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- The fuel injectors used for common rail diesel engines are generally grouped into two methods of operation, piezo, or piezo electric, and inductive or solenoid.
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00:09 |
As a diesel engine tuner it's not strictly essential to have a deep understanding of the specifics of the injector construction and operation, however it's still useful to understand the basic concepts.
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00:22 |
In particular it's important to know that the way piezo and inductive injectors are controlled by the ECU are very different.
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00:28 |
This is more relevant for those of you considering the fitment of a univeral standalone ECU rather than reflashing the factory fitted ECU.
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00:38 |
An inductive injector is similar in operation to a conventional low pressure gasoline port fuel injector, where a magnetic coil inside the injector is responsible for opening and closing the injector to control fuel flow.
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00:52 |
In a common rail diesel injector this presents some challenges however as a result of the incredibly high fuel pressures that the injectors are subject to, and the very fast response required from the injector.
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01:04 |
Part of the solution to this is the very high voltages and currents used to control the injectors.
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01:11 |
For example it's common for peak voltages to exceed 100 volts and peak current to reach in excess of 10 amps.
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01:19 |
A piezo injector on the other hand uses a crystal stack inside the injector which is typically made from quartz.
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01:26 |
The principal of operation is that when voltage is applied to the crystal stack, it expands, albeit only very slightly.
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01:34 |
It's this movement that is in turn used to actuate and open the injector to start fuel flowing.
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01:40 |
The original benefit of the piezo injector design was the very fast operation which was up to five times faster than the inductive injectors of the time.
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01:50 |
Advances however in inductive diesel injector technology have meant that both injector types can now provide similar performance and it's difficult to clearly pick a winner.
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02:01 |
In the OE world, Bosch and Siemens produce piezo injectors while Delphi favour the inductive method.
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02:08 |
Denso have their bases covered, developing both technologies.
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02:11 |
The signals used to drive common rail diesel injectors are far more complex than what we may see for a conventional gasoline port injector, requiring accurate control on the part of the ECU in order to control the current through the injector, through the separate stages of the injector's operation.
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02:30 |
Again this is more of a concern for those tuners dealing with aftermarket standalone ECUs than those reflashing a stock ECU.
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02:38 |
Due to the complex operation of the injectors themselves, coupled with the physical fitment to the engine, swapping to larger injectors from a different engine or even aftermarket injectors is difficult or in some cases impossible.
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02:52 |
This leads to some challenges if we're aiming to increase engine performance by virtue of a significant increase in fuel delivery.
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03:01 |
Fortunately there is a work around here as the injector is designed as a two part system.
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03:07 |
We have the injector body which houses the actuation system which we've just discussed, along with a nozzle which is the part of the injector that locates into the combustion chamber and includes a number of tiny holes through which the fuel is physically sprayed into the cylinder.
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03:23 |
In the aftermarket we often have access to larger or modified nozzles that can supply more fuel for a given injector pulse width.
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03:31 |
As diesel engine development has advanced and we've seen a drive for improved fuel economy and lower emissions, manufacturers have put more emphasis into the design of their injector nozzles.
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03:42 |
In particular we've seen the size of the holes in the nozzle shrink and these may be in the region of 0.4 millimetres or thereabouts.
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03:51 |
These very small holes coupled with increased fuel pressure allow for better atomisation of the fuel.
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03:57 |
In order to supply sufficient fuel in a given pulse width, more holes are used and this also allows the manufacturer to control how and where the fuel is distributed within the combustion chamber.
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04:09 |
One of the problems of modern injector production is accurately replicating the size of these holes across every injector in a mass manufacturing situation.
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04:19 |
It's possible for example to see a variation that may be as great as 20% across a set of production injectors.
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04:27 |
The result is that there can be significant differences in injector flow from one injector to the next.
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04:33 |
Obviously this will have a big impact on the fuel delivery to the engine, so in the OE world this is dealt with by an individual code on each injector which describes its flow characteristics.
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04:45 |
If the injectors are changed then the ECU needs to be coded to the new injectors in order for the ECU to be able to correctly control them.
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