ELETRONIC FUEL INJECTION SYSTEM MODULE

Introduction to gasoline fuel injection system

Most 1980 and later car have an electronic engine control system

BASIC PARTS OF ELECTRONIC ENGINE CONTROL

1. INPUTS – SENSORS
2. CONTROL UNIT – ECM
3. OUTPUT – ACTUATORS (SOLENOID)

FUEL INJECTION SYSTEM - supplies the engine with a combustible air – fuel mixture. It varies the
richness of the mixture to suit different operating condition. When a cold engine is started, the fuel
system delivers a very rich mixture. This has a high proportion of fuel. After the engine warms up, the
fuel system leans out the mixture.

TWO
TYPES OF GASOLINE FUEL INJECTION SYSTEM
1. PORT FUEL INJECTION (PFI) – which has an injection valve or fuel injector in each port.
2. THROTTLE- BODY FUEL INJECTION (TBI) - in which one or two fuel injectors are located
above the throttle valve.
 NOTE; 1. To richen the mixture in a fuel injected
engine the ECM widens the pulse width
2. To richen the mixture in a feedback carburetor the ECM shortens the pulse width.h

CATALYST FOR HC and CO – metal platinum and palladium – combine with oxygen to
form CO2and H2O.
CATALYST FOR NOx- metal rhodium – reduces the NOx to nitrogen and oxygen

ELECTRONIC FUEL INJECTION

AIR – FUEL RATIO REQUIREMENTS

STOICHIOMETRIC RATIO
The electronic engine control system includes ECM and various sensing devices or sensors that
report to it. A sensor is a device that receives and react to a signal. This may be a change in pressure,
temperature or voltage. The ECM calculates how long to open the injectors.

OPERATION OF FUEL INJECTION SYSTEM

1. ENGINE SPEED
2. THROTTLE POSITION
3. INTAKE MANIFOLD VACUUM OR MANIFOLD – ABSOLUTE PRESSURE
 4. ENGINE COOLANT TEMPERATURE
5. AMOUNT AND TEMPERATURE OF AIR
ENTERING THE ENGINE
6. AMOUNT OF OXYGEN IN EXHAUST
GASES
7. ATMOSPHERIC PRESSURE

The ECM continuously receives all this

information or data. The ECM checks this data
with the other data stored in table in its memory.
Then ECM decides when to open the injectors
and how long. For example, when the engine is
idling, the ECM might hold the injectors open for
only 0.003 second each time they open.

TYPES OF FUEL INJECTORS

1. THE SOLENOID- OPERATED FUEL INJECTOR

- is turned on and off by the ECM.
When the ignition key is ON,
voltage is present at the injector.
The solenoid is energized (turned
on) when the ECM provides a
ground. Then the injector opens
and fuel sprays out. When the
solenoid is de-energized (turned
off) fuel sprays stop.

2. THE MECHANICAL FUEL INJECTOR

 - is used in continuous -injection system. The injector is basically a fixed orifice with a
mechanical needle valve operated by fuel pressure. The amount of fuel injected depends
on the pressure applied to the fuel.

SENSORS

THREE PARTS OF ELECTRONIC CONTROL SYSTEM

1. INPUTS - switches and sensors. Provides information to the electronic control module.
 2. CONTROL UNIT – signals the output devices or actuators to take the required action.
3. OUTPUTS – actuators (solenoid)

1. THROTTLE -POSITION SENSOR (TPS)

The ECM must always know the
position of the throttle valve. The ECM must match fuel flow with air flow to feed the
engine the proper air -fuel mixture. A throttle position sensor (TPS) on the throttle body
continuously reports throttle position to the ECM. The position of the throttle valve is also
important in the control of the idle speed and in the shift pattern of automatic transmission
and transaxle. On some engine, when the throttle valve closes during deceleration, the
ECM shuts off the fuel flow. This prevents over rich mixture during deceleration.

TWO TYPES OF THROTTLE POSITION SENSOR:

1. Rotary Throttle Position Sensor
2. Linear Throttle Position Sensor

ROTARY THROTTLE POSITION SENSOR

- is a variable resistor or potentiometer. It has a coil of resistance wire in the form of a half
circle. One end connects to ground. The other end connects to a 5 volts source from the ECM.
The wiper blade has a contact that rides on the coil and connects to the throttle valve shaft. As
the throttle valve position changes, the wiper blade moves along the coil. When the throttle
 valve closed, the blade is at the ground end of the coil. Only a small voltage signal sent to the
ECM .

MEASURING INTAKE AIR FLOW

-The amount air flowing to the intake manifold must be accurately measured. The ECM must
have this information to calculate the amount of fuel to be injected. Air flow can be measured;

1. Indirectly using throttle position, engine speed and intake manifold vacuum or MAP.
2. Directly by vane, air flow sensor plate, hot wire induction or heated film.

INDIRECT MEASUREMENT OF AIR FLOW

Information about engine speed and engine load can tell the ECM how much air is entering the engine.
Using this information to regulate the fuel feed is called speed- density metering. It is used in fuel
injection system that do not directly measure mass air flow.

MEASURING INTAKE MANIFOLD VACUUM OR MANIFOLD ABSOLUTE PRESSURE

The two gauges are basically the same. Both have a flexible diaphragm that separates the two chambers
in the gauge. The difference is that one chamber of the vacuum gauge is open to the atmosphere. One
chamber of the absolute –pressure gauge contains a vacuum. The vacuum gauge compares atmospheric
pressure with intake manifold pressure.

DIRECT MEASUREMENT OF AIR FLOW

Each continuously measure the actual amount of air flowing through the air flow meter. This
information is then sent to the ECM

1. VANE –the vane type air flow meter is used in some pulsed fuel injection system. The spring –
loaded vane is in the air intake passage of the air flow meter Air flowing through, forces the
vane to swing. The more air, the farther the vane swings. A vane position sensor works like the
rotary throttle position sensor.
2. AIR FLOW SENSOR PLATE- the air flow sensor plate is used in mechanical continuous- injection
system. The plate is in the intake air passage of the air flow meter. As air flow increases, the
plate moves higher. This lifts a control plunger in the fuel distributor to allow more fuel flow to
the injector. The added fuel flow matches the additional air flow.
3. HOT WIRE INDUCTION- a platinum wire is in the path of the incoming air through the air flow
meter. The wire is kept hot by an electric current flowing through it. However, the air flow cools
the wire. The more air that passes through the air flow meter, the more heat is lost from the
wire.
4. HEATED FILM – consist of metal foil or nickel grid coated with a high- temperature material.
Current flowing through the film heats it. Air flowing past the film cools it. Like the heated wire,
the system maintains the film at a specific temperature. The amount of current required is a
measure of air flow.

2. ATMOSPHERIC – PRESSURE AND AIR TEMPERATURE SENSOR

Changing atmospheric pressure and air temperature change the density of air. Air that is
hot at low atmospheric pressure is less dense. It contains less oxygen than equal volume of
cooler air under higher atmospheric pressure. When the amount of oxygen entering the
engine varies, so does the amount of fuel that can be burned.
The air temperature sensor is a thermistor. Its electrical resistance decreases as its
temperature increases. Its location in the vane type air flow meter. Both type of sensor sends
varying voltage signal to the ECM so it knows the atmospheric pressure and air temperature.
BAROMETRIC PRESSURE SENSOR

AIR TEMPERATURE SENSOR - is a thermistor

THERMISTOR - a temperature – sensitive resistor whose resistance varies with temperature; used as
the sensing device in the engine coolant temperature sending unit and in air temperature sensor. Its
electrical resistance decreases as its temperature increases.

3. COOLANT- TEMPERATURE SENSORS (CTS)

- is a thermistor that continuously report engine coolant temperature to ECM. If the
temperature of coolant is low, the ECM signals the fuel metering system to supply
additional fuel for cold engine operation. The ECM also may alter ignition timing to suit
engine temperature. If the coolant temperature is low, the ECM the fuel metering system
to supply additional fuel for cold engine operation.
Most transverse engine uses an electric engine cooling fan. When the engine is cold, no
cooling is needed. The fan does not run. When engine gets hot, the signal from the coolant
–temperature sensor may cause the ECM to turn the fan.

4. OXYGEN SENSORS
- is installed in the exhaust manifold or exhaust pipe. It measures the amount of oxygen
in the exhaust gas. The oxygen sensor is about the size of a spark plug and produces a small
voltage when exposed to oxygen. The varying voltage is sent to ECM. The voltage varies
with the amount of oxygen in the exhaust gas.

Oxygen sensor voltage -- is between 1.30 and 0.15 volt

 1. When voltage is close to 0.45 volt (450 millivolts)—the air- fuel ratio is close to ideal
14.7: 1. – ideal or stoichiometric ratio
2. If the voltage is higher than 0.45 volt - the oxygen content is low. The air -fuel ratio is
rich.
3. If voltage is less than 0.45 volt - the oxygen content is high, the air -fuel ratio is lean.
The varying voltage tells the ECM whether the air- fuel ratio is rich or lean. The ECM
then adjust the duty cycle of the fuel injector. Its turns them on for a longer or shorter
time each time they open. This enriches or leans out the air fuel mixture.

ENGINE SPEED SENSOR

- Is usually a crankshaft position sensor that tells the ECM how fast the engine crankshaft is
turning. The ECM uses this data to control fuel metering, ignition spark advance, and shifting of
electronic automatic transmission and transaxle
Crankshaft position sensor are either HALL –EFFECT SENSOR or MAGNETIC SENSOR. To
determine crankshaft speed, the ECM counts the number of crankshaft rotation per second. The
crankshaft harmonic balancer carries three vanes. As the vanes pass between the permanent
magnet and the transducer, the magnetic field acting on the transducer is repeatedly
interrupted. This turns the transistor OFF and ON, switching the signal voltage to the ECM from
12 volts to less than 1 volt. The ECM counts these voltage pulses to determine crankshaft speed.
ACTUATORS

PURPOSE OF ACTUATORS
Sensors feed information into the ECM. The ECM then makes decision and sends
commands (output) to various actuators. These are the devices that operate automotive and engine
components. Actuators are transducer that usually convert electrical signals from the ECM into
mechanical motion.

TESTING FUEL INJECTORS

Three tests may be performed on solenoid operated fuel injector. These tests are for resistance,
volume or flow and leakage.
1. INJECTOR RESISTANCE – Use an ohmmeter to check injector resistance.
2. INJECTOR FLOW (VOLUME) – connect a fuel connector tester to the fuel system. Follow the
tester operating instructions. The procedure determines whether the volume of fuel flow through each
injector is within specifications.
3. INJECTOR LEAKAGE – with the fuel system pressurized, check the tip end of each injector for
leakage. No fuel should leak out. Some manufacturers allow one drop of fuel leakage after one minute.
Clean or replace the injector if it leaks more than specified.

ASSIGNMENT
COMPRESSION IGNITION ENGINE – DIESEL ENGINE
1. Diesel engine characteristic
2. Fuel system
3. Diesel fuel injection pump
3.1 Inline fuel injection pump
3.2 Rotary Distributor injection pump
4. Fuel injection pump Governor
5. Diesel Electronic control system
 DIESEL FUEL

INJECTION SYSTEM

DIESEL-ENGINE CONSTRUCTION AND OPERATIONS:

DIESEL – ENGINE CHARACTERISTIC

1. No throttle valve (except some engines with the pneumatic governor)
2. Compresses only air on the compression stroke
3. Heat of compression ignites fuel as it sprays into the engine cylinders.
4. Has a high compression ratio 16: 1 to 22: 1
5. Control engine power and speed only by the amount of fuel sprayed into the cylinder. More
fuel equals more power.
6. Has glow plugs or an electric intake manifold heater make starting easier.

DIESEL FUEL

Volatility – measure how easily a liquid evaporates.

Viscosity – refers to a liquid’s resistance to flow

Cetane number – measure of the ignition quality of diesel fuel, or how high a temperature is required to
ignite it. The lower cetane number, the higher the temperature required to ignite a diesel fuel.

DIESEL ENGINE FUEL SYSTEM

The diesel fuel system must:

1.Deliver the right amount of fuel to meet the operating requirement

2. Time the opening of the injection nozzles so the fuel enters the engine cylinder at the proper
instant.
3.Deliver the fuel to the cylinders under high pressure.
 CLEANING DIESEL FUEL

Diesel fuel must be clean. Water or dirt in the fuel means trouble. Tiny particles can clog the injection
nozzles and cause them to fail. Water can rust fuel pump and injection nozzle parts.

1. WATER IN DIESEL FUEL – diesel fuel oil absorb water freely. Many vehicles have a water
detector located at the fuel tank. Water sinks to the bottom of the tank. Fuel oil floats on top.
2. FUEL –PICKUP BYPASS VALVE - the fuel pickup assembly includes a bypass valve. It allows fuel to
pass if the pickup filter becomes plugged with wax during temperature below about 20 0F

DIESEL FUEL INJECTION PUMPS

1. IN LINE PLUNGER INJECTION PUMP – low pressure fuel from the fuel supply pump flows to the inlet
port into the space above the plunger. The plunger has a roller that rides on the cam on the camshaft.
This is like the roller tappets used in some engine valve train. When cam lobes come up under the
plunger, the lobe raises the plunger. This applies high pressure on the fuel trapped above the plunger.
The fuel is forced through the tube to the injection nozzle in the cylinder where the piston is reaching
TDC on the compression stoke. The fuel sprays out and ignites from the heat of compression.

2. ROTARY DISTRIBUTOR INJECTION PUMP

- This pump has a rotor that sends fuel to the
injection nozzle in the engine cylinders as it
rotates. The pump is driven by a pair of bevel gears
at half crankshaft speed. The rotor has a pair of
cam rollers and plungers. These rollers roll on the inner surface of an internal cam. They move in and out
as they roll over the cam lobes. When they move out, they cause the plungers to move out. This
increases the size of the internal chamber. Fuel flows into this chamber. Then the rollers meet the cam
lobes and push the plunges in. This pressurizes the fuel, forcing it out through an opening in the rotor.
MECHANICAL GOVERNORS FOR FUEL INJECTION PUMP
Moving the accelerator pedal changes the setting of the governor. It then automatically controls
the amount of fuel injected. Without a governor, a diesel engine can stall at low speed or run so fast.
Automotive engine uses a mechanical (centrifugal), pneumatic, or electronically – controlled
governor. These are all variable speed governor.

MECHANICAL GOVERNOR
- has a flyweight that spin with the injection
pump camshaft. The faster they spin, the further
out they move. This acts on the plungers and adjust
the fuel delivery.

PNEUMATIC GOVERNOR
- it has a throttle valve in the intake manifold to
provide a vacuum signal to the governor. This valve
does not control airflow into the engine.
A venturi section in the intake manifold connects
by a hose to vacuum chamber in the governor. As
the driver changes accelerator pedal position, the
throttle valve position also changes. This changes
the amount of vacuum applied to the diaphragm in
the vacuum chamber. The diaphragm moves,
repositioning the control rod in the injection pump.
This rotates the plungers to vary the amount of fuel
delivered.
DIRECT AND INDIRECT INJECTION

DIRECT INJECTION – the fuel is injected directly

into the combustion chamber
INDIRECT INJECTION – the fuel for each
cylinder is injected into a precombustion
chamber. A glow plug has small electric heating
element. It heats the air in the precombustion
chamber during cold weather to assure easy
starting.
DIESEL FUEL INJECTION SYSTEM TROUBLE DIAGNOS

COMPLAINT POSSIBLE CAUSE CORRECTION

1. Engine cranks normally but will not start

2. Engine starts but stalls on idle
3. Rough idle, no abnormal noise or smoke
4. Rough idle with abnormal noise and smoke
5. Idle okay but misfires as throttle opens
6. Loss of power
7. Combustion noise with excessive black smoke

ASSIGNMENT

AUTOMOTIVE EMISSION CONTROL SYSTEM

1. Three pollutant from the automobile.
2. Operation of the following:
a) Positive crankcase ventilation.
b) Evaporative control system. Carbureted and fuel injected engine.
c) Cleaning the exhaust gas .

AUTOMOTIVE EMISSION CONTROL SYSTEM

There are four possible sources of atmospheric
pollution from the automobile. Without emission
controls, a carburetor and fuel tank emit fuel
vapors, and the tailpipe emits exhaust gases that
contain pollutants. The pollutants are
hydrocarbons (HC), and carbon monoxide (CO)
and nitrogen oxide (NOx)
 AUTOMOTIVE EMISSION CONTROLS

Each car now has three major system controlling pollutants from
these sources

1. POSITIVE CRANKCASE VENTILLATION (PCV)

This is a system that sends fresh air through the crankcase
sweep out blowby and fuel vapor. The air then enters the engine
where the pollutants from the crankcase have another chance to
burn.

2. EVAPORATIVE EMISSION CONTROL

This is a system that captures any fuel vapor
coming from the fuel tank and float bowl. It
prevents the vapor from escaping into the
atmosphere.

3. EXHAUST EMISSION CONTROL

This includes a variety of system, devices and
strategies. These work together to reduce the
pollutants in the exhaust gas emitted from the
tailpipe.

CONTROLLING CRANKCASE VENTILLATION

POSITIVE CRANKCASE VENTILLATION (PCV)
Filtered air from the air cleaner is drawn through the crankcase by intake manifold vacuum. The air
picks up the blowby gas or vapors and carries them to the intake
manifold. The vapors then flow through the intake manifold to
the combustion chambers. There the unburned fuel burns during
normal combustion.

CONTROLLING EVAPORATIVE EMISSION

EVAPORATIVE CONTROL SYSTEM

The evaporative control system captures the gasoline vapor

from the fuel tank and float bowl and prevents from escaping into
the atmosphere
EVAPORATIVE CONTROL SYSTEM FOR CARBURETED ENGINES

When engine is shut off, fuel vapors feed from the tank and float bowl into a charcoal canister. The
activated charcoal in the canister traps or adsorbs the fuel vapors. Adsorbs means the gasoline vapors
are trapped by sticking to the outside of the charcoal particles. The vapors are not absorbed into the
particles.

Later, when the engine starts, fresh air flows through the canister and picks up gasoline vapor. The air
then flows into the intake manifold and becomes part of air fuel mixture entering the engine cylinders.
This action of clearing the trapped fuel vapor from the canister is called purging.

EVAPORATIVE CONTROL SYSTEM FOR FUEL INJECTED ENGINE

The fuel injection system has no float bowl. Therefore, evaporative control system handles only fuel
vapors from the fuel tank. The canister has two connections. One is the hose from the fuel tank. The
other is the purge line to the throttle body. Throttle body and port injected engine use similar system.

CHARCOAL CANISTER

- a container filled with activated charcoal, used to trap gasoline vapor from the fuel tank and
carburetor while engine is off.

During idle, a small amount of purging takes place through a small constant purge hole. When the
throttle valve opens, it passes a vacuum port in the throttle body. Intake manifold vacuum lifts the purge
valve off its seat. This opens the purge line that connects to the PCV system. The purge air and fuel
vapor flow through the purge line to the PCV system and into the intake manifold.

CLEANING THE EXHAUST GAS

TREATING THE EXHAUST GAS

- means that some cleaning of exhaust

occurs. It takes place after exhaust gas
leaves the engine cylinder and before
it exits the tailpipe and enters the
atmosphere. This reduces the amount
of HC, CO and NOx in the exhaust gas.

Exhaust gas is treated in two ways:

1. Injecting fresh air into the exhaust

system (Reduces HC and CO emissions)

2. Sending the exhaust gas through a

catalytic converter
AIR INJECTION SYSTEM

-reduces HC and CO emissions by injecting fresh air into the exhaust gases after they leave the
combustion chamber. The air causes the unburned and partially burned fuel to continue burning. This
reduces the amount of these pollutants and helps convert them into carbon dioxide (CO 2) and water.
The main parts of air injection system are the air pump, air switching and control valves and one way
check valve.

CATALYTIC CONVERTER

- converts harmful pollutants in the exhaust gas into harmless gases. It is located in the exhaust system
and all gases must flow through it. The catalyst is the material in the catalytic converter that causes
chemical change without being a part of the chemical reaction. In effect, the catalyst encourages
chemicals to react with each other. The result is the exhaust gas leaving the catalytic converter contains
less HC, CO and NOx.

TWO DIFFERENT CATALYSTS

1. Treats HC and CO. (PLATINUM and PALLADIUM)- Metal catalyst

Encourage HC to unite with oxygen to become H 2O and CO to become CO2. This type of converter Is an
oxidizing converter, because it oxidizes the HC and CO.

2. Treats to NOx (RHODIUM) – Metal catalyst

Splits the oxygen from the nitrogen. The NO x becomes harmless nitrogen and oxygen. This type of
converter is a reducing converter. The metal rhodium reduces the NO x to nitrogen and oxygen.
CONTROLLING THE COMBUSTION PROCESS

Combustion in the engine cylinders is affected by several factors

1. The air fuel mixture in the space between the top piston ring, the piston and the cylinder wall does
not burn. Layer of air fuel mixture next to the cylinder head and piston head do not burn.

2. Carbon deposits in the combustion chamber act like a sponge. The carbon absorbs air fuel mixture
during compression and combustion. Then, during exhaust, the lower pressure releases the air fuel
mixture. This adds to HC in the exhaust gas.

3. Increasing the combustion temperature improves combustion and reduces HC emission. However, the
higher combustion temperature produces more NO x.

EXHAUST GAS RECIRCULATION

Excessive nitrogen oxides form when peak combustion temperature exceeds 3,500 0F. To lower the
combustion temperature, many engines have an exhaust gas recirculation or EGR system. It recirculates
a small metered amount of the inert exhaust gas back into the intake manifold. The cooler exhaust gas
absorbs heat from the much hotter combustion process. This reduces peak combustion temperature
and lowers the formation of NOx.