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The fuel is injected just into the pre-chamber (where it begins to combust), and not straight into the primary combustion chamber. Therefore, this principle is called indirect injection. There exist several somewhat different indirect injection systems that have similar characteristics. All Akroyd (hot-bulb) engines, and some Diesel (compression ignition) engines use indirect injection.


This can be done either with a blast of air (air-blast injection), or hydraulically. The latter technique is much more typical in vehicle engines. Generally, hydraulic direct injection systems spray the fuel into the air inside the cylinder or combustion chamber, but some systems spray the fuel against the combustion chamber walls (M-System).




The latter is the most typical system in modern automotive engines. Direct injection is well-suited for a substantial range of fuels, including fuel (see gas direct injection), and diesel fuel. In a common rail system, the fuel from the fuel tank is supplied to the common header (called the accumulator).


The header has a high pressure relief valve to preserve the pressure in the header and return the excess fuel to the fuel tank. The fuel is sprayed with the help of a nozzle that is opened and closed with a needle valve, run with a solenoid. When the solenoid is not triggered, the spring forces the needle valve into the nozzle passage and avoids the injection of fuel into the cylinder.




Third-generation common rail diesels utilize piezoelectric injectors for increased accuracy, with fuel pressures approximately 300 MPa or 44,000 lbf/in2 - fuel injectors. Air-blast injection system for a 1898 diesel motor In 1872, George Bailey Brayton gotten a patent on an internal combustion engine that utilized a pneumatic fuel injection system, likewise invented by Brayton: the air-blast injection.


Most especially, Diesel increased the air-blast pressure from 45 kp/cm2 (390490 kPa) to 65 kp/cm2 (6,400 kPa). The first manifold injection system was designed by Johannes Spiel at Hallesche Maschinenfabrik in 1884. In the early 1890s, Herbert Akroyd Stuart established an indirect fuel injection system utilizing a 'jerk pump' to meter out fuel oil at high pressure to an injector.


A manifold-injected Antoinette 8V air travel engine, installed in a maintained Antoinette VII monoplane aircraft. In 1898, Deutz AG began series production of fixed four-stroke Otto engines with manifold injection. Eight years later, Grade equipped their two-stroke engines with manifold injection, and both Antoinette 8V and Wright airplane engines were fitted with manifold injection also.

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Another early use of petrol direct injection was on the Hesselman engine developed by Swedish engineer Jonas Hesselman in 1925. Hesselman engines utilize the stratified charge principle; fuel is injected towards completion of the compression stroke, then fired up with a stimulate plug. They can work on a huge range of fuels.


In 1924, MALE presented the very first direct-injected Diesel motor for trucks. Direct petrol injection was used in noteworthy The second world war aero-engines such as the Junkers Jumo 210, the Daimler-Benz DB 601, the BMW 801, the Shvetsov ASh-82FN (M-82FN). German direct injection gas engines utilized injection systems developed by Bosch, Deckel, Junkers and l'Orange from their diesel injection systems.


Due to the wartime relationship in between Germany and Japan, Mitsubishi also had 2 radial airplane engines utilizing gas direct injection, the Mitsubishi Kinsei and the Mitsubishi Kasei. The very first automotive direct injection system used to work on petrol was developed by Bosch, and was introduced by Goliath for their Goliath GP700, and Gutbrod for their Superior in 1952.


The 1954 Mercedes-Benz W196 Formula 1 racing vehicle engine utilized Bosch direct injection stemmed from wartime aircraft engines. Following this racetrack success, the 1955 Mercedes-Benz 300SL, became the browse around this web-site first traveler automobile with a four-stroke Otto engine that utilized direct injection. Later on, more traditional applications of fuel injection preferred the less-expensive manifold injection.


6 litre V8 with Rochester manifold fuel injection Unpowered, constantly injecting multi-point injection Bosch K-Jetronic Throughout the 1950s, several manufacturers introduced their manifold injection systems for Otto engines, including General Motors' Rochester Products Department, Bosch, and Lucas Industries. During the 1960s, additional manifold injection systems such as the Hilborn, Kugelfischer, and SPICA systems were presented.


Initial problems with the Electrojector implied only pre-production vehicles had it installed so extremely few cars and trucks were offered and none were offered to the general public. The EFI system in the Rambler worked well in warm weather condition, however was tough to begin in cooler temperature levels. Chrysler offered Electrojector on the 1958 Chrysler 300D, DeSoto Adventurer, Dodge D-500, and Plymouth Fury, arguably the very see this page first series-production automobiles geared up with an EFI system.


The D in D-Jetronic stands for Druckfhlergesteuert, German for "pressure-sensor managed"). The D-Jetronic was first used on the VW 1600TL/E in 1967. This was a speed/density system, utilizing engine speed and intake manifold air density to compute "air mass" circulation rate and therefore fuel requirements. Bosch superseded the D-Jetronic system with the and systems for 1974, though some cars (such as the Volvo 164) continued utilizing D-Jetronic for the following several years.

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This technique needed extra sensors to determine the atmospheric pressure and temperature level, to compute mass flow rate. L-Jetronic was widely adopted on European vehicles of that duration, and a couple of Japanese models a short time later on. The first digital engine management system (engine control unit) was the Bosch Motronic presented in 1979.


The EEC-III a single-point injection system. Manifold injection was phased in through the latter 1970s and 80s at a speeding up rate, with the German, French, and U.S. markets leading and the UK and Commonwealth markets lagging rather. Since website here the early 1990s, practically all gas guest vehicles sold in very first world markets are geared up with electronic manifold injection.


Fuel injection systems are gradually replacing carburetors in these nations too as they adopt emission guidelines conceptually similar to those in force in Europe, Japan, Australia, and The United States And copyright. In 1995, Mitsubishi presented the first common-rail petrol direct injection system for guest automobiles. fuel injectors. It was introduced in 1997. Subsequently, common-rail direct injection was also introduced in automobile diesel engines, with the Fiat 1.