Driver Injector

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Torcuato Agravante

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Aug 5, 2024, 1:03:50 AM8/5/24

to wealthtermoigreat

Iam looking to use an Arduino to pulse some Fuel Injectors off a motorcycle and measure the fuel they produce in a given time period. These are 12v high impedance injectors, from some research I have done it seems that they could be controlled with an N-Channel power mosfet as a low side switch.

The solenoid in the injectors is between 11 and 13 ohms, so it will take just over an amp to open one. I am looking for some help selecting the correct mosfet(s) for this circuit. I could control each injector individually or control them all together, this would determine how many mosfets I need.

Don't forget you need a controlled high pressure fuel supply, and atomised fuel is extremely (as in extremely) combustable - so this can be a pretty hazardous experiment and a little 12v spark would make it even more exciting .

You can look on line for a given injectors flow rate characteristic ,which is easier. Some injectors ( usually diesel) have a coding for their individual performance ( often loaded into the ECU when an injector is changed)

I'm curently doing very similar project.

I was planning to use four independent mosfets and steering them with one PWM signal.

The problem is that for one connected mosfet it works perfectly, but if I connect more mosfets it didn't.

Anynone know what is the problem?

I'm attaching the circuit

Are those modules the ones with the IRF520 MOSFET? If so, be aware that they are not logic level MOSFETs and will not fully turn on with a 5V gate signal*. The FQP30N06L MOSFET that the OP linked in their first post is a much much better choice.

groundFungus:

I have test it with multimeter and works fine - 50% duty cycle gives 2,5V, 100% gives 5V.

Even withount PWM generator one mosfet works correct just by switching by connecting jumper-wire to 5V and.

hammy:

I have a regulated fuel supply, I can either use the fuel system that is on the racing sidecar that this engine is connected to, I am mainly worried about finding 4 similar injectors (in fuel flow rate) at present. If I find the injectors are very different I will be making something that can supply cleaning solution to the injectors so it can be pressured through while being pulsed by the Arduino.

I have been testing the injectors today, manually connecting and disconnecting a 12v circuit to the injector, but obviously they can be pulsed much faster by an Arduino and I can also measure the difference in flow rates if the pulses are precisely controlled,

These are petrol injectors, of a 600cc motorbike engine. I have been looking for the specs of them but have been struggling to find out what flow rate they are rated at, and what duty cycle they are run at.

You can use hardware grade Mineral spirits for testing. It is very close to Stoddard solvent which is the industry standard for fuel system testing (not for every test but for 90% of the testing). Any error you might see between the Mineral spirits and gas is likely to be below your ability to measure.

Alas with a freewheel diode like this the injector probably won't run fast enough. You need rapid turn off as

well as rapid turn on, so the reverse voltage on switch off must be allowed to rise, perhaps to 12V or more.

MarkT:

Alas with a freewheel diode like this the injector probably won't run fast enough. You need rapid turn off as

well as rapid turn on, so the reverse voltage on switch off must be allowed to rise, perhaps to 12V or more.

Peak and Hold PRO Injector Driver is an advanced module designed to control low impedance injectors at a professional level, featuring 8 channels, 26-way automotive connector and several motor protections levels in case an injector or connection fails.

These lower impedance coils require a current control, starting with a higher current at opening stage (peak) and lower current when opened (hold), otherwise the injector can quickly warm up and burn.

I have a silver G4 Xtreme Pro, S/N: 10594 w/ the Subaru V10 adapter harness. I recently dropped a new motor into my 2007 STi and everything ran fine for the first 3000 miles but recently I have been experienceing some odd injector behaviour. My car has fairly good fuel mapping on it right now but sometimes after I've been driving a while my wideband will go max rich (

The first time this happened it was on the #2 injector. The #2 injector turned on as soon as the key was turned to the start position and stayed on over the course of a few days. I initially though it may have been a harness issue and I proceeded to go over both the engine and the chassis harness' but found no signs of a grounded wire or any sort of damage.

I put everything back together, started the car and idle and AFR were perfect. I then went on about a 30 minute test drive and everything was fine for most of the trip but I had two occasions when the car went max rich again. I pulled over and performed the injector test function to make sure all the injectors are firing and this time it was injector #1 that was stuck on.

I cycled the key and tested the injectors again and they all clicked as they should @ 50% duty cycle. Cylinder 1 at times would cut out then begin clicking again after some time which has me thinking it may not be a wiring issue like I first suspected but maybe an issue with the injector drives. The same problem has shown itself on injector drives 1 and 2 so far, is this something anyone back at the factory has seen in the past. I think I may send the Link back for you guys to test it out for me. How can I make that happed. Thanks.

I rolled back to firmware 4.9.8.1540 and put over 100 miles on the car today without a problem. I'm going to continue daily drive the car the next few weeks to see if the problem show itself again. If it doesn't come back I it would be wise for you guys to look for glitches in the latest G4 firmware.

The last dyno session I had (with 4.9.9 firmware) had to be cut short because the engine was very knock happy and wouldn't take more than 13 degrees ignition advance without maxing out the knock sensors on cylinders 2&4. On the same map and a map with a slightly more aggressive timing map loaded the knock sensor has been essentially silent so far. I haven't really taken the time to flog the car yet but so far the car is running wonderfully.

Just and update... The car has been running great for the last 850+ miles since the firmware roll back. Is anyone looking for possible glitches in the 4.9.9 firmware. I have attached the map I was running and had problem with. The only thing to change was the firmware.

Just an FYI, 2000 miles since going back to 4.9.8 firmware and the injector problem still has not resurfaced. Is it possible for the firmware to be corrupted on download but the EMS not show any errors or faults? Like I said before the only thing that has changed since I had the initial problem was the firmware.

Every diesel engine needs a precise mixture of air and fuel to generate power. The IDM does its part by controlling the fuel injectors that send fuel into the combustion chamber. The IDM sends a signal to the fuel injectors telling them when and how to fire based on driving conditions. The IDM is controlled by the powertrain control module (PCM), the main computer that controls the entire engine.

When the engine gets ready to fire, the IDM sends a signal to the diesel fuel injectors telling them to begin the process. The injectors then fire the fuel based on the exact instructions to make sure the engine receives enough power to keep the vehicle moving.

The IDM sets fuel pressure and injector timing based on how much fuel is needed to power the engine. Lots of different factors can affect fuel pressure and volume. The PCM collects information from various sensors and devices about the engine and operating conditions to calculate how much fuel is needed to maintain current performance. If one of these sensors or components breaks down, the PCM will no longer have access to accurate information. The IDM is only as good as the information it receives.

The exhaust back pressure (EBS) sensor is an important part of this process. It calculates how much back pressure is needed to push the exhaust into the surrounding atmosphere. The EBS sensor sends this information to the PCM. The central computer then sends this information to the IDM so it can produce enough energy to properly force the exhaust out of the tailpipe.