If you’ve see the other videos or articles about how the ECU
calculates the amount of fuel to be delivered, you’ll have
seen that the end result of those is in the units of fuel
mass, not milliseconds. This article explains how the ECU
converts from fuel mass into milliseconds, and a bit about how
injectors behave.
Firstly, let’s talk about injectors. A fuel injector for low
pressure EFI, as used on every port injected engine, is an
electromechanical device. It has mechanical and electrical
properties which are often not that well understood.
In this description I’m going to talk about fuel pressure.
When I talk about fuel pressure, I’m talking about the
differential fuel pressure across the injector, ie the fuel
gauge pressure minus the manifold gauge pressure. If you have
a manifold referenced regulator, this should be pretty much
constant.
Manifold Referenced Regulator
The fuel injector is designed so that the fuel pressure holds
the injector closed. The injector contains an electromagnet,
or solenoid, which pulls the injector open against this fuel
pressure force. The force which the solenoid exerts is
proportional to the current flowing through it, and therefore
you need a certain current to overcome the fuel pressure and
cause the injector to open.
Electrically, the solenoid has inductance and resistance. So
its response can be written using the differential equation:
v = L di/dt + iR
where:
L is the inductance
R is the resistance
i is the instantaneous current
v is the instantaneous voltage
If you’re not familiar with differential equations, you might
be able to see or guess that the injector current depends on
the voltage that’s applied to it. A higher voltage gives you a
higher injector current. Not only that but the higher voltage
also causes the current in the injector to build up faster.
Therefore the amount of time it takes for the injector to open
depends on the voltage applied to it.
Furthermore, at higher fuel pressures, higher injector current
is required for the injector to open. Therefore the amount of
time it takes for the injector to open depends on both fuel
pressure and supply voltage.
Below is an example response from an aftermarket injector, the
Siemens 220lb/hr, taken at 3 bar of fuel pressure.
This graph should be a straight line, intercepting the X-axis
at the amount of time it takes for the injector to open, and
then going up from there at a slope determined by the injector
flow rate.
X-intercept is the line pointed by the arrow
In practice we see several lines. These correspond to
different supply voltages for the injector. You can see that
the higher voltages cause the injector to open more quickly,
but once the injector is open, the fuel flow rate is basically
independent of voltage.
If you have sharp eyes you will also see that at low opening
times, that is if we’re trying to deliver 25µL of fuel or
less, the curve has a bit of a kink to it. This is because of
pintle bounce – you only see this on underdamped injectors;
many don’t exhibit this behaviour at all. But what it means is
that if you want to deliver less than 25µL of fuel, it’s going
to be hard to achieve that accurately with this particular
injector.
For every injector at any given pressure, there is a minimum
voltage required to open. We find in testing some injectors
that many of them won’t open at say 5 bar fuel pressure at a
low voltage like 7 or 8 Volts. In some cases injectors don’t
open reliably with 4 bar at 9V. You might be asking the
question “who cares; I have a decent charging system on my
car” but your charging system isn’t working when you’re
cranking the engine. It’s very common to see the supply
voltage drop to 8 or 9 volts during cranking, and if you’ve
upgraded your injectors to larger ones, but they aren’t high
powered enough to open at the low voltage at your nominate
fuel pressure, you’re going to be wondering why your engine
won’t start. People sometimes misdiagnose this – because after
you let go of the starter the voltage recovers quickly as the
engine is still spinning down, so the ECU is still injecting
fuel pulses during this time. Then when they hit the key the
second time, it starts. Because they haven’t diagnosed the
problem correctly they say that their problem is it always
takes 2 attempts to start, rather than my injectors aren’t
opening during cranking. Both are correct but the first one
would have you chasing cranking fuel settings when that’s not
the problem.
Fuel injectors are essentially volume delivery devices,
because their flow rate does not change very much with
temperature. Therefore in this translation from mass to
milliseconds, we need to first calculate the volume.
The ECU calculates the density of the fuel based on the
stoichiometric ratio, and the temperature if enabled. The
stoich ratio can be a constant, or it can be measured from a
flex sensor, but either way the ECU calculates the basic
density from this.
If under the fuel system settings you enable “trim for fuel
density”, then the ECU will also compensate for changes to the
fuel density due to temperature (which themselves differ
between E0 and E100). This requires a fuel temperature sensor,
which can either be wired in, or you can read the fuel
temperature from a flex fuel / ethanol sensor.
The current estimate of the fuel density is one of the
variables that you can see in the gauge window under
Intermediate Calculated Variables.
From the mass and the density, the ECU now knows the fuel
volume to deliver. This volume is split between the different
stages in accordance with the algorithm I described in the
injector staging video. Then each volume for each injector is
converted into a millisecond duration. This is done as
follows.
Firstly, you can specify a minimum fuel volume for the
injector to deliver. If you enter a non-zero value in this
setting, the ECU will “clip” the value using this as a
minimum. For example if you look at the injector performance
graph and find that the injector is unreliable at less than 10
µL, you can enter 10µL and instead of the ECU trying to
deliver 8 which might result in missing fuel all together, it
will deliver 10.
Secondly, the ECU then calculates the effective on-time from
knowing the flow rate and the volume required to be delivered.
For those who prefer to think in effective milliseconds rather
than fuel volume, the Modular ECUs also have a minimum
effective on-time which can clip the fuel duration, so you can
use either this one or the volume based one. Just set the
other one to zero so they both aren’t working together!
Next, the ECU has a 3D map of offset, or dead-time, as a
function of battery voltage and fuel pressure. Note that this
is the differential fuel pressure, so the pressure across the
injector. This can be determined in 2 ways.
The first way is to measure it directly using a fuel pressure
sensor. See the sensor setup video for information on how to
configure pressure sensors. The ECU then measures the fuel
pressure and subtracts the manifold pressure to determine the
differential fuel pressure, which is a variable you can see on
the gauges window and should be fairly much constant with a
manifold-referenced regulator. The ECU then uses this value to
look up the offset and flow rate the injector settings.
The second way is to use a nominal figure that you enter. For
this, there are two types of fuel systems that we support; one
is the manifold-referenced pressure regulator, where the
pressure regulator aims to achieve a constant differential
fuel pressure. The other is the fixed pressure, where this is
no hose from the inlet manifold to the pressure regulator, and
the gauge fuel pressure is constant. In this mode, the
differential fuel pressure varies based on manifold pressure,
so the ECU needs to know this to know to look up different
flow rates and offsets as the differential fuel pressure
changes.
Fixed Fuel Regulator
You can enter these tables manually if you have the equipment
and expertise to characterise injectors, or you can select
from a set of predefined injectors that we have already
characterised. I need to give a big thank you to Paul Yaw from
Injector Dynamics for his assistance with the
characterisation.
If you select a predefined injector for which we have the
short pulse correction information, which is all of the
Injector Dynamics injectors, this is added automatically by
the firmware.
Note that the current offset and flow rates are also displayed
in the gauges under intermediate calculated values so that you
can see what the ECU believes the injector to be doing.
One last point; watching the differential fuel pressure is
very instructive. If you have a decent pressure regulator like
a Turbosmart FPR800 or 2000, the differential fuel pressure
hardly moves at all; it’s very stable. If you see it move more
than about 10 kPa then there’s some kind of a problem. We’ve
been able to diagnose poor fuel pressure regulators on
customers’ cars very quickly by watching this variable alone,
and we highly recommend adding a fuel pressure sensor to any
car that you’re tuning, for the simple reason that fuel
pressure makes such a big difference, and as someone said… I
can’t remember who, probably an American like Shane
Tecklenberg, Greg Banish or Paul Yaw, if you don’t have data,
you have an opinion!