TECHNICAL FIELD

[0001] The present subject matter, in general, relates to a fuel injection system for a vehicle, and, in particular relates, to the fuel injection system for a bi-fuel engine of the vehicle.

BACKGROUND

[0002] Conventionally, the engine in any vehicle works either on liquid fuel or on gaseous fuel. Different systems to supply different type of fuels are required. For example, for engines operated on liquid fuel, an air control valve configured with a fuel bowl is used for supplying the fuel, and for engines operated on gas fuels, a mixer body connected to a reducer along with the air control valve is used for supplying the fuel.

[0003] In addition, with increasing popularity of cost effective gaseous fuel, modified engines operable on both gaseous and liquid fuel came in existence where gaseous fuel serves as a main fuel and the liquid fuel serves as a backup fuel. In such cases, a standby fuel tank is provided for lesser capacity and a main fuel tank is provided with higher capacity. To supply fuel in such engines, the mixer body connected to the reducer along with the air control valve configured with the fuel bowl is used, where multiple solenoid valves regulate the fuel flow through any one of‘the mixer body connected to the reducer’ or‘the air control valve configured with the fuel bowl’ .

[0004] However, in above-mentioned systems, air-fuel ratio cannot be properly regulated as the air-fuel ratio depends upon the manual throttle input provided by the user of the vehicle and the suction vacuum created due to the throttle input. As the mentioned process is entirely mechanical and manually operated therefor, the throttle input and the resulted vacuum varies continuously therefore the air-fuel mixture supplied to the engine is not constant, which may sometime lead to varying exhaust emissions i.e. sometimes within permissible limits and sometimes beyond said permissible limits. For example, in case of more throttle opening rich fuel may be introduced for the combustion that leads to high exhaust emissions.

[0005] With increasing environmental concerns, automotive manufacturers are striving to reduce exhaust emission to very low levels and therefore electronic fuel injection systems are being implemented to control the exhaust emissions as well as improve the combustion efficiency of the powertrain. Generally, in such systems fuel injector is disposed on the intake port and an air control valve is provided with one or more sensors to provide inputs related to air pressure, temperature, throttle position, and other required parameters to an electronic control unit (ECU) which sends fuel injection signal to the fuel injectors. In case of single fuel engines, relevant fuel injector is disposed on the intake port whereas in case of bi-fuel operated engines two injectors are to be disposed on the intake port, which leads to high manufacturing cost to achieve the desired engine combustion efficiency & low emission levels. In addition, mounting of two injectors on the fuel inlet port increases layout complexity and may lead to potential damage of one or both injectors during assembly, as both are disposed in close proximity, which further will lead to additional manufacturing cost. In addition, at user end serviceability of the mentioned complex layout results in high serviceability cost. With the challenges of availability of different fuels in different markets, there also arises a problem for manufacturers to handle variety of powertrain & vehicle designs to cater to the conditions & requirements of various markets & customers. This often leads to high variety in terms of manufacturing, high operation cost & complex parts support across markets. Manufacturers end up with multiple models/designs leading to complex product portfolio & poor standardisation.

[0006] Therefore, there is need of the electronic fuel injection system that addresses one or more of the above-mentioned problems & other problems known in the art. BRIEF DESCRIPTION OF THE DRAWINGS

[0007] The provided description includes exemplary figures representing the described subject matter. The provided figures are provided only for the exemplary depiction of the invention and do not limit the scope of the claims. The scope of the claims is entirely bases on the claims provided.

[0008] Fig. 1 illustrates a three- wheeled vehicle, in accordance with an embodiment of the invention.

[0009] Fig. 2 illustrates a rear portion of the three-wheeled vehicle, depicting mounting details of a power-train assembly of the three- wheeled vehicle of Fig. 1, in accordance with the embodiments of the invention.

[00010] Fig. 3 illustrates the rear view of the three-wheeled vehicle, depicting the mounting details of the engine and a fuel injection system, in accordance with the embodiments of the invention.

[00011] Fig. 4 is illustrating mounting details and essential embodiments of the fuel injection system of Fig. 3, in accordance with the embodiments of the invention.

[00012] Fig. 5 depicts essential embodiments of the fuel injection system of Fig. 4, in accordance with the embodiments of the invention.

[00013] Fig. 6 is an exploded view of the fuel injection system, depicting the assembly arrangement of the essential embodiments of the fuel injection system, in accordance with the embodiments of the invention.

[00014] Fig. 7 depicts an exemplary block diagram to describe the operation of the fuel injection system, in accordance with an embodiment of the invention.

DETAILED DESCRIPTION OF THE INVENTION

[00015] In summary, the present subject matter provides a fuel injection system, that improves performance of the engine by achieving low emission levels, improve serviceability with a simple yet effective layout that has ease of assembly, access & maintenance. The fuel injection system also reduces the number of required parts leading to weight and cost reduction & improves durability by avoiding damage. Said fuel injection system that can be used interchangeably with a bi-fuel operated engine, as well as with the single fuel operated engines with slight/simple modifications and without a major layout change.

[00016] It is an objective of the present invention to provide the fuel injection system for an engine of a vehicle. Said fuel injection system comprising one or more of an air control valve including an entry port and an exit port, an intake pipe including a first end and a second end, one or more first sensors, a fuel injector, a second sensor, and one or more supplementary sensors adapted to detect one or more engine operating conditions disposed on the engine at one or more locations.

[00017] The entry port of the air control valve is connected to an air filter to receive air supply. The one or more first sensors are disposed on the air control valve. Said one or more first sensors are adapted to one or more operating condition of the air control valve. For example, the one or more first sensors may include a throttle position sensor adapted to sense the position of a throttle valve (one of one or more operating condition of the air control valve) disposed in the air control valve. The throttle position sensor is disposed in vicinity of a region TR of the throttle valve movement.

[00018] In addition, the air control valve is configured with a liquid fuel bowl, which is attached on a lower portion of the air control valve. Further, the air control valve is provided with an idle air control mechanism operable in an idle mode of the engine. The idle air control mechanism defines an airflow bypass extending up to the exit port of the air control valve.

[00019] The first end of the intake pipe is connected to the air control valve and the second end of the intake pipe is connected to an intake port of the engine. The fuel injector is disposed on the second end of the intake pipe. The fuel injector includes an injecting end, and an injector connecting end, the injecting end being inserted inside the second end of the intake pipe above the intake port of the engine; and the injector connecting end being disposed such that an injector connector of the connecting end is positioned facing towards a service door of the vehicle. The second sensor is disposed on at least a portion between the first end and the second end of the intake pipe. The second sensor includes a sensing end and a sensor connecting end. The sensing end is inserted in at least a portion between the first end and the second end of the intake pipe. The sensing end being disposed such that a sensor connector of the sensor-connecting end is positioned facing towards the service door of the vehicle.

[00020] It is an objective of the invention to provide the engine to be operable on bi-fuel mode including a main-fuel mode and a standby-fuel mode. The fuel injector is operable in main-fuel mode and the liquid fuel bowl is operable in the standby- fuel mode.

[00021] It is an objective of the invention to provide the fuel injection system with an electronic control unit. The electronic control unit receives input from the one or more first sensors, the second sensor and the one or more supplementary sensors,

[00022] The electronic control unit regulates the ignition timing and fuel injection timing in main-fuel mode and regulate only ignition timing in the stand-by fuel mode based the inputs from the one or more first sensors, the second sensor and the one or more supplementary sensors.

[00023] The above-mentioned objectives do not limit the scope of the invention, as the scope of the invention is entirely dependent on the claims.

[00024] The following description of the present invention has been exemplified for the three- wheeled vehicle; it is not restricted only for the three- wheeled vehicle. Application of the present invention may be extended to other vehicles, including two-wheeled vehicle, four-wheeled vehicles, cargo-three wheeled vehicles, and other relevant applications. [00025] The three wheeled automotive vehicle is mainly, but not solely, used as a passenger carrier. It is to be noted that“front” and“rear”,“left” and“right” wherever referred to in the ensuing description, refer to front and rear, and left and right directions as seen in a state of being seated on a seat of the vehicle and looking forward. Furthermore, a longitudinal axis refers to a front to rear axis relative to the vehicle, while a lateral axis refers generally to a side-to-side, or left-to-right axis relative to the vehicle. Various other features of the three-wheeled vehicle according to the present subject matter here will be discernible from the following further description thereof, set out hereunder. [00026] Further features and advantages of the invention, are described in detail below with reference to the accompanying drawings. In the drawings, like reference numbers generally indicate identical, functionally similar, and/or structurally similar elements. The drawing in which an element first appears is indicated by the leftmost digit(s) in the corresponding reference number. [00027] The present description is provided with an example of a three- wheeled vehicle whereas the present subject matter is applicable on a fuel injection system used in any vehicle or in any industry. In three wheeled vehicles bi-fuel or only gas fuel engine is preferable due to lesser procurement & running cost.

[00028] Fig. 1 illustrates a side perspective view of the three- wheeled vehicle (100) (hereinafter‘vehicle’), in accordance with an embodiment of the present invention. The vehicle (100) generally includes a frame structure (101), a front cowl (102), a front wheel (103), a wheel cover (104), a front suspension unit (105), a windscreen (106), a headlamp assembly (107), a handle bar assembly (108), a floorboard (109), a driver seat (110), a driver backrest (111), at least one passenger seat (112), a rear body panel (113), a pair of rear wheels (114), a rear suspension (115), a soft-top (116), and a power-train assembly (117- shown in Fig. 2). The vehicle (100) is divided into two compartments along the line X-X’, a front cabin (118) defining the driver’s compartment and a rear cabin (119) defining the passengers compartment. [00029] The frame structure (101) extends from a front side (F) of the vehicle (100) towards a rear side (R) of the vehicle (100) to support the mentioned elements of the vehicle (100). The front cowl (102), at its lower end, is connected to the front wheel (103) such that the wheel cover (104) is disposed in between. The front suspension unit (105) supports the front wheel (103) and connects the front wheel (103) to the frame structure (101). An upper portion of the front cowl (102) supports the windscreen (106) that provides a front view from inside of the vehicle (100). The headlamp assembly (107) is disposed on at least a portion of the front cowl (102) of the vehicle (100). The handle bar assembly (108) is disposed behind the front cowl (102) in the front cabin (118). The floorboard (109) extends from a bottom portion of the front cowl (102) towards the rear side (R) of the vehicle (100), and supported by the frame structure (101). The floorboard (109) extends from the front cabin (118) to the rear cabin (119) to provide leg space to passenger as well as the driver. The driver seat (110) and the driver backrest (111) are disposed in the front cabin (118), whereas the at least one passenger seat is disposed in the rear cabin (119). The rear cabin (119) is covered by the rear body panel (113) such that the soft-top (116) connects a top end of the front cowl (102) and a top end of the rear body panel (113). The soft-top (116) is adapted to provide a top cover for the front cabin (118) and the rear cabin (119). The rear body panel (113) accommodates the pair of rear wheels (114) supported on the frame structure (101) through a rear axle (not shown) and the rear suspension (115).

[00030] Referring to Fig. 2 and Fig. 3, the service door (120) is shown providing a view of the power-train assembly (117) disposed in the rear side (R) of the vehicle (100) in accordance with the embodiments of the invention. The power-train assembly (117) includes an engine (121), a fuel injection system (122), a fuel storage system (not shown), an air filter (123 - shown in fig. 4), and a transmission assembly (not shown).

[00031] The engine (121) includes a cylinder head (124), a cylinder block (not shown), an intake port (125), and exhaust port (126). The intake port (125) facilitates intake of the fuel charge (air-fuel mixture) inside the engine (121) for combustion and the exhaust port (126) facilitates exit of post combustion exhaust gases into the atmosphere through an exhaust system (127) provided with one or more supplementary sensors (128) such as oxygen sensor or the like. Power produced post combustion of the fuel charge is supplied to the transmission assembly (not shown) through a crankshaft (not shown) coupled to an engine output shaft (not shown). The transmission assembly (not shown) facilitates the motion of the pair of rear wheels (114) resulting in traction of the vehicle (100).

[00032] The fuel storage system (not shown) may include a liquid fuel tank (not shown), a gas fuel cylinder (not shown) or both. For example, in a mono-fuel type engine the vehicle may include either the liquid fuel tank (not shown) or the gas fuel cylinder (not shown). Whereas, in a bi-fuel type engine the vehicle may include both the liquid fuel tank (not shown) and the gas fuel cylinder (not shown) respectively as a main-fuel source and stand-by fuel source or vice-versa.

[00033] The air filter (123) facilitates induction of filtered air into the fuel injection system (122) such that fuel is mixed with required air and a suitable air-fuel mixture (fuel charge) is supplied to the engine (121) for an efficient combustion and minimum exhaust emissions.

[00034] The fuel injection system (122) is connected to the fuel storage system (not shown) to receive one or more fuel supplies, and is connected to the air filter (123) to receive filtered air. The fuel injection system (122) is also connected to the engine (121) to supply a suitable fuel charge (air-fuel mixture) suitable for the required combustion and power out.

[00035] Referring to Figs. 4 to 6, the fuel injection system (122) is described in details. The following description describes the fuel injection system (122) suitable for the bi-fuel operated engine, however with the slight modifications (explained further) the described fuel injection system (122) can be used for single fuel operated engines. The following description however, does not limit the scope of the invention. The scope of the invention is entirely dependent on the scope of the claims. [00036] Referring to Fig. 4, the power-train assembly (117) in part is shown, depicting the air filter (123) and the fuel injection system (122). The air filter (123) includes an air outlet (1230) that is connecting the air filter (123) to the fuel injection system (122).

[00037] Referring to Fig. 4, Fig. 5, and Fig 6, the fuel injection system (122) primarily includes an air control valve (129), and intake pipe (130), one or more first sensors (131), a second sensor (132), and a fuel injector (133).

[00038] The air control valve (129) includes an entry port (134) and an exit port (135). The entry port (134) is connected to the air outlet (1230) of the air filter (123) and receives air supply for air-fuel mixture to be supplied to the engine (121). The exit port (135) connects with the intake pipe (130) that connects the air control valve (129) to the intake port (125) of the engine (121).

[00039] The one or more sensors (131) are disposed on the air control valve (129) to detect one or more operating conditions of the air control valve (129). In an embodiment, the one or more first sensors (131) include a throttle position sensor (131). The throttle position sensor (131) senses the operating condition of the air control valve (129) such as the position of a throttle valve (not shown) disposed within the air control valve (129). Said throttle position sensor (131) is disposed in vicinity of a region (TR) of the throttle valve movement. In a preferred embodiment, the throttle valve movement is a liner movement, however in other embodiment the movement may vary such as angular movement or the like.

[00040] In an embodiment, the air control valve (129) is configured with a liquid fuel bowl (136). The liquid fuel bowl (136) is attached on a lower portion (1291) of the air control valve (129). The liquid fuel bowl (136) includes a fuel intake passage (not shown) connected to the fuel storage system (not shown), and facilitates storage of fuel supplied through the fuel intake passage (not shown).

[00041] Particularly in bi-fuel operated engines a main-fuel mode and a stand-by fuel mode is provided, where the stand-by fuel mode is required in situations such as non-availability of main fuel and non-available of source of main fuel. In such situations, the user of the vehicle may manually select the stand-by fuel mode or initiated electronically by an electronic control unit (138 - shown in Fig. 7), the liquid fuel bowl (136) is operational. During such situation, fuel from the liquid fuel bowl (136) and air received through the entry port (134) of the air control valve (129) are mixed based of the throttle input and the resultant fuel charge is supplied to the engine (121) for combustion, enabling the vehicle traction such that the user of the vehicle (100) can reach to available fuel station to refill the main fuel.

[00042] In another embodiment, the air control valve (129) includes an idle air control mechanism (139) operable in an idle mode of the engine (121). The idle air control mechanism (139) defines an airflow bypass (140) starting from the entry port (134) and extending up to the exit port (135) of the air control valve (129). In an embodiment, as per the requirement the idle air control mechanism (139) may include either idle air control valve or a pulse width modification based solenoid mounted within the airflow bypass (140). During idling condition of the engine (121), the user of the vehicle (100) performs no throttle operation. Therefore, air passing through the throttle valve (not shown) is not sufficient for running the engine (121) therefore during such conditions; the idle air control mechanism (139) facilitates flow of air to the intake pipe (130) as shown in in fig. 5 and 6. The idle air control mechanism (139) is activated by the electronic control unit (138) based on the operating conditions of the power-train assembly (117) such as no throttle input, speed input and other relevant factors.

[00043] The intake pipe (130) connects the air control valve (129) to the intake port (125) of the engine (121). The intake pipe (130) includes a first end (141) and a second end (142). The first end (141) is connected to the exit port (135) of the air control valve (129). The second end (142) is connected to the intake port (125) of the engine (121). The intake pipe (130) additionally includes a first mounting provision (143) and a second mounting provision (144). The first mounting provision (143) is provided on the second end (142) of the intake pipe (130). The second mounting provision (144) is provided on at least a portion (P) between the first end (141) and the second end (142) of the intake pipe (130).

[00044] The fuel injector (133) is disposed on the second end (142) of the intake pipe (130), using the first mounting provision (143). The fuel injector (133) is connected to the fuel storage system (not shown) to inject fuel streams in the intake pipe (130). For the present explanation, the fuel injector (133) is a gas fuel injector and the engine (121) is a bi-fuel engine. As the engine is operable on bi-fuel mode i.e. main-fuel mode and stand-by fuel mode, the fuel injector (133) is operable in main-fuel mode i.e. for gas fuel and the liquid fuel bowl (136) is operable in the standby-fuel mode i.e. for liquid fuel. In an embodiment, said main-fuel mode and stand-by fuel mode are manually selected by the user of the vehicle (100) whereas, in another embodiment the main-fuel mode and stand-by fuel mode may be decided by the electronic control unit (138) based on one or more related parameters of the power-train assembly (117). Further, in an embodiment, in single fuel engine condition, the fuel injector (133) may be a gaseous fuel injector or a liquid fuel injector.

[00045] The fuel injector (133) includes an injecting end (145), and an injector connecting end (146). The injecting end (145) is inserted inside the first mounting provision (143) available on the second end (142) of the intake pipe (130). In the present embodiment, the injecting end (145) is inserted on the second end (142) above the intake port (125) of the engine (121) as at this location the injected fuel and the approaching air through the intake pipe (130) forms an efficient fuel charge suitable for combustion. However, in an embodiment, position of the fuel injector (133) may vary on the intake pipe (130) or on the air control valve (129) based on the requirement. For example, layout related situations or single fuel engine requirements. As per an embodiment, the injector connecting end (146) of the fuel injector (133) being disposed such that an injector connector (146a) of the injector connecting end (146) is positioned facing towards the service door (120) of the vehicle (100) enabling ease of service (shown in Fig. 2 and Fig. 3). [00046] The second sensor (132) is disposed on the intake pipe (130). The second sensor (132) is adapted to sense/detect the temperature and pressure of air intake flowing to the intake pipe (130) through the air control valve (129). In an embodiment, the second sensor (132) may be adapted to detect the pressure or temperature or both of the entire air intake manifold defined by the intake pipe (130), the air control valve (129, and the intake port (125).

[00047] The second sensor (132) is disposed on at least a portion between the first end (141) and the second end (142) of the intake pipe (130). Particularly, the second sensor (132) is inserted in the second mounting provision (144) available on at least a portion (P) between the first end (141) and the second end (142) of the intake pipe (130). The second sensor (132) includes a sensing end (147) and a sensor connecting end (148). The sensing end (147) is inserted inside the second mounting provision (144) available on the first end (141) of the intake pipe (130). As per an embodiment, the sensor connecting end (148) of the second sensor (132) being disposed such that a sensor connector (186a) of the sensor connecting end (148) is positioned facing towards the service door (120) of the vehicle (100) (shown in Fig. 2 and Fig. 3). In an embodiment, the second sensor (132) may include a TMAP (manifold absolute temperature and pressure sensor), or the like.

[00048] In an embodiment, the fuel injection system (122) includes the one or more supplementary sensors (128) shown in Fig 7 and the electronic control unit (138). The one or more supplementary sensors (128) are disposed on the engine (121) at one or more locations. In different embodiments the one or more supplementary sensors (128) may include oxygen sensor or lambda sensor (128a), a temperature sensor (128b) for the engine (121), a speed sensor (128c) to detect speed of the crankshaft (not shown), and the like. Said oxygen sensor (128a) is placed on exhaust system (127) upstream of the pre-catalytic convertor (not shown) in order to provide a closed loop system. The temperature sensor (128b) is placed in a proximity of the cylinder block (not shown) to detect the operational temperature of the cylinder block (not shown). Similarly, the speed sensor (128c) is coupled with the crankshaft (not shown), to detect the speed of the crankshaft (not shown).

[00049] In the present embodiment, the electronic control unit (138) is adapted to regulate the fuel injection and combustion for the bi-fuel engine (121), however in other embodiments the electronic control unit (138) may be adapted to regulate a single fuel engine. In the described embodiment, the electronic control unit (138) electronically regulates main-fuel (e.g. gaseous fuel) injection whereas the standby fuel operation/injection is direct. In the present embodiment, the electronic control unit (138) is adapted to receive input from the one or more first sensors (131), the second sensor (132) and the one or more supplementary sensors (128). In the main- fuel mode, the electronic control unit (138) regulates ignition timing by controlling operation of a spark plug (149) shown in Fig 7 and fuel injection timing by controlling operation of fuel injector (133) in main-fuel mode. During the standby- fuel mode, the electronic control unit (138) regulates only the ignition timing by controlling operation of the spark plug (149). In an embodiment, the electronic control unit (138) can regulate both the fuel modes i.e. the main fuel as well as the standby fuel. Said one or more first sensors (131), the second sensor (132) and the one or more supplementary sensors (128) provide input to the electronic control unit (138) to control the air-fuel ratio, the fuel injection and the ignition timing of the engine (121) to ensure optimal fuel combustion & best efficiency of the system leading to low emission levels.

[00050] Referring for Fig. 7, a block diagram of the fuel injection system (122) is provided to describe the operational details of the system. In the main-fuel mode, the one or more first sensors (131) detect one or more operating conditions of the air control valve (129), such as throttle position or a linear movement of the throttle valve. The second sensor (132) detects temperature and pressure of the intake pipe (130). The one or more supplementary sensors (128) detect one or more engine operating conditions such as oxygen content in exhaust emissions using the oxygen sensor (128a), the operational temperature of the cylinder block (not shown) using the temperature sensor (128b), and the speed of the crankshaft (not shown), using the speed sensor (128c). The electronic control unit (138) receives detected inputs from the one or more first sensors (131), the second sensor (132) and the one or more supplementary sensors (128). Based on the received inputs, during main-fuel mode, the electronic control unit (138) controls the operation of the spark plug (149) to regulate ignition timing and controls the operation of the fuel injector (133) to regulate fuel injection timing. Similarly, based on the received inputs, during standby-fuel mode, the electronic control unit (138) controls the operation of only spark plug (149) to regulate ignition timing.

[00051] This described system is best implemented on a bi-fuel operated engine, however with minor modifications can be implemented with the single fuel engines. For example, to use this system for a gas-operated engine, the liquid fuel bowl (136) of the air control valve (129) can be removed or made nonfunctional based on layout requirement. Similarly, for a liquid fuel operated engine, the gas injector (133) can be replaced with a liquid fuel injector thereby making the system versatile to be adapted to serve multi usage conditions of the consumer as well as provide flexibility to the manufacturer to cater to variety of requirements in different markets & segments at a low cost.

[00052] It is to be understood that the aspects of the embodiments are not necessarily limited to the features described herein. Many modifications and variations of the present subject matter are possible in the light of above disclosure. Therefore, within the scope of claims of the present subject matter, the present disclosure may be practiced other than as specifically described.

LIST OF REFERENCE NUMERALS

100 Vehicle

101 Frame structure of vehicle

102 Front cowl of vehicle

103 Front wheel of vehicle

104 Wheel cover of wheel

105 Front suspension unit of vehicle

106 Windscreen of vehicle

107 Headlamp assembly of vehicle

108 Handle bar assembly of vehicle

109 Floorboard of vehicle

110 Driver seat of vehicle

111 Driver backrest of vehicle

112 Passenger seat of vehicle

113 Rear body panel of vehicle

114 Rear wheels of vehicle

115 Rear suspension of vehicle

116 Soft - top of vehicle

117 Power - train assembly of vehicle

118 Front cabin of vehicle

119 Rear cabin of vehicle

120 Service door of vehicle

121 Engine of vehicle

122 Fuel injection system of power-train assembly

123 Air filter of power-train assembly

1230 Air outlet of air filter

124 Cylinder head of engine

125 Intake port of engine

126 Exhaust port of engine

127 Exhaust system of power-train assembly 128 Supplementary sensors of fuel injection system

128a Oxygen sensor of supplementary sensors

128b Temperature sensor of supplementary sensors

128c Speed sensor of supplementary sensors

129 Air control valve of fuel injection system 1291 Lower portion of air control valve

130 Intake pipe of fuel injection system

131 One or more first sensors of fuel injection system

132 Second sensor of fuel injection system

133 Fuel injector of fuel injection system

134 Entry port of air control valve

135 Exit port of air control valve

136 Liquid fuel bowl of air control valve

138 Electronic control unit of fuel injection system

139 Idle air control mechanism of air control valve

140 Air flow bypass of idle air control mechanism

141 First end of intake pipe

142 Second end of intake pipe

143 First mounting provision on intake pipe

144 Second mounting provision on intake pipe

145 Injecting end of fuel injector

146 Injector connecting end of fuel injector

146a Injector connector of Injector connecting end

147 Sensing end of second sensor

148 Sensor connecting end of second sensor 148a Sensor connector of sensor connecting end

149 Spark plug of engine