Through the use of several sensors, mainly the TPS, MAP
sensor, Rpm sensor, oxygen sensor, IAT sensor, and camshaft position sensor with the
ECU, this project will introduce an electronic fuel injection system to the Yamaha DT175
that will employ detection and measurement of air entering to the engine. These inputs
include the position of the gas pedal, the temperature and pressure of the air entering the
engine through the intake manifold, engine speed, and the amount of oxygen at the exhaust.
When the ECU determines the quantity of air/fuel ratio to be injected in each unique engine
situation, the engine will operate with higher fuel economy, better drivability, and a further
decrease in HC and CO emissions once the measurements have been made and sent to the
ECU. The software has been utilized in order to map the new settings onto the ECU. The
fuel delivery pipe's design has been done. The determination, specification, and selection
of the system's components, together with potential selection criteria, have also been given.
The engine can be unlocked to produce more power, operate with the least amount of fuel
consumption, and emit less pollutant by permitting all the system parts to come together.
To enable the ECU mapping to run the engine as efficiently as possible, a fuel map and
other inputs have been produced using mapping software called FT- manager. Also, the
fuel map and other graphic details like compensation tables regarding the new map have
been shown.
Key Words: Electronic fuel injection system, ECU, ECU mapping, Sensors
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TABLE OF CONTENTS
DECLARATION ..................................................................................................................
FINAL YEAR PROJECT APPROVAL SHEET ............................................................... ii
ABSTRACT....................................................................................................................... iv
TABLE OF CONTENTS .................................................................................................... v
LIST OF FIGURES .......................................................................................................... vii
LIST OF TABLES ........................................................................................................... viii
LIST OF ABBREVIATIONS ............................................................................................ ix
CHAPTER ONE ................................................................................................................. 1
1. INTRODUCTION .......................................................................................................... 1
1.1 Background ............................................................................................................... 1
1.1.1 The need for EFI system for motorcycle ............................................................ 2
1.2 Problem statement ..................................................................................................... 3
1.3 Objectives .................................................................................................................. 4
1.3.1 Main objective .................................................................................................... 4
1.3.2 Specific objectives .............................................................................................. 4
1.4 Scope .................................................................................................................... 4
1.5 Benefits and Beneficiary ........................................................................................... 5
1.5.1 Benefits ......................................................................................................... 5
1.5.2 Beneficiary.......................................................................................................... 5
CHAPTER TWO ................................................................................................................ 6
2. LITERATURE REVIEW ............................................................................................... 6
2.1 Introduction ............................................................................................................... 6
2.2 Review of related works ............................................................................................ 6
2.3 Summary of review ................................................................................................... 9
2.4 Research gap ........................................................................................................... 10
CHAPTER THREE .......................................................................................................... 11
3. METHODOLOGY ....................................................................................................... 11
3.1 Methods ................................................................................................................... 11
3.1.1 Literature review............................................................................................... 11
3.1.2 Data collection .................................................................................................. 11
3.1.3 Design ............................................................................................................... 11
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3.1.4 Testing .............................................................................................................. 12
3.1.5 ECU mapping ................................................................................................... 12
3.1.6 Assembly .......................................................................................................... 12
3.2 Design and analysis ................................................................................................. 12
3.2.1 Vehicle specifications and features .................................................................. 12
3.2.2 Fuel injector sizing ........................................................................................... 13
3.2.3 Fuel pump selection .......................................................................................... 19
3.2.4 Design of fuel delivery pipe ............................................................................. 22
3.2.5 Selecting right fuel pressure regulator ............................................................ 28
3.2.6 Determining the value of the EFI input variables............................................. 31
3.3 System components ................................................................................................. 33
3.4 Working principle ................................................................................................... 40
3.5 System performance parameters ............................................................................. 42
3.6 ECU mapping .......................................................................................................... 46
CHAPTER FOUR ............................................................................................................. 48
4. RESULT AND DISCUSSION ..................................................................................... 48
CHAPTER FIVE .............................................................................................................. 52
5. CONCLUSION AND RECOMMENDATION ............................................................ 52
5.1 Conclusion............................................................................................................... 52
5.2 Recommendations ................................................................................................... 53
5.2.1 Recommendation to the study .......................................................................... 53
5.2.2 Recommendation to the institution ................................................................... 53
5.2.3 Recommendation to the future researchers ...................................................... 54
6. REFERENCES ............................................................................................................. 55
APPENDIXES ................................................................................................................ lviii
vi
LIST OF FIGURES
vii
LIST OF TABLES
viii
LIST OF ABBREVIATIONS
ix
CHAPTER ONE
1. INTRODUCTION
1.1 Background
Electronic fuel injection, or EFI, is a term used to describe a system in vehicles that uses
electrically controlled fuel injection to operate engines efficiently, save time, and maintain
engines that are more effective than manual fuel injection systems. In compared to manual
fuel injection systems, EFI systems are substantially more accurate and almost error-free
[1]. On the other hand, electronic fuel injection systems use a number of sensors to
communicate precise engine information to a computer at all times. The computer
determines precisely how much fuel is necessary to optimize power while generating the
least amount of pollution after comparing that data to a map and adjusting the air/fuel ratio
accordingly [22].
Typically, air-fuel ratios between 14.7 and 1 are optimal for internal combustion engine
performance. Although there is always some room for variation, leaner blends often
perform worse while richer one’s waste fuel and produce more emissions while barely
improving performance [22].
Electronically controlled fuel injection systems are the best choice for usage in conjunction
with catalytic converters to produce cleaner exhaust emissions because they offer the
opportunity for extremely fine control of the air/fuel mixture ratio. For this reason, nearly
all modern vehicles come equipped with gasoline injection systems. In recent years, the
use of these systems on bikes has also increased, starting with the larger-displacement
models [1].
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Figure 1 Motorcycle EFI system [25]
Motorcycles were typically set up on the rich side prior to emission laws because lean
settings produce drivability issues. They were simple to start, warmed up quickly, and
performed well as a result. True, the economy wasn't as strong as it could have been, and
tailpipe emissions were through the roof, but petrol was cheap, and emissions weren't
subject to any regulations at the time [22]. As long as the bike ran decently and raw fuel
wasn't dripping from the pipes, no one cared how rich their jetting was.
When the first motorcycle pollution laws were passed in 1979, everything was different.
Most OEMs first just leant Out their jetting, but this caused additional issues, and it soon
became clear that a better solution was required. At first, it appeared that better carburetors
might be the solution, and for a while, it was. In truth, there are still many carbureted bikes
available on the market that function perfectly [25].
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Sadly, such times are passing, and the reasons are Carburetors are not very adaptable
because they rely on fixed orifice jets, overlapping fuel circuits, and volumetric pressure
to deliver the proper fuel/air mixture [25]. As a result, jetting frequently involves striking
a compromise between being slightly rich at some throttle openings and slightly lean at
others. Due to this, there are effects like as sluggish warm-ups, surges at small throttle
openings, and emission outputs that are on the verge of being legal but might be overridden
by the smallest tweak or change in jetting [22].
EFI has become the preferred fuel delivery system on everything from scooters to
superbikes because they allow the engine to receive the ideal mixture under every
circumstance, neither too lean that it causes problems nor too rich that it exceeds emission
standards, provided the map is accurately written, and with a few minor exceptions they're
usually pretty good [22].
This project aims at introducing the system called electronic fuel injection system (EFI)
for motorcycle and capable of controlling the air-fuel mixture electronically using
electronic controlling unit and several sensors and actuators in it. As this improves the
engine performance, drivability, and most importantly fuel consumption and HC and CO
emissions.
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1.3 Objectives
The main objective of this project is to apply suitable electronic fuel injection (EFI) system
for YAMAHA DT175.
➢ To determine the size and flowrate the injector for the system,
➢ To select compatible fuel pump and fuel pressure regulator for the system,
➢ To design the fuel delivery pipe,
➢ To discuss the EFI input variable values,
➢ To create EFI base fuel map for ECU via FT-manager tuning software,
➢ To model the components and to make assembly of the system using
SOLIDWORKS.
1.4 Scope
This project focuses on most important aspects and limits its scope. For one of the popular
motorcycles in Ethiopia, the Yamaha DT175, this study focused on adopting a fuel
injection system. The technique is meant to reduce the fuel consumption, improve
performance, and get rid of carburetor-related cold start issues. This method relies on
feeding fuel into the air stream while monitoring engine status using a variety of sensors
and electronic mechanisms. in order to make the system compatible for the engine, this
paper also covers the designing and selection of components for the EFI system by
considering many designing and selection factors and fuel map of the new system is created
using software called FT-manager. Also, to control the amount of fuel in the airstream and
achieve the highest fuel economy, this paper also covers many elements. There will be a
discussion of the literature review, methodology, which covers the choice and design of
fuel delivery components, the description of the ECU mapping, and the findings from
numerous studies that have been conducted on this subject.
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1.5 Benefits and Beneficiary
1.5.1 Benefits
The system has the following advantages over the conventional type of fuel injection
system as it has less HC and CO emissions, improves the engine performance, has better
cold starting, uses low compartment, and most importantly it reduces fuel consumption.
1.5.2 Beneficiary
There are a lot of beneficiaries on this project the first one is the country as it reduces
environmental impact and fuel loss in addition to improving transportation system. The
second is the owner of the motorbike with this system as it improves the drivability and
engine performance also it reduces the cost and fuel loss. The automotive industry comes
as the third beneficiary of the project as the project supports implementation of new
technologies all over the world. The designer and developer of this project becomes the
final beneficiary.
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CHAPTER TWO
2. LITERATURE REVIEW
2.1 Introduction
As a result of the recent development of numerous EFI systems, this chapter covers relevant
research studies that have addressed the new fuel injection technology. The review focuses
solely on intelligent EFI system techniques. For each system covered, the techniques for
managing fuel injection and accompanying preventative measures are presented. Modern
applications of advanced technologies and systems using EFI for smaller vehicles are
examined, along with their drawbacks. The suggested system is then explained, and its
advantages over its forerunners are listed.
Mark Archer et al, (2001), “Advanced electronic fuel injection systems an emissions
solution for both 2- and 4-stroke small vehicle engines”. This study examines two
advanced electronic fuel injection systems for compact cars that have just hit the market.
Both systems: SDI for 2-stroke engines and for 4-stroke engines have been created and
developed. Both systems are designed to be installed on compact cars having one or two
tiny gasoline engines with cylinder displacements between 50 and 250 cm3. ATVs (All
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Terrain Vehicles), auto-rickshaws, motorcycles, motor scooters, and mopeds are typical
examples of such compact vehicles [16].
vannebula eka indraguna et al, (2006) Signal conditioning, microcontroller systems, and
the injector drive circuit make up the design. The research's final product, a "Electronic
fuel injection controller for natural gas vehicle motorcycle," is a working prototype of an
EFI that can manage the output engine using the provided mapping table. To create pulse
width and timing injection, two different types of mapping tables are used. One is injection
pulse width, which corresponds to rotation per minute (Rpm) and manifold absolute
pressure (MAP), and the other is Rpm, which corresponds to encoder angle position. The
simultaneous access to both mapping tables within a single programming avoids the need
for additional microcontroller and memory. The EFI enables the mixing and combustion
with 17.2:1 (by mass) air to fuel ratio. In injector measurement, the first large voltage of
35V spike at 1.8 milli second corresponds to the reduction in coil current from 4.5A to 1A
[3].
Anirudh Gautam et al, (2012), “Development of an Electronic Fuel Injection System for a
4-Stroke Locomotive Diesel Engine”. In this study a rebuilt diesel locomotive has been
successfully converted with an electronic fuel injection system for a 4-stroke, 16-cylinder,
V-configuration, medium speed, big bore locomotive diesel engine. Fuel is injected into
the cylinder using a Pump-Line Nozzle (PLN) mechanism in the engine. A mechanical fuel
injection pump and a mechanical fuel injector are connected by a high-pressure fuel line in
the original fuel injection system. A single helix machined into the plunger of the fuel
injection pump serves as the fuel delivery meter. However, because the fuel injection
timings are only optimized for the rated speed and load, operation at other engine operating
points is not optimum. An electronic fuel injection pump having a solenoid valve for both
fuel metering and injection timing along with ECU has been developed for retrofitment on
rebuilt diesel locomotives. Interfacing of the ECU to the engine test cell controller has been
done by developing suitable hardware and software. ECU calibration has been done and
various maps of the engine have been developed. The engine was tested on the engine test
bed. High pressure injector, modified fuel headers, fuel connection systems, a new high-
capacity fuel pump and layout of the wire harness were installed [12].
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Shahzaib Ilyas et al, (2013) “Improving fuel consumption using Electronic Fuel Injection
Technology for low-powered Motorbike Engine” In this paper, a thorough research was
conducted by switching the carbureted system out for a closed-loop EFI system for a small
70 cm3 4-stroke gasoline engine. Test findings were collected by contrasting both systems'
fuel consumption and drivability. Results indicate that EFI systems offer significant fuel
savings of 16.4% when loaded compared to otherwise identical, carbureted baseline
vehicles, with an average improvement in fuel efficiency of 13% throughout most speed
ranges. Better fuel efficiency is a result of optimizing engine maps with regard to engine
speed and load and determining the right fuel quantity for various engine operating
circumstances using pulse-width correction factors. The system's increased cold start and
drivability are further advantages [2].
Chaudhari, S. M. et al, (2015) this paper, “Smart Electronic Fuel Injection System using
Magnetic Fuel Vaporizer”, focused on such a system that will bring a considerable control
in the emissions of the engine’s exhaust and with the assistance of some electronic sensors
and transducers a viable injection system will be develop so as to achieve the maximum
output from the prototype engine and to achieve the longest mileage for many cars in future.
Electronic fuel vaporizer and mileage booster Combustion is essentially an alternative to
or a replacement for traditional engines with carburetors. Instead of supplying a steady
ratio, the model is in charge of setting up the dynamic air-to-fuel ratio in the intake
manifold that gives the vehicle the necessary power. In order to preserve the engines in
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clear condition, the innovative magnetic fuel vaporizer concept also aids in dissolving
carbon buildup in the carburetor, jets, fuel injector, and combustion chamber [28].
Trịnh Lương Miên et al, (2019) “A New Method to Control Fuel-Saving Eco-Motorbike
at the Competition”. The article presents a new method to control UTC fuel-saving eco-
motorbike, that is combining the 3-time-opening-driving engineering on each lap and
controlling forced operating engine in present modes on the race by using the electronic
device adjusting input variables of electronic fuel injection. This electronic device is made
based on STM32 microcontroller-SIM800 module-GPSL70 module, allows to
create signals equivalent to the measured signals of ECU input variables, can adjust these
values in local or remote through Wi-Fi network on the supervisory control interface on
smartphone. The experimental results show that the proposed new solution ensures eco-
motorcycle stability, safety, efficient operation engine, reducing 10% fuel, reducing
operations for driver [29].
Durgeshwar P Singh et al, (2021), Conversion of carbureted fuel supply into electronic fuel
injection system. This research is dedicated to address this issue while also tapping the
market for vintage cars. As cars age, some of them gain "vintage" status, increasing their
value by hundreds of times. The paper is divided into two parts first, the control unit,
which includes the E.C.U. and wiring, and the second one is a physical unit, which includes
the runner length and other physical components. The electronic control unit (ECU) for
this project is made on Arduino microcontroller, and the connection with several small
components like sensors and actuators. By putting together with the help of a soldering
iron and the diagram for connecting these components (circuit diagram) is given in the
implementation section of this project report. For this to work various sensors are used like
the MAP sensor, TPS sensor etc. and ECU reads their values and then processes it. The
project also able to design physical components [18].
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of us today to work on these technological application that are already applicable on the
foreign developed countries. Almost all the papers gave their result and discussion in the
way they test the engine and different performance parameters.
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CHAPTER THREE
3. METHODOLOGY
3.1 Methods
The primary methodology of this study begins with knowing and defining the problem
which needs to be addressed.
Following the problem identification and defining review of articles on the existing
systems has been performed. The literature review on EFI systems for smaller 1- and 2-
cylinder, 2- and 4-stroke engine vehicles in relation to their emission control system will
help us to have enough knowledge about what others have done and identify where the
problem does exist so that our project will be based on the research gap that the study
found.
The required information for vehicle EFI system issues was gathered using the technique
by visiting numerous literature sources from websites dealing with vehicle fuel control,
SAE, and other publications.
3.1.3 Design
The design of the EFI system's components (such as the fuel injector, fuel delivery pipes,
etc.) was completed following a review of relevant literature and the gathering of
significant data. A conceptual design method will be used in this section to investigate
various mechanisms and choose the best design course by taking various factors into
account. Following the completion of components design and selection, the components
will be modeled using SOLIDWORKS.
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3.1.4 Testing
Near the ultimate answer, there are numerous loops and circles in the design process.
Before deciding on a final design, it will probably test the solution, identify problems, and
adjust, then test the modified solution, identify new issues, and make further adjustments.
3.1.6 Assembly
Once the design part is completed, the next step is assembly the systems and components.
For better clarification there will be two assemblies, one for the fuel line and the other for
the electrical line. This process will also be discussed clearly using separate view of the
parts.
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Table 1: Vehicle specification for Yamaha DT175 [30]
We must have a way accurately introduce fuel into the engine. As most performance fuel-
injection here we want to employ a sequential system that specifies one injector in a
cylinder. This multipoint injector is then fed fuel at high pressure through a common fuel
rail. Generally, most multipoint systems are designed to run at 3-bar (three times
atmospheric pressure: 3 × 14.7 = 44 𝑃𝑠𝑖 ). one bar is actually 0.9869 of an atmosphere, which
is why 43.5 is 3 bar pressure refence number [5]. With a set pressure, the volume of fuel
the injector can deliver is determined by the amount of time the injector is open (pulse
width). Properly sizing the injectors improves part throttle performance because oversized
injectors are difficult to control at very short pulse widths.
i. body
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Fuel injector body is consisting of all the parts of the fuel injector arranged systematically
inside it. The material used must be a non-conductor of electricity as the solenoid wiring
is in touch with the body.
ii. filter
The Filter is placed in the top of the fuel injector body and its function is to filter the fuel
entering inside. This action is done by keeping plates with holes.
iii. passage
This is placed after the filter. The function of this is to send the fuel exactly in the required
path and the slot at the border is to keep a rubber in it so as to maintain the grip and to
reduce the leakage. This action is done by reducing the diameter to the size of the holder.
iv. Holder
The Holder is placed after the fuel passage and its function is to hold the magnet and
solenoid casing and a passage for the electrical wires is provided from this.
v. Magnet
Magnet is placed inside the holder and its function is to create magnetic field and it will
move the spring attaches to it downwards and hence the spring reaches the extra hollow
portion and so as to allow the fuel flow through the nose region.
The Centre Piece is placed in between the spring and secondary magnet. The main purpose
of the Centre Piece is to Support the parts and acts as the bridge between them.
vii. Nose
The Nose is placed at the last of the fuel injector and this is the main part of the fuel injector
which is to be concentrated most. Here in this case, we are using multi hole in replace to
single hole and also a conical shape is used in order to create nozzle effect.
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a) Determining nozzle diameter
The calculations are taken for the Yamaha DT 175 gasoline engine (i.e., density of petrol
is 770 kg/m3) gearing speed is taken from the prescribed data. Fuel economy 1.82
liter/100km, at 122 km/hr in 5th gear it is very close to 1,416 rpm, 7000 or 24 rev/sec,
taking 2 stroke engine it has 24 power strokes.
Bernoulli’s principle
Consider the steady, frictionless flow of a fluid with constant density in a converging duct
thanks to Bernoulli's principle. Therefore, the flow complies with all requirements for
applying Bernoulli's equation. We assume the one-dimensional assumption that the
velocity is constant over the intake and output areas and parallel upstream and downstream
of the contraction.
With the exception of hydrostatic head variances, pressure is constant between parallel
streamlines (if the pressure was higher in the middle of the duct, for example, we would
expect the streamlines to diverge, and vice versa). The pressures over the entrance and
outflow zones remain constant if we exclude gravity. The Bernoulli equation and the one-
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dimensional continuity equation, respectively, produce along a streamline on the
centerline,
1
𝑃1 − 𝑃2 = 𝜌(𝑉2 2 − 𝑉1 2 ) and 𝐴1 𝑉1 = 𝐴2 𝑉2 ) [31]
2
Thus,
𝐴2 < 𝐴1 , 𝑉2 > 𝑉1
𝑉2 > 𝑉1 , 𝑃2 < 𝑃1
The principle states that a decrease in area results in a rise in speed and a decrease in
pressure. Even when the flow is not one-dimensional, these two discoveries offer an
understandable framework for fluid flow analysis.
Case 1: Let say the compression pressure, which is 6.7:1 or 98.4632 Psi or 678.879Kpa,
is 𝑃1 and the injector pressure, which is 43.5 Psi or 299.9219Kpa, is 𝑃2 . Therefore, the
difference 𝑃1 − 𝑃2 = 378.957Kpa.
1
𝑃1 − 𝑃2 = 𝜌(𝑉2 2 )
2
𝑉2 = 31.37𝑚/𝑠
𝐴1 𝑉1 = 𝐴2 𝑉2
Since 𝐴1 𝑉1 is the mass flowrate, which is 0.000474918 kg/sec, the above equation
becomes:
𝑚 = 𝐴2 𝑉2 = 0.000474918 kg/sec
0.0000006167 𝑚3 /𝑠𝑒𝑐
𝐴2 = = 1.966 × 10−8 𝑚2
31.37𝑚/𝑠
𝜋𝑑 2
𝐴2 = = 1.966 × 10-8 m2
4
d = 0.1582 mm
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❖ Case 2: let’s rise the injector pressure by 30 Psi which now becomes 73.5 Psi i.e.,
506.7647Kpa. Now the pressure difference is 172.1143Kpa. applying the same
equation gives us:
1
𝑃1 − 𝑃2 = 𝜌(𝑉2 2 )
2
𝑉2 = 21.14 𝑚/𝑠
𝐴1 𝑉1 = 𝐴2 𝑉2
𝐴2 𝑉2 = 0.000474918 kg/sec
𝐴2 = 2.917 × 10-8 m2
And d = 0.1927 mm
Therefore, holes diameter is taken as 0.1927mm. For spraying of fuel into injector conical
section is used.
One area that seems to cause more than a little confusion is fuel-injector sizing for a given
engine application. While it may sound difficult, it’s actually pretty easy. All electronic
fuel injectors are sized based on the maximum amount of fuel they can inject, generally
expressed in terms of pounds per hours of fuel. This is also depending on the fuel pressure
at the injector. Most injectors used in the performance industry are rated at 43.5 psi [5].
let’s look at our system which needs 17.5 Hp. And let’s take performance injector rated at
11 lb/hr multiply that capacity times number of injectors (i.e., 1) to get 11 lb/hr of fuel.
Since our engine is normal aspirated engine, the generic brake-specific fuel consumption
(BSFC) number is 0.50, this means that to make 1 hp for 1 hour at WOT demands 0.50
pounds of fuel. Given this, to find out how much horsepower this size injector can feed,
we multiply 11 lb/hr by 1 injector x2 (to give 1 pound of fuel to make the math workout),
which equals 22 Hp. This isn’t quite accurate because it would demand 100% open time
on injector-called a 100% duty cycle. This is very hard on injectors and burns them out, so
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we need to typical safety margin 20%. Therefore, if we multiply 22 by 80%, we get 17.6
Hp. This is what you could expect a 11 lb/hr injector to safely deliver.
This size injector is based on the standard fuel pressure 43.5psi. Raising the fuel pressure
will increase the flow rate of small injector. To determine the flow rate of an injector with
higher fuel pressure, merely divide the new line pressure by the original line pressure,
multiply that number times the injector flow rate, and then take the square root of that
figure to determine the additional injector flow rate. If we are going to raise the line
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pressure from 43.5 to 65psi. this becomes √ × √10 = 3.86 lb/hr, thus 11 lb/hr +3.86
43.5
There are also two different types of EFIs. The most common is referred to as high-
impedance (12 ohm) injector. The ohm rating is the amount of resistance measured in the
injector circuit. These injectors require a small amount of electrical current to operate, are
most often used in production-style engines and generally range in capacity from 15 to 44
lb/hr. higher injector flow rates require more electrical current to operate, creating what are
called low-impedance injectors rated at 2 ohms [5].
This additional current requirement also places a greater demand on the EI drivers that are
part of the control unit. This means that a control unit designed for high impedance injectors
cannot be used to drive low-impedance injectors. Many EFI control units are designed to
accommodate low-impedance injectors, but not all control units are the same. It’s a good
idea to check into this if the engine combination will demand injector flow rates above 44
lb/hr.
Parameter Specification
Working Voltage 12 V to 14 V
Temperature range -30 ℃ to 250℃
Working pressure 30 psi to 65 psi
Drive Current 1 Amp @ 12 V
hole Multi-hole
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Nozzle diameter 0.19mm
Flow Rate 15 lb/hr
Impedance High (12ohm)
Here in this portion, there are factors that need to be considered while choosing the fuel
pump for the EFI system.
a) Horsepower: The horsepower (Hp) of the engine dictates how much fuel
flow is necessary to support it. The amount of fuel required to support a
certain horsepower rises with that power. For the gasoline engine, the
pressure needed by the engine, we can truly get our gallon per horsepower
ratio.
b) Fuel Pressure: Fuel pressure requirements vary depending on the engine.
Knowing the engine's maximum fuel pressure is crucial since fuel pressure
has a significant impact on how much flow a pump can deliver. When there
is no pressure (often referred to as free flow), fuel pumps flow at their
maximum capacity; however, as the pressure rises, the flow decreases.
Every pump has a different flow volume at a given pressure, thus it might
be quite helpful to look at a flow chart of the pump.
c) Voltage: At various voltages, fuel pumps operate at varying flow rates.
The pump's flow will increase at any given pressure when the voltage rises
because the speed of the pump will likewise rise. When running, most autos
produce about 13.5 volts. To be safe, if the controller doesn't produce 13.5
volts, it can be at a pump's flow ratings at 12 volts [33].
Choosing a gasoline pump for desired horsepower delivery becomes quite simple with a
little information and knowledge. In EFI applications, electric fuel pumps are rated in liters
per hour (lph), or gallon per hour (gal/hr). when it comes to calculation, we need to know
some other factors in addition to those stated in the above.
19
✓ Weight of fuel: The average advertised weight of a gallon of premium fuel is 6.34
lb/gallon, it is 6 lb/gal for gasoline since the specific gravity is 0.7 @ 65o F.
✓ B.S.F.C. (Brake Specific Fuel Consumption)
The estimated fuel consumption for producing 1 Hp for an hour is known as the brake
specific fuel consumption, or B.S.F.C. In other words, a B.S.F.C. of 0.5 engine will use 1/2
to 0.5 lbs of fuel to create 1 HP for an hour. It is difficult and necessitates an engine dyno
to determine the precise B.S.F.C for a certain engine [6].
Pumping loss is the variation in fuel pressure between the fuel pressure recorded at the fuel
pump output and the fuel pressure measured at the fuel rail exit. The cause of the pressure
difference, which can range from 4 to 10 Psi, includes friction, gasoline line inside
diameter, and curves or bends in the fuel line [6].
A piece of equipment called a fuel pressure regulator, or FPR, controls fuel pressure
manually or electrically. Without getting too technical, the FPR's function is to vary the
fuel pressure from a predetermined point in a manner that is proportional to the change in
intake manifold pressure. For example, if the manifold pressure increases by 10 Psi and the
FPR is set at a base pressure of 43.5 Psi, the fuel pressure should be controlled by the FPR
at 53.5 Psi [6].
The average fuel injector flow rate is stated statically at 43.5 Psi. This indicates that the
injector is kept fully open while the fuel flow is being recorded, and fuel is being injected
through the injector at a pressure of 43.5 Psi into the atmosphere. The fuel pressure should
be increased or decreased in order to maintain the claimed flow rates by an amount equal
20
to the increase or decrease in intake manifold pressure. If the manifold pressure is raised
to 21.5 Psi and the static fuel pressure is set to 43.5 Psi, the fuel pressure should increase
to 43.5 + 16.5 = 60 𝑃𝑠𝑖. Maximum horsepower supported by an injector is calculated to
flywheel power. If you do not raise the fuel pressure under boost the injector will spray
less fuel and if you do not lower the fuel pressure under vacuum the injector will spray
more fuel [6].
Now we are going to find how much fuel do we need for a single cylinder normal aspirated
engine making 17.50 HP to the crank at 16.5 Psi Boost. the boost is 16.5 Psi because the
common working pressure for the fuel system is between 30 to 65 Psi a pressure further
extra from this pressure should be controlled via FPR.
An EFI engine will require a higher-capacity pump than the same engine would if it was
carbureted; Even though both are using the same amount of fuel. Another design option to
consider is whether to use an in-tank or inline-style setup. In-tank pumps benefit from the
cooling effects of the pump being in the tank; inline pumps are easier to replace and usually
less expensive.
First, we need to calculate total fuel pressure. Assuming the pumping loss is 5 Psi.
(Base fuel pressure) + (Total Boost) + (Pumping Losses) = Total Fuel Pressure required
i.e., 43.5 + 16.5 + 5 = 65 Psi.
Target Hp × B.S.F.C. = Fuel required in lbs/hr (i.e., 17.5 × 0.5 = 8.75 lb/hr, 8.75/0.9 = 9.72
lb/hr) since the previous calculation is made for marine applications [6].
𝑙𝑏⁄
ℎ𝑟
Most fuel pumps flow rate is described in gallons per hour: 𝑓𝑢𝑒𝑙 𝑤𝑒𝑖𝑔ℎ𝑡(𝑙𝑏) = gal/hr [6].
⁄𝑔𝑎𝑙
Which is exactly 9.72 divided by 6.00009 equals to 1.62 gal/hr which is approximately 2
gal/hr but every deign has its own allowance just to consider unexpected loads. It has to be
considered here in this case the pump must be ready for unexpected rises of pressure. To
make it considerable, let’s take allowance rating up to 1.5 gal/hr [26]. Thus, the modified
21
rate becomes 3.5 gal/hr which is of course 13.5 lph. To make 17.5 crank Hp at 16.5 Psi of
boost the system needs a fuel pump that will be able to supply 3.5 gal/hr at 65 Psi.
Model SP-A811HT
Flow rate 3.5 gal/hr
Regulator opening pressure 310kpa
Working temperature -30o c – 100oc
Current 1.8 A
A fuel line is a tube or pipe that transports fuel from one location to another or from a
storage tank to a moving vehicle. To avoid breakage and kinking, the gasoline line is
typically made of reinforced rubber [9].
Pump and other equipment performance is enhanced by the proper design and selection of
pipework in a system, which lowers frictional losses.
Fluids flow uniformly, continuously, and over the wave front without vertical mixing at
low velocities. Laminar flow is the word for this. High fluid velocities cause the formation
of eddies (flow currents), which cause random mixing over the flow cross-section. The
flow in question is turbulent. At intermediate flow rates, a laminar flow area is always
present adjacent to the pipe walls, and its thickness might change depending on the degree
of pipe material roughness and the total flow velocity. The critical velocity is the speed at
which a laminar flow transition into a turbulent one [13].
When the fluid is delivered in a surge-free, smooth, laminar flow, pumps, and particularly
centrifugal pumps, operate most effectively. Any kind of turbulence lowers performance,
raises head loss, and exacerbates wear on the pump's bearings, seals, and other parts.
Pipe velocity is an area averaged property which is independent of the pipe’s cross-
sectional flow distribution and whether the flow is laminar or turbulent, it rather depends
22
on the fluid type as the fluid flowing viscosity affects the velocity. along the central axis,
fluid may be travelling at twice the calculated pipe velocity [13].
In a pipe, fluid flow is maximum on the pipe axis and practically negligible at the pipe wall
due to frictional contact with the walls. With turbulent flow, the pressure and energy loss
due to frictional contact is significantly increased. In turbulent flow, pressure loss is
proportional to its square as opposed to being proportional to pipe velocity in laminar flow
[17].
A lower pipe velocity may be targeted using larger diameter pipework if the liquid is shear-
sensitive, can froth, or changes characteristics. A higher pipe velocity (5–6 m/s) would be
necessary, however, if the fluid contains particulates that could settle and cause clogs at
low flow rates [13].
The following table lists some typical pipe velocities for a range of common industrial
feeds [13]:
Gasoline 1- 2
Carbon tetrachloride 1.8
Chlorine, liquid 1.5
23
Ethylene glycol 1.8
Using the upper table, we chose to use the velocity of petrol in pipe to be 1 m/s. We use
the minimum velocity to design the pipe at high pressure, according to Bernoulli’s principle
as the velocity decreases the pressure rises.
A Various kinds of cylinders are used for mechanical operations; these cylinders vary in
shapes and sizes. These cylinders can be classified as thin and thick cylinders in broader
classification. Due to a greater wall thickness, a thick cylinder or vessel is generally used
for heavy pressure operations. Thick cylinders are designed to bear a high-pressure
environment these cylinders are used to carry.
There are the following key differences between a thin and a thick cylinder,
• A thick cylinder has a smaller diameter with respect to its wall thickness, whereas
a thin cylinder has a greater diameter with respect to its wall thickness,
• A thin cylinder is used for operations with a lesser pressure value, whereas a thick
cylinder is used for heavy pressure operations,
• Unlike a thin cylinder, the circumferential stresses are not uniform in a thick
cylinder; also, the radial stress is not negligible,
• A thin cylinder is used for lab operations and small-scale usage; however, a thick
cylinder has a much wider industrial use: it is used in pipelines and nuclear power
plants,
• A thin cylinder can only act on the internal pressure of the cylinder, while a thick
cylinder can act on internal and external pressure,
• The capacity of handling the stress of a thin cylinder is way less than that of a thick
cylinder.
24
• Materials such as oil, petroleum, and dense gases uses thick cylinders as they need
to be isolated. The thick cylinders are also used in nuclear power plants to carry
fuels and radioactive materials.
• A thin cylinder is defined as a relatively lesser thickness to its diameter, and a thick
cylinder is one with a relatively larger thickness than its wall diameter. A thick
cylinder has wider industrial usage than a thin cylinder; thick cylinders can deal
with high internal and external pressures. The Hoop’s stress gives the value of
circumferential stress in a thick cylinder. A thin cylinder is used for general
functions like a boiler and a pressure pipe [8].
The design of a pipe involves the determination of inside diameter of the pipe and its wall
thickness as discussed below.
3.2.4.1 Material for pipe
Fluoroelastomer rubber (FFKM) is remarkably durable ‘o’ ring material that is our material
of choice for making fuel deliver pipe. FFKM’s carbon-fluorine bonds give it a high degree
of chemical, thermal and ozone resistance with excellent mechanical properties. It has
outstanding resistance of thermal extremes, gas and liquid permeation, and oxygen-plasma.
It is highly versatile and low in cost. It is suitable for transportation of gasoline, kerosene,
engine coolants and lubricating oil. Some important properties of the material are shown
on the figure below [10].
25
3.2.4.2 Inside diameter of the pipe
The inside diameter of the pipe depends upon the quantity of fluid to be delivered [8].
Let D = Inside diameter of the pipe,
v = Velocity of fluid flowing per second, and
Q = Quantity of fluid carried per second.
We know that the quantity of fluid flowing per minute,
π
Q = Area × Velocity = × D2 × 𝑣 [8].
4
𝜋 𝑄 𝑄
𝐷 = √ × = 1.13 × √
4 𝑣 𝑣
In our case the given data is, v = 1m/s, and Q = 3.75 × 10-6 m3/s.
Therefore, the diameter becomes D = 2.18mm ≈ 3mm. now let’s take a look for
shrinkage allowance as the material selected has higher shrinkage rate, this design
should consider the allowance which is up to 2mm [26]. When the allowance is
added to the calculated value the diameter becomes 5mm.
3.2.4.3 Wall thickness of the pipe
After deciding upon the inside diameter of the pipe, the thickness of the wall (t) in order to
withstand the internal fluid pressure (p) may be obtained by using thin-cylindrical or thick-
cylindrical formula [8].
The thick cylindrical formula may be applied when
(a) the variation of stress across the thickness of the pipe is taken into account,
(b) the internal diameter of the pipe (D) is less than twenty times its wall thickness (t ),
i.e. D/t < 20, and
(c) the allowable stress (σt) is less than six times the pressure inside the pipe ( p ) i.e. σt/p
< 6.
According to thick cylindrical formula (Lame's equation), wall thickness of pipe,
𝜎𝑡 +𝑃
𝑡 = 𝑅 [√ − 1] [8].
𝜎𝑡 −𝑃
Since the pressure from the outlet of the fuel pump is 65 PSI which is 0.448159N/mm2, we
can take this pressure amount to design the pipe, i.e., P = 0.448159N/mm2. And allowable
26
tensile strength of reinforced rubber is 2 N/mm2. Using the thickness equation from the
above the thickness of the delivery pipe is t = 1.44 mm ≈ 2mm.
𝑃[(𝑟𝑜 )2 +(𝑟𝑖 )2 ]
𝜎𝑡(max) = (𝑟𝑜 )2 −(𝑟𝑖 )2
[8].
2𝑃[(𝑟𝑖 )2 ]
𝜎𝑡(min) = (𝑟 2 2 [8].
𝑜 ) −(𝑟𝑖 )
Where ro is outer radius of the pipe, ri is inner radius of the pipe, P is the pressure inside
the pipe, 𝜎𝑡(max) is maximum tangential stress, and 𝜎𝑡(min) is minimum tangential stress.
2(0.448159𝑁/𝑚𝑚2 [(2.5)2 ]
𝜎𝑡(min) = = 0.93𝑁/𝑚𝑚2
(3.5)2 − (2.5)2
b. Radial stress
𝜎𝑟(max) = −𝑃(𝑐𝑜𝑚𝑝𝑟𝑒𝑠𝑠𝑖𝑣𝑒) [8].
Where P is pressure inside the pipe, and 𝜎𝑟(max) is maximum radial stress; we all know
that the minimum radial stress is zero [8]. Substituting the values will gain us,
𝜎𝑟(max) = − 0.448159𝑁/𝑚𝑚2
Therefore, all the stresses that the pipe faces are below the allowable stress of the pipe
material which is 2 N/mm2. Therefore, our design is safe.
27
3.2.5 Selecting right fuel pressure regulator
When considering pressure regulation and the optimum solution for our fuel
system installation on the motorbike, several questions arise. In this portion we
will move through some of the most popular factors to think about when choosing
a fuel pressure regulator and some recommendations for goods that we have found
to be reliable. The first thing to consider is the type of regulator.
Bypasses or return style regulators accomplish precisely what their names suggest ;
they release extra pressure in a return line that leads to the fuel tank. We can count
on a consistent operating pressure being supplied to the fuel rail or carb as the
regulator returns any excess pressure to the tank [21].
❖ Fuel is always flowing through the system helping to keep the fuel
temperature within operating conditions,
❖ Allows high pressure pumps to operate at maximum efficiency,
❖ Generally required for many installations.
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b) Deadhead pressure regulator
Th second thing to take our target is, to know What type of fuel injection system do we do
want to have. The first step in making a fuel pressure regulator decision is to
identify what type of install that we are planning. If a system already has a
regulator or if a pump is self-regulating pump there is no need to make any further
decisions. There are two well-known fuel injection systems. Let’s get in to each
one.
The fuel injection used in the new vehicles are a single point injection or a throttle body
injection on the portal or multi -point fuel injection sequential fuel injection of one point
throttle body.
First and the easiest way of fuel injection was one point injection. Here, the carburetor is
replaced by one or two fuel injectors in the throttle body, which is the engine of the engine
inlet collector. One point injection to some manufacturers was a steppingstone to a more
sophisticated multi -point system Or They are economical and easy to care for [7].
29
Multi -point fuel injection (MPFI) a separate injector nozzle is provided for each cylinder,
directly behind its intake port, so this system is also called an injection element. When the
fuel vapor is sucked in at the intake port, it ensures complete suction of the fuel into the
cylinder.
The main advantage is that MPFI counters more accurately than carbureted models. It is
better to achieve the desired air-fuel ratio and improve all related aspects. It also virtually
eliminates the possibility of condensation or fuel build-up in the intake manifold.
carburetor is designed to carry engine heat through the intake manifold, which is a measure
of liquid fuel vaporization [7]. Standard metal intake manifolds must be placed on top of
the engine to conduct heat, but with the MPFI it can be placed more creatively, giving
engineers design flexibility.
Fuel injection, also known as sequential fuel injection (SPFI) or timing injection, is a type
of multi-point injection. Although the MPFI has many injectors, they all vaporize the fuel
at the same time or in groups. This can cause the fuel port to idle for 150 milliseconds. This
means that sequential fuel injection fires each injector individually [7]. Basically, they are
worn like spark plugs and vaporize the fuel just before or during the opening of the intake
valve. Although this seems like a small step, the efficiency and improved emissions are
very small.
Direct injection injects fuel directly into the combustion chambers, in front of the valves.
The direct injection system is common in diesel engines and is starting to appear in gasoline
engines, sometimes called direct injection gasoline digs. The fuel ratio is even more
accurate than other injection system. Direct injection gives engineers an additional variable
that enables a precise effect on the combustion process of the cylinders [7]. The discipline
of engine design studies how the fuel-air mixture rotates in cylinders and how the explosion
ranges from the ignition point. Direct injection is one that can be used in low -wheeled slim
engines.
Since EFI system requires a higher pressure, an adjustable fuel pressure regulator
with return is required. “Aero motive 13129” this regulator features a gauge port
built in and will support builds up to 1000 Hp; Six ORB ports for feed and return
30
allows to adapt it to many different fuel systems. This regulator is also boost
referenced if the system requires that feature [35].
EFI systems with Direct Injection. These systems require a higher initial operating
pressure and from OEM are usually controlled using a PWM system for regulation.
It is recommended setting the regulator at 75PSI if the application insists on
running the non PWM system.
The final step is here select the FPR for our application considering all of the
above selection options. Since our system is EFI, the FPR that it’s recommended
to achieve best suits and performance is a return type regulator to specify it clearly
it is Aero motive 13129.
When eco-motorbikes run on the racetrack, people often focus onto two modes of operation
of the engine: the cool mode and the stable mode. The cool mode is used to start the engine,
warm up the engine at the beginning of racetrack. and the stable mode is used as the hot
engine [2].
The amount of air entering in engine’s cylinder is determined in order to schedule proper
base fuel to the injector. Speed density model is used which calibrate the engine as an air
pump and in this case, intake density and pump efficiency are known as a function of speed
and load. Then, air mass along with relative air change (load) is calculated to get a basic
fuel pulse width. Intake air density (𝜌𝑎𝑖𝑟 ) is calculated by using ideal gas law:
𝑚 𝑚 𝑃𝑎𝑖𝑟
𝜌𝑎𝑖𝑟 = = 𝑚𝑅𝑇𝑎𝑖𝑟 = [2].
𝑉 𝑅𝑇𝑎𝑖𝑟
𝑃𝑎𝑖𝑟
Where 𝑃𝑎𝑖𝑟 is the intake manifold pressure, 𝑇𝑎𝑖𝑟 is the intake manifold temperature and R
is ideal gas constant. The intake air volume (𝑉𝑎𝑖𝑟 ) is a function of volumetric efficiency
and calculated for each cycle using:
𝑁∗𝑉𝑐𝑦𝑙
𝑉𝑎𝑖𝑟 = ∗ 𝜂𝑣 [2].
2
31
Where 𝜂𝑣 is the volumetric efficiency, 𝑉𝑐𝑦𝑙 is the cylinder volume and 𝑁 is the engine rpm.
The mass of air entering in the engine, which is used to calculate the load on each interval,
is given by:
𝑃𝑎𝑖𝑟 𝑁∗𝑉𝑐𝑦𝑙
𝑚 = 𝜌𝑎𝑖𝑟 ∗ 𝑉𝑎𝑖𝑟 = ∗ ∗ 𝜂𝑣 [2].
𝑅𝑇𝑎𝑖𝑟 2
Where 𝑚 is the amount of air in a cylinder. It can be observed that 𝜂𝑣 is a function of intake
air pressure and engine load and is selected from internal “map”. In order to calculate
engine load, the air mass is divided by nominal cylinder air mass which is the mass of
cylinder when piston is at the BDC, at standard air temperature and pressure [2].
𝑚 𝑃𝑎𝑖𝑟 ∗𝑇𝑛𝑜𝑚
𝐿= = ∗ 𝜂𝑣 ∗ 𝑛/2 [2].
𝑚𝑛𝑜𝑚 𝑃𝑛𝑜𝑚 ∗𝑇𝑎𝑖𝑟
Where 𝐿 is engine load, 𝑚𝑛𝑜𝑚 is the nominal mass of cylinder, 𝑃𝑛𝑜𝑚 is the nominal
pressure, 𝑛 is Number of revolutions and 𝑇𝑛𝑜𝑚 is the nominal temperature at standard
conditions.
The fuel pulse width is calculated using the mass of air as shown below:
𝑃𝑎𝑖𝑟 ∗𝑉𝑐𝑦𝑙 ∗𝑁∗𝜂𝑣
Δ𝑇 = [2].
𝑅∗𝑇𝑎𝑖𝑟∗𝐴/𝐹 𝑟𝑎𝑡𝑖𝑜∗𝜁∗2
Where Δ𝑇 is the basic fuel pulse width, 𝐴/𝐹 𝑟𝑎𝑡𝑖𝑜 is the ratio of air with fuel, and 𝜁 is a
correction factor used for variation of temperature from nominal. The final pulse width is
composed with basic fuel pulse width along with different correction factors and is given
as:
Where Δ𝑇𝑓 is final pulse width, 𝑓𝑔𝑓 is global fuel enrichment factor, 𝑓𝑎𝑠 is after start
correction factor, 𝑓𝑠𝑡 is start correction factor, 𝑓𝑤𝑝 is warmup correction factor, 𝑓𝑐𝑙 is
closed-loop correction factor, and 𝑓𝑏𝑣 is battery voltage correction factor [2].
32
3.3 System components
I. Fuel tank
Fuel tank function is to contain of gasoline as a source of power from the vehicle. Vehicle
produced before 2000 G.C. may still be found tanks made of metal plate. But in today’s,
many fuel tanks are made of thick plastic materials that have light weight but are strong
enough to accommodate fuel. Although lightweight, the weakness of plastic tank is prone
to leak when exposed to impact. The fuel tank for Yamaha DT175 has a capacity for 9.5
liters.
Gasoline filter serves to filter the dirt carried by the flow of gasoline when crossing
the fuel feed. With this filter, the gasolines that flow to the injector will be in clean
condition. There are two gasoline filters in the EFI system,
Rough filter, made of knitted wire that has a large enough pore. Its function as a
large solid dung filter. Second is smooth filter, made of materials such as cloth with
smaller pores to filter the dirt of small particles. In the fuel filter there is also a
sedimented water that serves to separate the water if there is water carried by the
flow of gasoline.
33
The fuel pump has two functions, to flow gasoline from tank to injector.
Increase fuel pressure on fuel feed. Fuel pumps are not only on the EFI system, but on the
carburetor, engines are also provided fuel pump. But on the EFI system, fuel pump is driven
by electrical energy. So, it does not burden the machine. The fuel pump for this system has
3.5 gal/hr @ 65 PSI and 12v as preselected above.
Delivery pipe are a hard pipe located at the end of the gasoline line (in injector); its function
is to accommodate gasoline pumped by fuel pump. Fuel delivery pipe is usually made of a
harder material because this is where the intersection between the gasoline channel and the
injector; that is why the pipe in this system designed with a reinforced rubber. The pipe is
made of fluoroelastomer rubber and has 5mm inside diameter and 2mm thickness. When
viewed, this pipe has several holes consisting of inlet hose that is connected to the fuel
pump inside the tank and the injector hose connected to the injector. There are two same
kind feeding hoses.
❖ Fuel feed: serves as a place to flow the gasolines from the tank to the injector.
❖ Return feed: This hose is almost the same as fuel feed, but the return feed serves
to drain the remaining gasoline when excess pressure back to the tank. In other
word, this channel will flow back the rest of gasoline to the fuel tank.
34
Figure 6 fuel delivery pipe
V. Fuel injector
The function of injector is to spray the gasoline from the delivery pipe with the right
composition. The injector works using a solenoid that open if ECU sends an output signal
to actuate it. The time solenoid open, will influence to the fuel sprayed from injector. When
in the normal position (engine off) this solenoid does not get the voltage so nozzle on the
injector does not open. While when the engine is cranking, the solenoid will be given
voltage by ECU. The result is an axial that causes open nozzle. Since the and gasoline
inside the delivery pipe was pressurized, then when the nozzle opened the automatic
gasoline will come out sprayed. The length of time the electricity to the solenoid affects
the composition of the gasoline out, the longer it will be more and more. The fuel injector
for our system is rated at 15lb/hr and has a nozzle diameter of 0.19mm.
35
Pressure regulator serves to keep the pressure inside the gasoline channels remains stable.
Pressure regulators are needed because to overcome the excess pressure caused by the gas
pump that keeps on working. When the pressure of gasoline more than normal, the gasoline
will be flowed back to the tank until the pressure is stable. The small amount of pressure
inside the gasoline channel also affects the composition of gasoline spray out from
injectors.
VII. Sensors
When talking about sensors, then we go into the electrical parts of EFI. There are three
components of electrical EFI, i.e., sensors, ECU, and actuator. The sensor itself, have
function as detecting device, which the results serve as a reference for the ECU to
determine how long the injector opens/how much gasoline spray out of the injectors. There
are several conditions that are sensed by the sensors. In the EFI engine there are at least
five sensors. But on the recent vehicle, the EFI system depends not only on these six
sensors. There are several additional sensors to make the gasoline composition out of the
injector more accurate.
The ECU receives precise information about the current throttle opening from the throttle
potentiometer. A throttle switch cannot provide accurate opening locations, but a throttle
pot can do so because of its linear output. This specific sensor, which is situated on the
butterfly spindle like the throttle position switch, is used by the majority of contemporary
engine management systems [15].
36
Figure 9 TPS sensor [15]
B. MAP sensor
Via the vacuum produced by the engine's suction, MAP sensors are used to track engine
load and dynamic manifold pressure. The voltage signals in this variable resistor assembly
range from 0.5 V at 20 kPa to 4.9 V at 103 kPa.
As a result of the information from the air pressure sensor, the add-on module will be able
to account for changes in air pressure since atmospheric air contains more air molecules
per liter (or gallon) under high-pressure settings than it does in low-pressure ones. In
varying air pressure situations, the air/fuel ratio can be maintained in this manner [7].
37
Figure 11 camshaft position sensor [7]
D. RPM sensor
The rotational speed sensor is an electronic device that measures the number of revolutions
the engine crankshaft makes per minute. This measurement is then fed back to the ECU,
which uses this figure to calculate the current position of the crankshaft, so that the engine
cylinder can be fired up at correct time and with correct mixture in it [15].
The feedback signal, which is only feasible in closed-loop mode, is a crucial parameter for
controlling both the fuel consumption and emissions. The oxygen (lambda) sensor (O2S)
offers data on the amount of oxygen present in the exhaust gases. The O2S is composed of
a hollow, cylindrical tube of stabilized zirconium dioxide that functions as a solid electrode.
38
It has special properties because its potential abruptly changes from 900 mV at a rich A/F
ratio (λ =1) to 100 mV at a lean A/F ratio (λ > 1), indicating that the A/F ratio has increased
[2].
The oxygen sensor must be heated for 20 to 30 seconds to reach its operating threshold
temperature of 300 °C. The feedback won't start until the threshold is crossed. As a result,
when the engine is starting up and warming up, the fuel delivery system functions in an
open-loop mode and is guided by a series of internal "maps" until the required operating
temperature is reached [2].
FT400 is real time programmable ECU that allow creation and edition of all fuel and timing
maps according to the engine. The programming can be done directly on the module, either
through its exclusive 4.3” touch screen, which displays all maps and corrections in 2D and
gives access to all functions and configurations, or through the computer software with
communication connection via CAN-USB adapter, which allows access to 2D and 3D
maps that facilitate visualization and engine tuning [11]. It can be applied to any type of
Otto cycle engines (street/road cars, racing cars, 2-stroke or 4-stroke engine motorcycle,
aquatic crafts with automotive engines, stationary engines, among others).
Electronic throttle control is totally integrated to FT400, and everything can be setup
directly through its screen with no need to use additional modules to control electronic
throttles It is possible to program configurable alerts for situations that can be harmful to
the engine, such as: RPM excess, oil and fuel pressure, air temperature and engine
temperature, among others. These alerts can be programmed to cut-off the engine for
39
greater safety. The injection system also has 5 totally independent maps, which allow 5
different configurations for engines [11].
Ignition control can be done with the use of a Hall Effect distributor, a crankshaft trigger
wheel distributor or both, thus allowing the use of individual or double ignition coils, as
well as individually designated ignition coils per cylinder. The installation procedure is
also given with the guide [11].
The FT400 make it possible to drive up to 12 high impedance fuel injectors. The computer
software shows all parameters configured and read by real-time fuel injection, and also
backs-up its maps and configurations.
It is combined with the self-learning and return type fuel injection system modes, which
figure out how much gasoline and when to light an internal combustion engine so that it
can continue to run. As shown in the block diagram below, information is provided through
various input sensors measuring data acquisition to judges the prevailing engine condition
and then performs the optimization and controls the tasks according to the operating
condition of the engine. It consumes less than 60 mA of current and 9V to 16V DC voltage
supply. The cool thing about EFI is that any kind of intake manifold can be converted to
electronic control.
40
to estimate the required value by looking at just higher and lower to calculate the needed
value. After that the controller has the main fuel value, it needs to determine if any
adjustments to the fuel map value are needed.
It determines the engine temperature from engine coolant sensor. If the engine is cold, then
the amount of fuel is adjusted up by a pre-determined percentage. As the engine warms up,
these adjustment percentages become smaller and at normal operating temperature the
value is zero. ECU determines the ambient temperature of the air entering the intake by
reading intake air temperature sensor. As with the engine temperature adjustment, it will
look up the percentage adjustment. ECU understands that at high air temperatures, the
engine requires less fuel and if the air temperature had been cold, the fuel mixture would
have been made slightly richer.
Finally, it’s time for the ECU to send a signal to solenoid to open the injector. ECU now
checks to see if it is time for the fuel injector to be activated. When it is time for the fuel
injector to open, the computer allows current to flow through the injector’s solenoid for the
required amount of time which is equal to the amount of fuel needed to be injected. The
opening time can be controlled very precisely, down to the millisecond. Then after the fuel
flow where it starts from its reservoir to fuel pump and to injectors will be injected to the
combustion chamber in order to create the power to run the vehicle.
As you can see, the ECU in the system is doing lot of things very quickly. While some
other EFI systems do more than listed above, the principle written above is a rough idea of
the minimum amount of work the system actually has to do. The real activities are much
more complex than explained.
41
Figure 15 block diagram for working principle of EFI.
The start factor (fst), after-start factor (fas), and warm-up factor (fwp), which together make
up the overall fuel enrichment factor, are utilized to determine the precise pulse width. The
42
global fuel enrichment factor, which is relevant in many vehicle operating scenarios like
start, warm-up, transient, and steady-state settings, determines the fundamental fuel flow.
Fst heavily depends on engine temperature since it requires more air per unit volume to start
the engine because the inlet air temperature is low. Stoichiometric A/F ratio fuel delivery
results in a lean mixture, which ultimately leads to vibrations, unstable idle conditions, and
engine flameout. So, at the engine start, the mixture should be dense for a while.
The starter factor gradually declines as engine temperature rises. Because self-learning
depends on engine temperature and only works under warm-up conditions, this factor
cannot be adjusted by the ECU. As a result, calibration will be done using a hit-and-miss
approach and will end when the engine hits 70o C.
Both fwp and fas, depend on the engine temperature, are used to enrich the fuel mixture after
engine start-up until it heats up completely. As the engine temperature reaches its ideal
level, these elements become one. With this system, the fas and fwp curves with respect to
temperature are set once the start factor has been calibrated.
43
When closed-loop mode is engaged, these two criteria are automatically optimized once
they have been specified. To determine the precise fuel amount, simply multiply these
variables by the basic fuel. The fwp adjusts fuel dynamically by considering the speed of
the engine temperature to rise because dense mixture still needed in order to warm-up
engine quickly, for the low temperature of the engine. This factor is applicable during
partial load, acceleration, deceleration and so on, and ramping down to one when engine
temperature sensor indicates 70 ℃.
The idle fuel, which is dependent on the idle pulse width limit, regulates the idling speed.
By taking into consideration the O2S output voltage, which displays the lambda value for
the particular circumstances, this speed is changed. It is further controlled by a mechanical
idle airscrew, and the position is chosen by taking into consideration the warm-up rpm,
which is much higher than any other situations. The primary method used to lower the rpm
after complete warming up is to delay the idle spark advance angle, which also lowers
torque and the likelihood of undercharging, which lowers emissions.
The pre-defined ignition output angle (only for idle condition) is calculated in the equation
below which includes two correction factors. These factors are based on temperature and
battery voltage.
Where 𝜑𝑜𝑢𝑡 is the pre-defined ignition output angle for idle condition, 𝜑𝐿𝑁 is the Ignition
angle bases on speed and load, 𝜑 𝑇 is the Ignition angle correction based on engine
temperature and 𝜑𝑣 is the Ignition angle correction based on battery voltage.
The basic ignition angle setting is implemented based on closed-loop mode. it is actually
the spark advance that can run the engine at maximum torque depending on engine speed
44
and load without causing knock. Each value contains 2-5% buffer to reserve to protect the
engine from damage.
Fresh air and the corresponding mass of air change (load) are estimated using the speed
density method in order to precisely manage pulse width because certain residual gases
that are trapped inside the combustion chamber at the end of the exhaust stroke. Using the
desired lambda factor, which is essentially a dividing factor on the base fuel mapping and
takes the neighborhood of stoichiometric AFR, increases the accuracy of the final fuel
pulse width. Only use this factor in rich mode and close loop mode after the engine has
warmed up completely.
During sudden accelerations and decelerations, the actual lambda will not be 1 but desired
lambda will be 1 for emission purpose and for fuel economy. It is just only a way to
command the AFR other than stoichiometric.
45
3.6 ECU mapping
ECU mapping involves reading the vehicle's standard, compromised map from the ECU's
processing chip and modifying various map parameters, including fuel pressure, boost
pressure (on turbocharged applications), ignition advance, and throttle pedal control,
among others, to unlock the engine's real potential. As it is simply returning the engine to
its previous performance level before all the compromises were made to the original
programming, it is an entirely safe operation. Every engine will have an own map, and by
altering it, we can fine-tune the engine's characteristics, unleashing greater power and
frequently lowering fuel consumption as well. Also, the owner can modify the car's
software to control the fuel injection, airflow, sensors, and other systems (within legal
limitations) thus, it’s not an action of illegality. The wire harness for the ECU input and
output is shown on the figure 22 below.
Figure 22: Wiring harness diagram for the ECU inputs and outputs
The control unit model we select for our EFI system is stated above in the system
components portion. following selection of our ECU the next step is connecting the control
unit to the laptop, which has the mapping software installed in it, via USB cable. Then we
need to create the map using the software (for our case we used FT-manager); following
46
the software instructions and giving much information on our engine working parameters
will gain us a more accurate map for the system. After all we get the map, we desired and
we can install it to the ECU, therefore the ECU will perform its work based on this map.
Whenever sensor information or working conditions doesn’t exist from the map that we
installed the ECU will make an adjustments by itself through time as we know the ECU is
programmed to make logical decisions and also to self-learn. The software also allows us
to make calibration on sensors and to add or minimize the inputs.
47
CHAPTER FOUR
The designing of fuel injection components is discussed in the design and analysis section.
The values were found safe and suitable. Determined values for some components is shown
in the table below. And the volumetric efficiency-based fuel map created using FT engine
management software is given in the figure [23] which shows how the engine performs in
each and every Rpm, engine load, temperature values. Actually, the shown figure is the
volumetric efficiency as a function of engine load (based on MAP) and engine speed. The
other results including ignition timing and AFR map was discussed in the EFI performance
parameter section.
When we come to the fuel injector, it has 0.19mm of nozzle diameter which is safe for our
application and its flowrate is 15 pounds per hour. We set the flowrate of the injector based
on the well-known selection parameters and considering many factors.
In most applications of EFI system we saw they used fuel injectors just by their flowrates
only but in order to feed the desired amount of fuel well and more effectively it’s better to
calculate the nozzle diameter based on the specified engine parameters. As it is the place
where the final injection process takes place, we believe it needs more attention.
Following the injector selection, we got the fuel delivery pipe design it is also designed
well for the purpose of delivering fuel from the fuel tank to the injector and from FPR back
48
to the reservoir. It is made of FFKM and has an inside diameter of 5mm and outside
diameter of 7mm which is safe to get over the stresses as we discussed above in the stress
analysis section.
Figure 23: Volumetric efficiency map based on engine load and engine speed.
The above result of volumetric efficiency is done using the tuning software to our specified
vehicle. It indicates how the engine performs in different engine load and engine speed
conditions. There are also other maps which are used to decide when and how much of the
fuel injection is has to be for different engine conditions which are shown in the figures
from the previously including factoring in altitude compensation, pre-start compensation,
cold start compensation, warm-up compensation, lambda factor, and optimizing maps for
the engine based on its speeds and loads.
The next thing to discuss is the emission controlling performance of the system.
unfortunately, we didn’t test the implementation because of the were lacks in time and
material we faced. thus, we are unable to compare the results with the conventional one.
But there are so many experimental studies which shows the comparison between the
carbureted system and EFI system. let’s take a look at some of their discussions.
CO emission: due to incomplete combustion, which results in CO gas. Because there isn't
enough oxygen for the fuel to burn entirely, CO emissions result. As a result of
hydrocarbons' inability to convert to CO2, CO emissions are produced. incomplete
combustion caused by the fuel not being atomized into a homogenous gas, preventing it
from burning thoroughly quickly [19]. The cylinder walls that are far from the center of
combustion may experience incomplete combustion. The tendency is for the CO emission
49
composition to decrease in electronic fuel injection motorcycles as engine rotation
increases. This occurs because the fuel is combustible due to the high temperature and rapid
speed of the combustion chamber.
In contrast to conventional vehicles which tend to use a rich mixture and fuel atomization
with a larger particle size so that the fuel does not burn out, thus increasing CO emission.
These results are consistent with the results of research [23], in conventional fuel systems
CO emissions increase at 1000-3500 rpm. But in testing the electronic fuel injection system
at this time the graph has decreased greatly.
Hydrocarbon emissions: Fuel particles that are not fully burnt during combustion are what
produce hydrocarbon emissions. If the atomization diameter is large enough, the fuel
particles will burn more slowly during combustion and will leave the engine more swiftly
through the exhaust manifold, releasing unburned hydrocarbons. This typically happens in
reactants that are remote from the ignition source [19].
In our application the atomization particle size is very small which is 0.19mm and HC
mixes homogeneously with air resulting in a very fast combustion process which reduces
the appearance of HC emissions. HC emissions decrease with increasing rpm occurring at
1000-35000 rpm. HC emissions have the same trend as test results [23].
Carbon dioxide emissions: Motorcycles equipped with an electronic fuel injection system
have higher CO2 emissions than traditional motorcycles. This demonstrates that the
electronic fuel injection system's combustion process is superior to the combustion process
used in conventional fuel systems [19]. The complete combustion process will only
produce CO2, H2O and N2.
Generally, electronic fuel injection fuel systems emit less CO on average than conventional
fuel systems do, and the percentage difference gets bigger as engine speed rises. The
electronic fuel injection system has a lower HC composition than the traditional fuel
system, and the compositional difference is practically constant throughout all rpm ranges.
Starting at 1000 rpm, injection fuel systems have greater CO2 and O2 percentages than
conventional fuel systems, and the percentage difference gets more as the rpm rises [23].
50
From these above discussions and results we can conclude that our system is consistent to
the tested works.
The research's findings indicate that a particular fuel's emissions steadily decrease when
air to fuel ratios are increased [23]. Because carburetors have higher air to fuel ratios than
fuel injectors do, this suggests that carburetors use more fuel overall. When we use fuel
injection, the air-to-fuel ratio stays the same, however when we use a carburetor, the ratio
changes.
This study also explains how brake-specific fuel consumption varies with rpm; as rpm
rises, BSFC tends to drop dramatically. It is discovered that carburetors use significantly
more fuel than fuel injection systems do, making fuel injectors the more effective option.
Carburetor engines perform worse because of BSFC, while fuel injection engines perform
worse because of BSFC.
51
CHAPTER FIVE
5.1 Conclusion
In this paper, we try to explore fuel consumption and drivability, a conventional mechanical
carburetor was swapped out for a self-learning EFI system for the single-cylinder, two-
stroke Yamaha DT 175 motorbike engine in this study. Changing an air induction system,
introducing compatible fuel supply system using designed fuel pipe and properly selected
fuel pump and fuel pressure regulator, and providing electronic controlling system were all
necessary for the whole EFI system. when it to ECU mapping, the FT400 ECU, a tuning
program, and these systems' use of the closed-loop feedback technique led to the
development of an effective ECU mapping.
Although we were unable to test the system and obtain results to see improvements, we
still made an effort to get volumetric efficiency and EFI compensation tables and graphs
additional to designing its own fuel pipe and fuel injector, which shows that our system is
much consistent to the experimental tested ones as long as the tested project works that we
discussed was done to closer engine specification to ours.
Based on the air/fuel ratio map, volumetric efficiency graphical map and compensation
result fuel maps that we found from the mapping software, we can rely on our system that
it can perform what we need it to do. And it’s better as compared to the conventional system
(carbureted) when the fuel consumption, pollutant emission, and performance of the engine
comes as the comparing parameter.
The best fuel injection quantity was determined by factoring in altitude compensation, pre-
start compensation, cold start compensation, warm-up compensation, lambda factor, and
optimizing several maps for the engine based on its speeds and loads. As all these things
are displayed via mapping software in this project, the system that we need to apply to the
motorbike is better without hesitation.
Moreover, the system also functions at approximately stoichiometric A/F ratio as showed
in figure 16, which enhances drivability and performance.
52
Our system also eliminates the use of a choke valve. This is actually done by using IAT
sensor that gives a very low voltage reading (less than 0.5 V) to ECU during cold start.
This actually increases the start fuel factor and pulse width become double to inject more
quantity of fuel, which is a manual process in carburetor.
Additional EFI systems provide flexibility to control the AFR as function of engine power
demand, further improving the motorbike's rideability and fuel efficiency. These systems
can enrich the mixture during sudden acceleration (rapid throttle) and reduce the supply of
fuel during engine breaking. When a carburetor is used, the system does not respond
spontaneously to sudden changes in demand, such as sudden acceleration and deceleration,
changes in altitude, etc., which results in an inadequate fuel delivery, misfiring, and
ultimately has an impact on performance and drivability. Moreover, it causes more engine
knock and pollution.
5.2 Recommendations
53
❖ Almost all of the studies are used for academic use only and after graduation these
studies are belonging to those scholars. This makes the new researchers struggle
to find what is done before. So, it’s recommended to introduce an online library to
easily adders the studies.
❖ We strongly recommend the institution to create a platform which allows those
students who are not able to take courses based on curriculum to learn different
skillful modeling and simulation software like MATLAB and phyton and others.
As we know because of lack of technology and economical accesses there are very less
advanced engine systems applied for the vehicles in our country. The older technologies
like kick-starting and carbureted fuel injection condition forces the vehicle owners to face
extra cost with no additional benefit but for either the fuel or for the maintenance. So, in
this condition, it’s clear that in the future there will be no maintenance access for older
systems because of the transformation of technologies and also no one knows what happen
to the fuel cost if it continues with this rising market. For resolving this problem, latest
technologies should be taken into an action to make the older vehicles reborn.
Here we are introducing EFI system for the motorbike which was carbureted system before.
Therefore, designing or introducing other latest and advanced systems is a fine way for the
future.
54
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57
APPENDIXES
lviii
Appendix 2: Electrical assembly of the system
lix