(oe Interworld Electronics NS A Comptorindstesn. earee [Tes ue ‘SUPPORT OFFLINE Cowen) i Rolfe wis sum fern eco Een clts computer (95 PST) CAN Test Box eS f.vnite toads | automsve | ons Acsahon | contruction Sowa | ighvtage | oterrducts | contacts | Gots cat Electronic Fuel Injection (Part 1) PASS Us prices con prices By Auto Solve In ths tutorial we willbe looking atthe Electronic Fuel Injection system, with particular focus unan the Sensors and actuators, their resultant inputs and outputs, to and from the vehicle's ECM. The tuoral Tooke at the multi-point Injection system, with single-point being covered in a Iter tutorial. mechanically operated Injector/njectars opening for a predetermined length of time. The amoure of Injection period Is determined by the engine's Electronic Contel Module (ECM). This time period will depend upon the engine's temperature the engine load and the nformetion from tre lambs sensor The fuel s delverea om the tank, via a Titer and a regulator determines is operating pressure. The ‘uel is delivered tothe engine in a precise quartty ang in mest cases is injected Into te inlet manifold ‘waiting the valve's opening, teretore being dren Ingo the combustion chamber By the incoming a ‘The Fuel Tank This isthe obvious place to startin any full system explanation. Unlike the tanks on early carburettor quipped vehicles, iis @ seated uit that alows the natural gassing of the fuel to aid delivery to te pump by slightly pressurising the system. It may be sated that wnen the ‘ler cap is removed, brossure Is heard to escape, The fuel ler caps are no longer vented. ‘The Fuel Pump ‘This type of high pressure fuel pump (Fig 1.0) is denoted as a roller cell pum, withthe fuel entering the pump and deing compresses by rotating cells which foree Ie through the pump at a high pressure The pump s capable of producing a pressure of 8 bar (120 psl) with 2 celivery rating af appraxlmately 4015 Itres per mincte, Within the pump isa pressure relle valve that Ifts off Its seat at § bar to arrest the pressure if a blockage in the iter of fuel lies or other eventualies cause itto become ‘structed. The other end of the purnp (output) Te hore to’ non-return valve which, when the voltage fo the pump ls cemoved, closes the return eo the tank and maintane pressure within the system. The normal operating pressure within this system is approximately 2 bar (30 psl) and at ths pressure the Current draw on the pump Is 3 to 5 smps. Fuel passing across the fuel pump's armature will be Subjected to sparks and arcing; ths on the Surface appears quite dangerous, but the absence of oxygen means that there will not be an explosion Hon earn lee Presaure iting vale Rowe Lo The majority of fuel pumps fited to today’s metor vehicles are fited within the vehicle's petrol tank and are referred to as ‘submerged’ fuel pumps. The puma will Invariably be located with the fuel Sender unit and both Units can sometimes be accessed through af inspection hole either in the boat floor or under the rear seat. Mounted vertically, te pump comprises an Inner and outer gear assembly that are termed a5 the ‘erator. The combined assermbly Is secured inthe tank using 2 series of scraws lad seated with & eUober gosket, or with a bayonet type Toeking ring. On some motte, there are two ‘uel pumps, the submergee pump acting as ait pump tothe external rllr cell pum.Pca Autometive Scope sttware om gots a nem Wavetorh Library browser. Must oun Pescope to ve Soe dete here 6 New Tutorials Posted APR 2015 ete eta om tase {Gee Evarydny gnosis) {Morals here <5 _ 1978-20157 37 Years of Service vse HE eeu _ren carts eens Sexe [2 matory =Ifxt_=Jafion=Jfoc =]fow =Jafon —=)foc=]fow =] [elateneracn pareve = = Figure La ‘The waveform illustrated in Fig 1.2, shows the current for each individual sector of the commutator ‘The majority of fuel pumps will have 6 o.§ sectors ond a repetitive paint on te waveform can incleate wear and an Impending failure. In the Mlstration waveform it ean be seen that there is alower current Gran on one sector and this Is repeated when the pump has rotated through 720". This example has @ Sectors par rotation, Fig 1.2 shows typical curent draw access to the fuel submerged pump. The current drawn by the fuel pump is dependent upon the fuel pressure but should be no more than 8 {amps foung on tre Bosch Ksetronte mechanical Fuel injection, which has 8 system pressure of 75 ps Fucl Supply ‘conventional flow and return’ system has a supply of fuel delivered tothe fuel rail and the unwanted fuel is passed through the pressure regulator, back to the tank. Te the restriction tn the fuel line Created by the pressure reglatar that provides the system operational pressure Returnless Fuel Systems Have been adopted by several metar manufacturers and lifer trom the conventional by having & Gelivary pipe only tothe Fuel rall with ne return flow back tothe tank ‘The roturloss systems, both the mechanical and the electronic versions, are instigated by emissions pratoca. The absence af heated petrol returning tothe fuel tank reduces the amount of evaporative Emissions, while te fuel Ines are minimise, thus reducing buld cost. Mechanical Returnles Fuel systems The retunless' system differs from the norm by having the pressure regulator situated within the fuel tank. "When the fuel pump Is actvated, fuel flows into the system until the reculred pressure Is ‘obtained; 8 tis point excess’ Felis bled past tre pressure regulator and back Into te tank The ‘low and return’ system has a vacuum supply to the pressure regulator: this enables the fuel Bressure tobe increased whenever the manfole’ vaccum drops, providing fuel enrichment under deceleration ‘The ‘eturless' system has no mechanical compersation that effects the fuel pressure, and it will femain at a higher tan Usual #4 to 50 ps. By Increasing the delivery pressure, the ECM (Electronic Contr Module) can alter the injection duration to give the precise delivery, regardless of the engine Toad without fuel pressure compensation. Electronic Returnless Fuel Systems ‘This version has al the requires components fitted within the one unit ofthe submersible fue pump. I onains ® small partele titer (im adition to the ewainer, pump, slecronie pressure regulator, fuel level sensor and 8 sound isolation system. The electronic ressure’ragulator allows the pressure to be increased under acceleration conditions, additionally the pump's output can be adjusted to sult the engine's fuel demand. This wll prolong the pump's ‘fe! as It is ne longer providing a larger than Fequied eutput delve. ‘The Electronic Control Module (ECM) supolies the recuired pressure information, while the Fuel pumps ‘output signal is suppled in the form of 3 digital squarewave. Altering the squarewave’s duty cyele Will fetfec the pump’ ealivery output To racitate the changing viscosity of the fel with changing fuel temperatures a fuel rail temperature sensor is Installed. A pulsation damper may also be fitted prior to, or within the fuel ralInjectors ‘The injector i an electromecharical éevice, which is fed by a 12 volt supply from either the fuel injection relay or from the ECM. The voltage will only be present when the engine is cranking oF Funning, due Yo the voltage supply being contrlled by 2 tachometrc relay. The Injector ls supplied wit fuel from a common fuel rail The langth of time the injector v= held open will eapend on the input Signals seen by the ECM from its various engine sensors, The held open time or ‘inject duration’ will Vary to compensate for cold engire starting aha warm-up periods, Ve 2 large duration that decreases the Inction time as the engine warms to operating temperature. The duration time wil slso expand Under acceleration and contract under light loge conltions, ‘The injector wil have a constant voltage supply while the engine is running and the earth path wil be Swezhed via the ECM. An example ofa typical waverorm Is shawn below In 2.3 area pe sor selon lor sors] Tigger fore =] fsa =] lFotrg =] _ Jom Foe 13 Mult-point Injection may be either sequential or simultaneous. A simultaneous system wil fie all 4 Injectors at the sama ‘ime with each eylinder receiving 2 injection pulses per cycle (720° crankshaft rotation). A sequential system will receive jst L injection pulse per cycle; ths‘ ted to coinciée with the opening of the Inlet valve. AS a very Fough guice the Injector durations for an engine at normal ‘operating temperature, at idle speed are around 2.5 ms for simulanzous and 3.5 ms for sequential Anything slactro~mechanical will of course take a small amount of time to react, as it will require 2 level of magnetism to build before the pile Is lifted off Rs seat. This time Is called the ‘solenoid feseton time" This daly is important to manitor ang ean sometimes equate to 2 thir ofthe injectors {otal duration. A good example of the delay In opening can be sean in the example waveform shown below in Fig 14 1 can be clearly s2en from the example waveform that the waveform is clearly ‘spl into two easly Gefined areas. The first part of the waveform is responsible for tha electromagnet force lifting the Dine, in this example the time taken 's approximately 0.6 ms. At this point the current can be sen to fall betore rising again as the pit Is ela open. With ths In mind It can be seen thatthe arvount of time that the injector Is held open is not necessarily the same as tye time measured. It isnot however Dossile to calculate the time taxen for the injectors spring ta fully close the Injector and cut off the This test is Iceal for ientfying an injacor with an unacceptably slow solenoid reacton ime, Such an Injector would not deliver tye required amount of fuel and the cylinder in question would run lean Pmstav Jet =]Afsoezvo0me =Jfoc=]for =Jafor ——=|foc=) aaa 80 aa o 1 2 a as (ea BET tae even] Joe] IO Fig 1.5 shows both the Injectar voltage and current aispayed simultaneously(SSL wstaiv =] =Japosav Joc =Jfow a Fgure 15 All the example waveforms used were recorded using @ Pleo automotive oscilloscope . Other ‘manufacturers’ equipment will have diferent voltage ranges aut te resultant picture should be very Similar. Please remember that using a higher voltage range wil result in the waveform appearing tO have a tower amplitude, although the overall vllage will be the same. Inthe next tutorial we willbe look atthe Input signals tothe ECM that contrl the injector duration This tutorial was fist published by The Institute of the Motor Industry @ ‘Usk once Western Cans -Vancouer, 8 tar Canada Marsha, Ontario ‘Spyro com eeonsinornorc