Bosch Injection System

• The K-Jetronic is a mechanically and hydraulically

controlled fuel-injection system which needs no form
of drive and which meters the fuel as a function of
the intake air quantity and injects it continuously onto
the engine intake valves.
• Specific operating conditions of the engine require
corrective intervention in mixture formation and this
is carried out by the K-Jetronic in order to optimize
starting and driving performance, power output and
exhaust composition. Owing to the direct air-flow
sensing, the K-Jetronic system also allows for engine
variations and permits the use of facilities for
exhaust-gas after-treatment for which precise
metering of the intake air quantity is a prerequisite.
The K-Jetronic was originally designed as a purely
mechanical injection system. Today, using auxiliary
electronic equipment, the system also permits the use of
lambda closed-loop control. The K-Jetronic fuel-injection
system covers the following functional areas: – Fuel supply,
– Air-flow measurement and – Fuel metering
• Fuel supply An electrically driven fuel pump delivers the
fuel to the fuel distributor via a fuel accumulator and a
filter. The fuel distributor allocates this fuel to the
injection valves of the individual cylinders.
• Air-flow measurement The amount of air drawn in by
the engine is controlled by a throttle valve and
measured by an air-flow sensor.
• Fuel metering The amount of air, corresponding to the
position of the throttle plate, drawn in by the engine
serves as the criterion for metering of the fuel to the
individual cylinders.
• The air-flow sensor and the fuel distributor are
assemblies which form part of the mixture control unit.
Injection occurs continuously, i.e. without regard to the
position of the intake valve. During the intake-valve
closed phase, the fuel is “stored”.
• Mixture enrichment is controlled in order to adapt to
various operating conditions such as start, warmup, idle
and full load. In addition.
 Fuel Filters
• Trouble-free operation of an injection system is possible only with
filtered fuel. Fuel filters help reduce damage and premature wear from
contaminants by retaining very fine particles and water to prevent them
from entering the fuel injection system.
• fuel systems can contain one or more stages of filtration. In many
cases, a course screen is also located at the fuel intake located in the
fuel tank.
• Two stage filter system typically uses a primary filter on the inlet side
of the fuel transfer pump and a secondary filter on the outlet side. The
primary filter is required to remove larger particles. The secondary filter
is required to withstand higher pressures and remove smaller particles
that can damage the engine components. One-stage systems remove
larger and smaller particles in a single filter.
• Filters can be a box-type or replacement element design, The box-type
filter is that which can be completely replaced as needed and does not
require cleaning. Filters with a replaceable element have to be
thoroughly cleaned when replacing elements and care must be taken to
avoid any dirt residue that could migrate to the intricate parts of the fuel
injection system. Filters can be constructed of metal or plastic.
• Common materials for modern fuel filter elements are synthetic fibres and/or
cellulose. Micro glass fibres can also be used but because of the risk of
migration of small glass fibre pieces broken off from the main element into
critical fuel system components, their use in some applications is avoided 
• In the past, pleated paper, packed cotton thread, wood chips, a mixture of
packed cotton thread and wood fibres and wound cotton have also been used.
• The degree of filtration required depends on the specific application. In
general, when two filters are used in series, the primary filter retains particles
down to about 10 - 30 µm, while the secondary filter is capable of retaining
particles greater than 2-10 µm. As fuel systems evolve, clearances and
stresses on high pressure components increase and the need for clean fuel
becomes even more critical. Both the capability of fuel filters to keep up with
demands for cleaner fuel as well as methods quantifying acceptable fuel
contamination levels have needed to evolve.
• In addition to keeping solid particles out of the fuel supply and injection
equipment, water in fuel must also be prevented from entering critical fuel
injection system components. Free water can damage fuel lubricated
components in the fuel injection system. Water can also freeze in cold
temperature conditions and ice may block small fuel injection system
passages thus cutting off the fuel supply to the rest of the fuel injection
system.
• Water can be removed from the fuel using two common approaches. The
incoming fuel can be subject to centrifugal forces that separates the denser
water from the fuel. Much better removal efficiencies can be achieved with a
filter media that separates water.
 •Different water separation media operate under different principles.
Hydrophobic
  barrier media , such as silicone treated cellulose,
rejects water and causes it to bead up on the upstream surface. As
the beads become larger, they run down the face of the element
Hydrophilic depth coalescing
into a cup under the force of gravity. 
media , such as glass micro-fibre, has a high affinity for water. The
water in the fuel associates with the glass fibres and over time as
more water enters from the upstream side, massive droplets are
formed. The water moves through the filter with the fuel and on the
downstream side, falls out of the fuel flow into a collection cup.
•Fuel filters can also contain additional features such as fuel heaters,
thermal diverter valves, de-aerators, water-in-fuel sensors, filter
change indicators.
•A fuel preheater helps minimize the accumulation of wax crystals
that can form in the fuel as it cools to low temperatures. Common
heating methods use electric heaters, engine coolant or recirculated
fuel.
•Fuel overflow and leak-off fuel returning to the tank also carries air
and fuel vapor. The presence of gaseous substances in the fuel can
cause difficulties in starting as well as normal engine operation in
high temperature environments. Therefore, bleeder valves and de-
aerators are used to rid the fuel supply of vapors and air to ensure
trouble-free engine operation.
• Loss of engine power, possibly leading to
engine stoppage
• – Impairment or interruption of fuel supply
• – Impairment of fuel pump power,
possibly leading to short-circuit
• – Increased wear
• – Internal corrosion of engine
components
Merits of Fuel Injection in the SI Engine

• Absence of Venturi – No Restriction in Air

Flow/Higher Vol. Eff./Torque/Power
• Hot Spots for Preheating cold air
eliminated/Denser air enters
• Manifold Branch Pipes Not concerned
with Mixture Preparation (MPI)
• Better Acceleration Response (MPI)
• Fuel Atomization Generally Improved
• Use of Sensors to Monitor Operating
Parameters/Gives Accurate Matching of
Air/fuel Requirements: Improves Power,
Reduces fuel consumption and Emissions
• Precise in Metering Fuel in Ports
• Precise Fuel Distribution Between
Cylinders
• Adaptable and Suitable For Supercharging
• High Initial Cost/High Replacement Cost
• Increased Care and Attention/More Servicing Problems
• Requires Special Servicing Equipment to Diagnose
Faults and Failures
• Special Knowledge of Mechanical and Electrical
Systems Needed to Diagnose and Rectify Faults
• Very Careful Filtration Needed Due to Fine Tolerances of
Metering and Discharging Components
• More Electrical/Mechanical Power Needed to Drive Fuel
Pump and/or Injection Devices
• More Fuel Pumping/Injection Equip-ment and Pipe
Plumbing Required- May be Awkwardly Placed and Bulky
 Diesel Injection system:
Types of injection system
• Individual pump and nozzle system
• Unit injector system
• Common rail system
• Distributor system