EFI – Fuel Delivery System

Richard E. Ramos
FUEL DELIVERY AND INJECTION CONTROL COMPONENTS
Fuel Tank
 Fuel tanks include devices that prevent vapors from leaving the
tank.
 For example, to contain vapors and allow for expansion,
contraction, and overflow that result from changes in the
temperature, the fuel tank has a separate air chamber dome at
the top.
 All fuel tank designs provide some control of fuel height when
the tank is filled.
 Frequently, this control is achieved by using vent lines with the
filler tube or tank.
 These fuel height controls allow only 90% of the tank to be
filled.

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Fuel Tank

 The remaining 10% is for expansion during hot weather. Some

fuel tanks have an over fill limiting valve to prevent overfilling
of the tank.

 Fuel tanks are constructed of pressed corrosion resistant steel,

aluminum, or molded polyethylene plastic.

 Aluminum and molded plastic tanks are the most commonly

used.

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Fuel Tank

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Fuel Pumps
 The fuel pump is mounted in the tank and immersed in fuel.

 The fuel cools and lubricates the

pump.
 When current flows through the
motor, the armature and impeller
rotate. Richard E. Ramos
Fuel Pumps
 The fuel pump is mounted in the tank and immersed in fuel.

 The impeller draws fuel in

through a filter and discharges
pressurized fuel through the outlet
port.
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Fuel Pumps

 The fuel pump's pumping capacity is designed to exceed engine

requirements.
 This insures that there will always be enough fuel to meet engine
demands.

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Fuel Pumps

 An outlet check valve, located in the discharge outlet, maintains a

residual fuel pressure in the fuel system when the engine is off.

 This improves starting

characteristics and reduces vapor
lock.
 Without residual fuel pressure, the
system would have to be
pressurized each time the engine
was started and this would increase
engine starting (cranking) time.

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Fuel Pumps

 When a hot engine is shut off, fuel temperature in the lines

around the engine increases.

 Keeping the system pressurized

increases the boiling point of the
fuel and prevents the fuel from
vaporizing.
 A pressure relief valve will open
if the fuel system becomes
restricted.
 This is a safety device to prevent
the fuel lines from rupturing and
damage to the pump.

Richard E. Ramos
Fuel Pumps Electrical Controls and Circuit Opening Relay
 Circuit Opening Relay Circuits - There are two types of fuel
pump control circuits used on EFI engines.
 One type of control, used exclusively with L type injection,
utilizes the air flow meter Fc contact to complete the circuit
opening relay run winding ground.

 This is a safety feature which prevents the fuel pump from

operating when the engine is not running.
Richard E. Ramos
Fuel Pumps Electrical Controls and Circuit Opening Relay
 A second type of fuel pump control uses the ECU to control
circuit opening relay run winding current.
 Used on engines equipped with D type EFI and on the 7M-
GTE, which uses a Karman vortex air flow meter and hot wire
air flow meter, this safety feature prevents fuel pump operation
whenever the ECU fails to see an Ne (engine rpm) signal.
 Under these conditions, the ECU removes ground from the
circuit opening relay run winding.

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Electric Fuel Pumps Rollover Protection – Inertia Switch
 Electric fuel pump circuits include some sort of rollover
protection.
 Typically, this includes the installation of an inertia switch
that shuts off the fuel pump if the vehicle in involved in a
collision or rolls over.
 A typical inertia switch consists
of a permanent magnet, a steel
ball inside a conical ramp, a
target plate, and a set of
electrical contacts.

Richard E. Ramos
Electric Fuel Pumps Rollover Protection – Inertia Switch
 The magnet holds the steel ball at the bottom of the ramp. In
the event of a collision, the inertia of the ball causes it to break
away from the magnetic field and roll up the ramp.
 When it strikes the target plate, the electrical contacts open and
the circuit between the ECM and fuel pump control unit opens,
causing the fuel pump to turn off. The switch has a reset button
that must be depressed for at least 1 second before the pump
will operate again.

Richard E. Ramos
Electric Fuel Pumps Rollover Protection – Inertia Switch

 The switch has a reset button that must be depressed for at

least 1 second before the pump will operate again.

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Electric Fuel Pumps Rollover Protection – Inertia Switch
 Operation
 The inertia switch consists of a ball, spring loaded link,
contact point, and reset switch.

Richard E. Ramos
Electric Fuel Pumps Rollover Protection – Inertia Switch
 Operation
 If the force of the collision exceeds a predetermined value,
the ball will move causing the spring loaded link to drop
opening the contact point.

Richard E. Ramos
Electric Fuel Pumps Rollover Protection – Inertia Switch
 Operation
 This opens the circuit between the ECM and Fuel Pump ECU
causing the fuel pump to turn off.

Richard E. Ramos
Electric Fuel Pumps Rollover Protection – Inertia Switch
 Operation
 If the fuel pump inertia switch has been tripped, it can be
reset by pushing up on the reset switch for at least 1 second.

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Fuel Filter

 Automobiles and light trucks

usually have an in-tank strainer
and a gasoline filter.
 The strainer, located in the
gasoline tank, is made of a
finely woven fabric.

 The purpose of this strainer is to prevent large contaminant

particles from entering the fuel system where they could cause
excessive fuel pump wear or plug fuel metering devices.
 It also helps to prevent passage of any water that might be
present in the tank.

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Fuel Filter

 The fuel filter, which is

installed between the pump
and the fuel rail, removes dirt
and contaminants from the fuel
before it is delivered to the
injectors and pressure
regulator.

 Although it is possible for the fuel filter to become contaminated.

 In the event that this filter becomes restrictive to fuel flow, the
engine will suffer from surging, loss of power under load and
hard starting problems.
 If it becomes necessary to replace this filter there are some
important safety matters to consider.
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Fuel Delivery Pipe (Fuel Rail)

 The fuel delivery pipe, commonly referred to as a fuel rail, is

designed to hold the injector in place on the intake manifold.

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Fuel Delivery Pipe (Fuel Rail)

 Mounted to the fuel delivery pipe are the pulsation damper

(when used) and the fuel pressure regulator.

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Fuel Delivery Pipe (Fuel Rail)

 The fuel delivery pipe acts as a reservoir for fuel which is

held under pressure prior to delivery by the fuel injector.

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Pulsation Damper
 The rapid opening and
closing of the fuel injectors
cause pressure fluctuations in  

the fuel rail.

 Mounted on the fuel rail, the
pulsation damper reduces
these pressure fluctuations.
 
 Although fuel pressure is
maintained at a constant
value by the pressure
regulator, the pulsing of the
injectors causes minor
fluctuations in rail pressure.

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Pulsation Damper
 The pulsation damper acts as
an accumulator to smooth out
these pulsations, ensuring  

accurate fuel metering.

 The screw mounted at the top
of the damper provides an
easy check for fuel system
 
pressure.
 When the screw is up it
means the fuel rail is
pressurized.
 Under most conditions, this
check is adequate.
 The screw is nonadjustable
and it is used to calibrate the
damper at the factory.
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Fuel Injector
 Fuel injectors are electromechanical
devices that meter and atomize fuel
so it can be sprayed into the intake
manifold.
 Fuel injectors resemble a spark plug
in size and shape.
 O-rings are used to seal the injector
at the intake manifold, throttle  body,
and/or fuel rail mounting positions.
 These O-rings provide thermal  

insulation to prevent the formation of

vapor bubbles and promote good hot
start characteristics.
 They also dampen potentially
damaging vibration.

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Fuel Injector
 When the injector is electrically
energized, a fine mist of fuel sprays
from the injector tip.
 Most injectors consist of a solenoid,
a needle valve, and a nozzle.
 The solenoid is attached to the nozzle
valve.
 
 The PCM controls the injector by
controlling its ground circuit through
a driver circuit.  

 When the solenoid winding is

energized, it creates a magnetic field
that draws the armature back and
pulls the needle valve from its seat.

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Fuel Injector
 When the solenoid is de-energized,
the magnetic field collapses and a
helical spring forces the needle valve
back on its seat, shutting off fuel
flow
 The amount of fuel released by an
injector depends on fuel pressure and
the length of time the injector   is
energized.
 Fuel pressure is mainly controlled by  

a pressure regulator, and the

injector’s pulse width is controlled
by the PCM.
 Typical pulse widths range from 1 to
10 milliseconds at full load.

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Fuel Injector
 The PCM controls the pulse width
according to various input sensor
signals, operating conditions, and its
programming.
 The primary inputs are related to
engine load and engine coolant
temperature.
 Cold starting requires the longest
 
pulse width.
 

Richard E. Ramos
Basic Fuel Injection Control
 The basic injection devices
maintain an optimum proportion
(Called the theoretical ratio) of the
air and fuel drawn into the
cylinders
 The “theoretical air-fuel-ratio” is the ratio of air to fuel
containing just exactly enough oxygen to allow the fuel to be
 
completely burnt.
 In the case of pure octane, this ratio is 14.7 to 1 (written 14.7:1),
or 14.7 parts of air to 1 part of fuel.
 The “theoretical air-fuel-ratio” is the ratio of the weight of the air
in the air-fuel mixture to the weight of the fuel.
 To do this, if there is an increase in the volume of intake air, fuel
injection volume is increased proportionally.
 Or, if there is a decrease in intake air volume, fuel injection
volume is decrease. Richard E. Ramos
Basic Fuel Injection Control

 
Block Diagram of EFI
basic injection control

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Correction Control
 The engine operate under varying conditions and consequently
some form of correction device is needed to adjust the air-fuel
ratio according to these varying conditions.
 The EFI system modifies the air-fuel ratio in accordance with
engine operating conditions depends on:

Air Flow - When the throttle valve

 
opens, air flows to the cylinders from
the air cleaner through the air-flow
meter, throttle valve and intake
manifold. As the air flows through the
air flow meter, it pushes open the
measuring plate. The volume of air is
sensed by the extent of the opening.

Richard E. Ramos
Correction Control
 The engine operate under varying conditions and consequently
some form of correction device is needed to adjust the air-fuel
ratio according to these varying conditions.
 The EFI system modifies the air-fuel ratio in accordance with
engine operating conditions depends on:
Fuel Flow - Fuel is pressurized by an
electric fuel pump and flows to   the
injector through the filter. There is one
injector for each cylinder, injecting fuel as
its solenoid valve opens intermittently.
Because the fuel pressure is kept constant
by the pressure regulator, the injected
volume is controlled by changing the
duration of the injection. Thus, when there
is little air intake volume, the duration is
short and when the air intake volume is
large, the injection duration is longer.
Richard E. Ramos
Correction Control
 The engine operate under varying conditions and consequently
some form of correction device is needed to adjust the air-fuel
ratio according to these varying conditions.
 The EFI system modifies the air-fuel ratio in accordance with
engine operating conditions depends on:
Detection of intake air volume - The
throttle valve controls the volume of air
 
taken in by the engine. The larger the
valve opening the amount of air taken into
the cylinders is greater. At low speeds, the
air flow will be less and the measuring
plate will open only a little. At high speeds
and under heavy loads, there will be more
air flow and the opening of the measuring
plate will be correspondingly larger. The
air volume detected at the air-flow meter is
converted to a voltage, which is sent as a
signal to the ECU. Richard E. Ramos
Fuel – Pressure Regulator
 Fuel-pressure regulators on fuel-
return-type fuel-injection systems are
installed on the return (downstream)
side of the injectors at the end of the
fuel rail, or are built into or mounted
upon the throttle-body housing.
 Downstream regulation minimizes
fuel-pressure pulsations caused   by
pressure drop across the injectors as
the nozzles open.

 It also ensures positive fuel pressure at the injectors at all times and
holds residual pressure in the lines when the engine is off.
 On mechanical return-less systems, the regulator is located back at
the tank with the fuel filter.

Richard E. Ramos
Fuel – Pressure Regulator

 A typical fuel-pressure regulator

 
that has a spring that exerts 46
pounds of force against the fuel.
 If 20 inches of vacuum are
applied above the spring, the
vacuum reduces the force exerted
by the spring on the fuel, allowing
the fuel to return to the tank at a
lower pressure.
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Vacuum-Biased Fuel – Pressure Regulator

 The primary reason why many port fuel-injected systems

use a vacuum-controlled fuel-pressure regulator is to ensure
that there is a constant pressure drop across the injectors.

Engine Operating Intake Manifold Fuel Pressure

Condition Vacuum
 

Idle or Cruise High Lower

Heavy Load Low Higher

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Return Fuel Delivery System
 In a return system, the fuel sent back to the tank has been
heated by under hood temperatures.
 The introduction of the warm fuel to the tank causes the fuel to
evaporate.

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Return Fuel Delivery System
 An evaporative emission control is intergraded to avoid fuel
vapors from entering the atmosphere.
 Fuel pressure and volume are controlled by the PCM according
to the existing operating conditions.

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Electronic Return-less Fuel Delivery System

 When the fuel pump is activated by

the ECM pressurized fuel flows
from the pump to the pressure
regulator.
 At the pressure regulator excess
fuel is directed to the bottom of the
fuel tank and pressurized fuel is
sent out of the fuel tank, through  
the fuel filter, pulsation damper,
and into the fuel rail.
 When the ECM turns on the
injector fuel is delivered into the
intake manifold.
 Fuel pressure in this system is
maintained at a constant and higher
pressure, 44-50 psi (301-347 kPa)
than the return fuel system.
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Electronic Return-less Fuel Delivery System

 ECM programming and a higher

fuel pressure eliminates the need
for a vacuum modulated pressure
regulator.
 This system is unique because it does
not use a mechanical valve to regulate
rail pressure.
 Fuel pressure at the rail is sensed  by a
pressure transducer, which sends a
low-level signal to a controller.
 The controller contains logic to
calculate a signal to the pump power
driver.

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Electronic Return-less Fuel Delivery System

 The power driver contains a high-current transistor that controls the pump
speed using pulse-width modulation (PWM).
 This system is called the electronic return-less fuel system (ERFS).

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Mechanical Return-less Fuel Delivery System

 The first production return-less systems employed the mechanical return-less

fuel system (MRFS) approach.
 This system has a bypass regulator to control rail pressure that is located in close
proximity to the fuel tank.
 Fuel is sent by the in-tank pump to a chassis-mounted inline filter with excess
fuel returning to the tank through a short return line.
Richard E. Ramos
ANY Question

?
Thank You

Richard E. Ramos