Automotive Services

Fuel Injection System

Fundamentals
 Hook

• Can you list any fuel injection components?

• What are the differences between throttle body injection, multi port injection and
direct injection?

https://www.youtube.com/watch?v=Ir_TE3YB07k
 Outcome

Why is it important for you to learn this skill?

Before you can learn how to test and diagnose problems related to
electronically controlled gasoline fuel-injection systems, you must first be
able to identify the components of these systems and understand how
they work.

When you have completed this module, you will be able to :

Describe the operation of fuel injection systems.
 Objectives

At the end of this module Automotive Services year 1 students will be able to:
1. Describe the speed density and the mass air flow methods of air
measurement, and identify the fuel injection systems where each is used.
2. Describe the purpose and operation of fuel injectors.
3. Describe the purpose, construction and operation of various common air
mass measuring devices.
4. Describe the purpose and operation of common methods for controlling idle
speed.
5. Describe why and how throttle position is measured.
 Objectives

6. Describe how and why air fuel mixtures are altered for various engine-
operating conditions.
7. Identify the components necessary to operate a simple computer controlled
fuel injection system.
8. Describe the function, operation, advantages and disadvantages of a throttle
body fuel injection system.
9. Describe the function, operation, advantages and disadvantages of a
multiport fuel injection system.
10. Describe the function, operation, advantages and disadvantages of a direct
fuel injection system.
 Objective One
At the end of this module Automotive Services year 1 students will be able to:
• Describe the speed density and the mass air flow methods of air
measurement, and identify the fuel injection systems where each is used.
 Air Flow Measurement
• In order to meet strict emissions regulations, engines require very precise
control of air/fuel ratio. Since the air/fuel ratio is a comparison of the mass of
fuel needed for a particular mass of air, the mass of the air flowing into the
engine must be known so that the correct amount of fuel can be added.
• There are two methods of measuring airflow into the engine: speed density
and mass airflow. Both systems allow the computer to determine the
appropriate amount of time to energize the injectors to deliver the fuel
required for the mass of air entering the engine.
• All electronic fuel-injection systems have either a MAP sensor or mass airflow
sensor and some systems have both.
 Speed Density Method of Measuring Airflow
• The map sensor is usually located after the throttle plate bolted on the throttle
body or intake manifold or on a vacuum line attached to the throttle body.
• The speed density method measures the intake airflow by sensing changes in
intake manifold pressures resulting from engine load and speed (Figure 1). The
PCM reads the manifold absolute pressure (MAP) with a MAP sensor and
combines the MAP with air temperature, volumetric efficiency and EGR to
calculate mass airflow.
• As manifold pressure increases, air density also increases and additional fuel is
required. The PCM increases injector pulse width to meet the requirement
based on airflow.
 Speed Density Method of Measuring Airflow
• Figure 1 – Speed density The PCM calculates pulse width as
calculations for determining the follows:
mass airflow into the engine. MASS AIR ÷ RPM x TP x ECT x O2 x Bat.
Voltage
 Mass Airflow Method of Measuring Airflow
• Located in the intake air duct or throttle body in front of the throttle plate(s),
the mass airflow sensor (MAF) measures the volume and density of the
incoming air (Figure 2).
• Because of the design and measuring method, the sensor can take into
account the temperature, density and humidity of the air. All of these variables
affect the mass of the air flowing into the engine.
 Objective Two
At the end of this module Automotive Services year 1 students will be able to:
• Describe the purpose and operation of fuel injectors.
 Fuel Injectors
• EFI systems use a 12 volt solenoid-operated injectors. This electromagnetic
device contains an armature and a spring-loaded needle valve or ball valve
assembly. When the computer energizes the solenoid, voltage is applied to the
solenoid coil until the current reaches a specified level. This permits a quick
pull-in of the armature during turn-on. The armature is pulled off of its seat
against spring force, allowing fuel to flow through the inlet filter screen to the
spray nozzle, where it is sprayed in a pattern that varies with application.
 Fuel Injectors
• The injector opens the same amount each time it is energized, so the amount
of fuel injected depends on the length of time the injector remains open. By
angling the director hole plates, the injector sprays fuel more directly at the
intake valves, which further atomizes and vaporizes the fuel before it enters
the combustion chamber. Various types of fuel injectors are either a pintle
valve and seat or a ball valve and seat. Common components are:
• a fuel filter (usually not replaceable),
• solenoid windings,
• an armature that opens the valve and
• a spring that closes the valve.
 Fuel Injector Signals- Peak & Hold
• A peak and hold signal is a complex signal used to operate a low impedance
injector. Peak and hold signals have two parts: a high initial current used to
quickly open the injector and a low secondary current that is sufficient to hold
the injector open until the end of the pulse. The low secondary current allows
the injector to close more quickly since it takes less time for the weaker
electrical field to collapse. Because of the two-step nature of the signal and
the rudimentary construction of fuel injectors in the 1980’s, low impedance
injectors of that time were more preferable than high impedance injectors for
high-flow high performance applications; they could deliver more fuel more
reliably than comparable high impedance injectors.
 Fuel Injector Signals- Saturated
• A saturated signal is a simple signal used to operate high impedance injectors.
A single intensity signal is sent to a fuel injector which causes the valve to open
and remain open until the signal has ended. The new technology used in the
design and construction of today’s high impedance injectors allows much
larger flow rates, much better response times, and much more predictable low
pulse width operation than previous designs – all without overheating. This
means that low impedance injectors are no longer the peak of performance
when considering fuel injectors.
 Fuel Injectors- Low Impedance
• The older fat body style low impedance injectors (1.5 to 4.0 Ohm) used to have
faster open and close times due to the type of electrical signal pattern emitted
by an ECU equipped with proper P&H signal transmitters. This “Peak and
Hold” injector signal typically uses a high (4 amp) initial current to open the
injector, and which reduces to a lower (1 amp) current to keep the injector
open until the pulse ends. Since this method put less total current into the coil,
the coil heated up less and was therefore more reliable. Since the “hold” or
lower current part of the signal has created a weaker magnetic field, the
injector will also close more quickly.
 Fuel Injectors- High Impedance
• High impedance injectors (10 to 16 Ohm) are triggered by a low (typically
around 1.2 amps) constant current signal and kept open by the same
constant (saturated) current for the entire cycle. Most OEM injectors today are
high impedance injectors being driven by saturated injector signals from the
ECU since car manufacturers are most interested in the simpler saturated
signal which is more cost effective to produce when building ECU’s, especially
where there is no apparent loss of drivability or performance.
 Injector Resistor Box
• The resistor pack is installed to ‘fool’ your ECU into thinking it is driving high
impedance injectors. Vehicles that have low impedance injectors and resistor
packs have ECUs that use a saturated signal to operate low impedance
injectors. The way they solved the problem was to add a resistor box into the
fuel injector harness, thereby increasing the resistance in the circuit to the
higher value needed to prevent the ECU injector drivers from overheating due
to excessive current draw.
 Injector Driver
• An electronic circuit that supplies voltage pulses to an electromagnetic fuel
injector for a precise increment of time and at a given repetition rate. The
accuracy of these pulses and their repetition is
normally ±0.001 ms. The peak-hold driver and the saturated driver are most
commonly used by the industry for vehicle applications.
 Injector Driver- Peak & Hold
• A driver that uses two levels of current to operate the injector. The driver
circuit applies battery voltage to the injector until a predetermined current
level is reached. The current is then reduced and held at a lower level for the
duration of the PW. This type of driver is normally used with injectors having
low resistance coils (typically around 2 ohm). The accuracy of the driver peak
current level (Ip) and the hold current level (Ih) is held to ±0.50%.
 Injector Driver- Peak & Hold
• Advantages—The high peak current minimizes OT response and the low hold
current minimizes CT response. This method of control results in an increased
linear range of injector operation.
• Disadvantages—Heat is primarily dissipated at the driver. Circuitry is more
complex than that of the saturated driver.
 Injector Driver- Saturated
• A power transistor driver that turns fully on for the entire duration of the
injector PW. This type of driver is used with injectors having high resistance
coils (typically 12 to 16 ohm) or with
injectors having low resistance coils in combination with a ballast resistor.
 Injector Driver- Saturated
• Advantages—Heat is primarily dissipated through the injector or ballast
resistor and not at the driver circuit. Circuitry is simplified compared to the
peak-hold driver.
• Disadvantages—The inherently slower dynamic response of this system
decreases the injector’s usable flow range. The Q of an injector used with this
type of circuit is more duty cycle sensitive due to heat dissipation
considerations. This driver’s inductive suppression, which may be resistance,
capacitance or zener, significantly affects the injector’s Qd rates due to
variations in the circuit’s current decay rate. This decay results in a change of
the injector’s closing time.
 Fuel Injector Nozzle Design- Pintle Type
• The pintle injector uses a pintle valve and seat. The pintle is tapered to provide
a leakproof seal. A diffuser below the valve seat provides an atomized fuel
spray pattern.
 Fuel Injector Nozzle Design- Ball Type
• The ball-type injector has a stainless steel ball and seat valve, finished to a
near mirror smoothness to obtain a positive seal. A plate with holes below the
ball seat provides the spray pattern (Figure 4).
 Fuel Injectors Feed Design- Bottom Feed
• The fuel will enter through a slot in the side of the injector, the fuel injector
sits in the fuel rail and the rail is fixed to the manifold or head. Because bottom
feed injectors are mounted in the fuel rail and are surrounded by fuel it
provides a better cooling effect, in turn you can run a higher duty cycle and
push them a bit harder with less chance of failure than a top feed.
 Fuel Injectors Feed Design- Top Feed
• Fuel enters from the top of the injector, the injector sits in-between the fuel
rail and the head. the fuel pressure with top feed injectors is more stable
 Fuel Injectors
• The injector(s) are triggered each time the PCM receives a distributor
reference or crankshaft reference pulse. The injector pulse width is determined
by the following inputs to the PCM:
• airflow, • oxygen sensor,
• engine rpm, • EGR,
• intake air temperature, • torque management signal and
• throttle position, • DTCs.
• engine temperature,
• system voltage,
 Injector Scope Pattern
• Injector operation can be diagnosed by using a lab scope. The figure below
(Figure 6) shows the typical voltage pattern of a good injector. There are some
variations of this pattern, depending on the fuel-injection system.
 Throttle Body Injection
• The PCM controls injector pulses in one of two ways(Synchronized & Non-
synchronized) to supply the amount of fuel that an engine needs at any
specific moment.
• If the system uses a synchronized mode, the injector pulses once for each
distributor reference pulse. In some vehicles, when dual injectors are used in a
synchronized system, the injectors pulse alternately.
• In a non-synchronized system, the injectors are pulsed once during a given
period completely independent of distributor reference pulses. The injector
always opens the same distance, and the fuel pressure is maintained at a
controlled value by the pressure regulator.
 Throttle Body Injection
• The regulators used on throttle-body injection systems are not connected to a
vacuum like many port fuel-injection systems. The strength of the spring inside
the regulator determines at what pressure the valve is unseated, sending the
fuel back to the tank and lowering the pressure. The amount of fuel delivered
by the injector depends on the amount of time (on-time) that the nozzle is
open. This is the injector pulse width—the on-time in milliseconds that the
nozzle is open.
• A long pulse width delivers more fuel.
• A short pulse width delivers less fuel.
 Multi-Port Injection
• Multiport fuel injection devotes a separate injector nozzle to each cylinder,
right outside its intake port, which is why the system is sometimes called port
injection. Shooting the fuel vapor this close to the intake port almost ensures
that it will be drawn completely into the cylinder. Multiport systems use either
top feed or bottom feed injectors
 Multi-Port Injection
• Multi-Port injection, a separate injector nozzle to each cylinder.
 Direct Injection
• Direct Injection is the application of the fuel directly into the combustion
chamber. DI injectors only opens to a maximum of 7mS. As the fuel
requirement increases, the injector remains at 7mS and the pump pressure
increases to meet the demand, allowing the injector to open and close quickly
and efficiently.
 Objective Three
At the end of this module Automotive Services year 1 students will be able to:
• Describe the purpose, construction and operation of various common air mass
measuring devices.
 Flow Measuring Devices
• The following sections deal with various sensors used to measure air mass.
 MAP Sensor
• The MAP sensor measures changes in intake manifold pressure. The PCM uses
this information, which indicates engine load, to calculate fuel and spark
requirements.
• Manifold pressure varies inversely with manifold vacuum. When manifold
pressure is low, such as when the engine is idling, the manifold vacuum is high.
When the throttle is wide open, the manifold pressure is high and the manifold
vacuum is low. When the engine is off, the manifold is at atmospheric
pressure.
• Two types of MAP sensors are used in current vehicles. One employs
capacitance and the other, variable resistance.
 Capacitance-Type MAP Sensor
• The pressure-sensing element is a ceramic capacitor. One side of the capacitor
senses manifold pressure and the other is exposed to atmospheric pressure. A
change in manifold pressure causes a change in the capacitance. The output of
the pressure-sensing capacitor is compared to a fixed reference capacitor by
the circuits built into the sensor. The output voltage may be a variable voltage
signal or converted to a frequency signal.
 Variable Resistance MAP Sensor
• The MAP sensor (Figure 7) contains a silicon chip in a sealed housing
connected to the intake manifold. A vacuum is sealed on one side of the chip
and other side is exposed to manifold pressure. When the engine is running,
the pressure on one side of the chip drops causing a change in resistance of
the chip.
• The output voltage is low when manifold pressure is low, and as the manifold
pressure rises the output voltage also rises.
• Both MAP sensor types read atmospheric pressure when the key is on and the
engine is off. The PCM uses this for altitude compensation as the engine
requires less fuel with an increase in altitude.
Variable Resistance MAP Sensor
 Map Sensor With a Turbocharger
• On turbocharged fuel-injected engines, the MAP sensor is used to measure
atmospheric pressure, as well as manifold pressures above and below
atmospheric.
• The voltage range is changed, so that boost pressures can be monitored. An
ordinary MAP sensor indicates sea level at a reading of close to five volts. On
the turbo MAP sensor, sea level voltage is 2.5 volts. Therefore, readings under
2.5 volts, indicate pressure below atmospheric in the manifold and readings
over 2.5 volts, indicate pressure above atmospheric (turbo boost) in the intake
manifold.
• The PCM also uses readings above 2.5 V for wastegate management.
 Map Sensor With a Turbocharger
• A 1-bar sensor can only measure the amount of pressure in the atmosphere
(14.7psi). So from an absolute vacuum to about sea-level. If you are going to
have an engine that is force induced, it’s going to have pressure that is higher
than sea level. So you need a higher capacity sensor, like a 2-bar or a 3-bar.
• As the name implies, a 2-bar sensor would measure about 29 psi, however,
once you take into account atmospheric pressure of 14.7 psi, you only have
room for about 14 psi of boost, before the sensor runs out of room. In a 3-bar
sensor, you would have room for 28 psi of boost, and a 4-bar sensor, you
would only have room for 43psi of boost.
 Heated Mass Airflow Sensors
• All heated type mass airflow sensors operate on the principle that as the
temperature of the sensor changes with airflow, there is a corresponding
change in the amount of current flowing through the circuit. In the mass
airflow sensor, the conductor is maintained at a constant calibrated
temperature above inlet air temperature. Air flowing over the heated
conductor carries heat away. As the conductor cools, more current flows in the
conductor to raise it back to its calibrated temperature. High humidity, denser
air or cooler air temperatures, all cause more heat to be absorbed from the
sensor, causing a corresponding increase in current flow through the
conductor.
 Heated Mass Airflow Sensors
• Figure 8 - Changing the signal to a frequency output to send to the PCM.
 Heated Mass Airflow Sensors
• The mass airflow sensor is located in front of the throttle plate in the intake
airflow. It has a screen to break up air turbulence and a thermistor to measure
the temperature of the incoming air. There is either a platinum wire or a
heated film for the sensing element and an electronic control module. A small
passage inside the sensor directs part of the airflow past the thermistor and
the heated element. The module measures the electric current flow through
the heated element.
 Heated Mass Airflow Sensors
• When the ignition key is turned on, before the engine starts, the control
module reads the intake air temperature. Then the element is heated to a
fixed temperature above the inlet air temperature. When the engine starts,
the air flowing over the sensor wire cools the wire, the greater the airflow, the
more heat lost. The colder the air, the greater the heat lost. The control
module on the sensor increases the current to the wire to bring the
temperature back up. The control module monitors the increase in the amount
of current required to maintain the heated element at a fixed temperature
above the incoming air temperature, which is converted to a mass airflow
signal (Figure 9).
 Heated Mass Airflow Sensors
• Figure 9 - A hot wire sensor and a hot film airflow sensor.
 Objective Four
At the end of this module Automotive Services year 1 students will be able to:
• Describe the purpose and operation of common methods for controlling idle
speed.
 Idle Speed Control
• In most fuel-injection systems, the throttle plates are pre-set at the factory
with a calibrated air gap that determines the minimum amount of air that can
flow into the engine. Proper idle speed is then provided by the idle air control
(IAC) valve, which permits controlled amounts of air into the intake.
• The most common method of controlling idle speed is to bypass a metered
amount of air around the closed throttle plates, but some systems move the
throttle plates themselves to regulate idle airflow. The volume of air
determines the engine idle speed and the PCM controls the IAC.
 NOTE
• See the factory manual for the correct procedures to check or adjust
minimum idle speeds.
 Idle Speed Control
• The PCM constantly compares actual idle rpm with the programmed desired idle
rpm and adjusts the IAC valve accordingly to achieve the desired idle. On some
engines, the PCM adjusts ignition timing to control idle speed even more
precisely. To determine the correct position of the IAC the PCM reads the
following:
• engine coolant temperature,
• engine rpm,
• engine load,
• battery voltage and
• vehicle speed.
 DC Reversible Idle Speed Control
• A permanent magnet DC motor controls idle speeds by moving a plunger that
contacts the throttle lever. The action of the throttle plates controls the
airflow, which controls the idle speed. This works for both cold and warm
engine idle speeds. When there is an idle tracking switch on the end of the
plunger, it is used to signal the PCM that the plunger has contacted the throttle
lever, so the PCM knows the throttle is closed. The TPS may also be used to
indicate closed throttle.
• The motor extends the plunger by turning a threaded rod and nut, driven
through a gear reduction system. The motor PCM can apply current to the
motor in either direction to extend or retract the plunger as required (Figure
10).
 DC Reversible Idle Speed Control
• Figure 10 - Reversible DC motor used for idle speed control; this model
moves the throttle plates.
 Solenoid Idle Speed Control
• A solenoid air control valve controls an air bypass around the throttle plate to
regulate engine idle speed. The solenoid valve is usually attached to passages
on the throttle body. Air enters the solenoid valve through an inlet in front of
the throttle plate, passes through the valve and then into the engine through
an outlet behind the throttle plate.
• The PCM controls the position of the air bypass valve by adjusting the pulse
width of the current sent to the solenoid winding (Figure 11).
 Stepper Motor Idle Control
• A stepper motor idle air control valve is mounted in a passage on the throttle
body and is used in both TBI and MPI systems. It consists of a pintle on a
threaded rod and nut driven by a small electric stepper motor. Stepper motors
can be moved in exact increments called steps. This allows them to be used for
very precise control (Figure 12).
 Stepper Motor Idle Control
• The pintle seats in the passage of the throttle body to block the idle air bypass
passage. It is moved out away from the seat to increase airflow and rpm and in
to decrease airflow and rpm (Figure 13).
 Stepper Motor Idle Control
• Some applications use a stepper motor to operate a plunger, which in turn
moves the throttle lever to position the throttle plates. Controlling the idle
speed with a stepper motor gives the PCM precise control of the movement of
the throttle plate(s) (Figure 14).
 Objective Five
At the end of this module Automotive Services year 1 students will be able to:
• Describe why and how throttle position is measured.
 Throttle Position Measurement
• The throttle position sensor relays the exact position of the throttle plates to the PCM,
which then converts the readings into throttle angle. This is one parameter used to
calculate fuel delivery for the engine. The fuel parameters the TPS has an effect on
include the following four conditions:
• At idle the PCM controls idle speeds, and turns off functions such as canister purge
and EGR.
• At wide open throttle the PCM switches to open loop and delivers maximum fuel.
• Upon acceleration, the PCM monitors rate of change of throttle to program
additional fuel to prevent hesitations (see air/fuel mixtures below).
• On deceleration, the PCM uses fuel cut-off programs to reduce emissions of HC and
CO and improve fuel economy (see air/fuel mixtures below).
 Throttle Position Measurement
• The PCM and other controllers such as the body control module (BCM) also use the
throttle position sensor signal for other functions such as:
• clear flood,
• torque converter clutch control,
• electronic shift transmission shift points and pressures,
• evaporative emissions control system,
• auto door locks,
• traction control,
• ignition timing and
• A/C compressor control.
 Throttle Position Sensor
• The throttle position sensor (TPS) mounts on the throttle body and is operated
by the throttle valve shaft. When the throttle valve is closed, the PCM reads a
voltage drop across the sensor of around 1.0 volt (Figure 15).
 Throttle Position Sensor
• When the throttle is wide open, there is a higher voltage drop, usually about
4.5 volts. The voltage signal changes, relative to throttle position, from
approximately 0.5 at idle to 4.5 volts at wide open throttle (Figure 16).
 Electronic Throttle Control
• The electronic throttle control (ETC) system replaces the throttle cable. The
system relies upon sensors and a control module to actuate the throttle plate
and therefore control engine speeds under all operating conditions. The main
components of the system are the accelerator pedal sensor (APS) (Figure 17),
the engine control module (PCM) and the throttle body.
 Electronic Throttle Control
• The PCM closely controls throttle plate movement. The rate of throttle
opening and closing can be controlled without making the rate of change in
exact proportion to the input from the accelerator pedal. This controlled rate
of movement allows the air/fuel mixture to be optimized for minimum exhaust
emissions.
 Accelerator Position Sensor (APS)
• The accelerator position sensor (APS) is mounted directly on the accelerator
pedal assembly and provides input information to the PCM regarding the
driver's intent. This sensor is composed of two potentiometers: a main and a
sub sensor. These sensors are there to ensure reliability and to provide fail-safe
operation. Both the main and sub sensor vary output voltage in proportion to
the accelerator pedal travel. When the driver depresses the pedal, a lever
inside the sensor moves the contact points on a resistive strip, which in turn
creates a change in output voltage.
• In this system, the voltage should be approximately 1.0 volt at rest and
approximately 3.5 volts when the accelerator pedal is fully depressed. As
shown in, the voltage levels differ 0.1 volt between the two sensors.
 Accelerator Position Sensor (APS)
• Figure 18 - APS operation and voltage expectations.
 Throttle Position Sensor (TPS)
• This sensor is composed of two potentiometers, also called the main and sub
sensors. Located on the throttle body assembly, and similar in operation to a
conventional TPS, the main TPS voltage increases from about .5 volt to 4.4
volts as the throttle is opened. The sub sensor voltage starts out high, at 4.6
volts, and decreases as the throttle is opened, to a minimum of about 0.7 volt
(Figure 19).
 Throttle Position Sensor (TPS)
• Figure 19 - TPS operation and voltage expectations.
 Throttle Motor
• The PCM drives the throttle motor in the throttle body (Figure 20). The motor
drives gears connected to the throttle plate. Two springs, an opening and a
return spring, act upon the throttle valve. Without computer intervention, the
throttle is balanced by the two springs in a slightly open position.
 Throttle Motor
• The PCM receives input information from the APS and calculates a target
throttle opening. The PCM energizes the throttle body motor to obtain the
correct throttle opening and refers to information from throttle position
sensors on the throttle body to verify proper positioning. As different throttle
openings are required according to driver input, the PCM changes the
direction of current to the motor to either open or close the throttle valve
(Figure 21).
 Throttle Motor
• To obtain idle speed under normal operating conditions, the PCM commands
the throttle toward the closed position. There is no need for an auxiliary air
valve or an idle air control (IAC) motor.
 Throttle Motor- Failsafe Modes
• If the PCM is unable to control the throttle motor, the vehicle will enter a
failsafe mode. The two springs attached to the throttle plate will provide a
slightly open throttle position.
 Throttle Motor- Loss of Throttle Plate Movement
• If the throttle plate stops moving as the PCM commands, the PCM can vary
engine speed by disabling injectors. The disabling of injectors results in a rough
running engine, but idle speed control is available. If the PCM is still receiving
input from the accelerator pedal sensor, the PCM will reactivate the injectors
as the driver depresses the accelerator pedal, to increase engine speed. A high
vehicle speed is not possible in this default mode, as the small opening of the
throttle plate limits engine speed.
 Throttle Motor- Loss of APS Input
• On some systems when input is lost from the APS, the engine speed is fixed to
a speed slightly above idle, as the PCM has no way of determining the driver's
intent. The vehicle can be driven, but speed will be limited as a result of the
fixed throttle opening.
 Throttle Motor- Safety
• Because of the two inputs from the APS, it is very unlikely the PCM will receive
a false signal and go to wide-open throttle.
Throttle Motor- Safety
 Objective Six
At the end of this module Automotive Services year 1 students will be able to:
• Describe how and why air fuel mixtures are altered for various engine-
operating conditions.
 Air/Fuel Mixtures
• The PCM controls basic air/fuel ratios during both open and closed loop
operations.
• Air–fuel ratio is the ratio between the mass of air and the mass of fuel in the
fuel–air mix at any given moment.
• The air-fuel ratio of 12:1(rich mixture) is considered as the maximum
horsepower output ratio.
• The air-fuel ratio of 16:1(lean mixture) is considered as the maximum fuel
economy ratio.
• The air- fuel ratio of 14.7:1(stoichiometric) is considered as the ideal ratio of air
to fuel that burns all fuel with no excess air.
 Air/Fuel Mixtures- Closed Loop
• The PCM switches to closed loop operation based on coolant temperature,
engine running time and O2 sensor signal. When the PCM goes into closed
loop operation, the voltage signal from the oxygen sensor modifies the air/fuel
mixture. The PCM switches to closed loop operation when predetermined
conditions for engine coolant temperature, engine run time and the presence
of a usable O2 signal are met. On late model vehicles, the run time has been
reduced from as high as ten minutes to as little as ten seconds. Engine
temperature requirements have been reduced from 70 - 90° to between 20
and 30°.
 Air/Fuel Mixtures- Open Loop
• In open loop operation, the engine signal from the oxygen sensor is not used in
the calculation of fuel delivery. Fuel delivery is based on signals from the
coolant temperature sensor, rpm signal and airflow measurement. The only
times the engine is in open loop operation is when the engine is cold, is at
wide open throttle or is in default mode due to sensor failure.
 Air/Fuel Mixtures- Cold Start Enrichment
• At -20°C, an engine needs two to three times more fuel to start than when it is
warm. There is very little fuel vaporization when the engine is cold.
 Air/Fuel Mixtures- Cold Start
• When the ignition is first turned on, the PCM powers the fuel pump relay briefly.
The fuel pump runs to build up fuel pressure in the system. Unless the engine is
cranking and providing a reference signal to the PCM, the fuel pump relay is de-
energized.
• When the ignition switch is first turned to the run position, the PCM receives
inputs from the coolant temperature, intake air temperature, as well as
atmospheric pressure and throttle position sensors to determine the initial
air/fuel ratio. During cranking, the PCM delivers the correct injector pulses for
each application. The lower the coolant temperature is, the longer the injector
pulse width and the richer the mixture (air/fuel ratio). As the coolant
temperature goes up, the shorter the on time and the leaner the mixture.
 Air/Fuel Mixtures- Cold Start
• Once the engine is running, the PCM continues to monitor all the sensor inputs
and deliver the correct air/fuel mixture. The main input to determine the
overall richness of the mixture continues to be the coolant temperature until
the engine reaches operating temperature.
 Air/Fuel Mixtures- Clear Flood
• If the engine becomes flooded, the mixture must be made leaner. On most
fuel-injection systems, depressing the accelerator pedal to 80% open or
greater causes the PCM to activate the clear flood mode.
• When the throttle is wide open and cranking below a specified rpm, or when
there is a crank signal to the PCM, the PCM leans out the pulse width or, in
some cases, shuts off the injectors (no pulse width).
 Air/Fuel Mixtures- Acceleration Enrichment
• When the accelerator is opened quickly, or when the vehicle is accelerating,
the opening of the throttle causes an increase in manifold pressure and
throttle angle. Additional fuel must be added to compensate for the extra air.
• In response to the changes in the throttle opening, the PCM increases the
pulse width (on time) of the injectors. On some injection systems, additional
pulses may be added to the normally timed injection pulses for extra fuel. This
prevents the engine from hesitating due to lean mixtures.
 Air/Fuel Mixtures- Deceleration Mixture
• When a vehicle is decelerating, the engine requires a leaner air/fuel mixture to
reduce hydrocarbon and carbon monoxide emissions, and to prevent
deceleration backfiring. To calculate a decrease in injector pulse width, the
PCM uses throttle position sensor and manifold pressure readings.
• Deceleration may be either full or partial, and the PCM reacts differently to
each condition. Full deceleration occurs when a driver allows the throttle to
return to an idle position. Partial deceleration occurs when a driver backs off
on the throttle.
• When the throttle is backed off, the PCM reduces the fuel flow by decreasing
pulse width (on time), which leans out the fuel mixture.
 Air/Fuel Mixtures- Deceleration Mixture
• Under closed throttle deceleration, the PCM senses that the engine will return
to idle speed and fuel delivery may be cut off completely. As desired idle speed
is approached, fuel delivery and idle air control are brought into operation
again by the PCM.
• The PCM also cuts off fuel for safety reasons when a vehicle reaches a
predetermined maximum speed. On some engines, fuel is cut off when rpm
reaches a maximum.
 Air/Fuel Mixtures- Deceleration Mixture
• Selective fuel cut-off for engine torque management and engine protection is
available on some vehicles. Up to four injectors can be shut down for such
applications as:
• torque management used to reduce torque during transmission shifts,
• traction control used to reduce torque when wheels are slipping and
• coolant control used to protect the engine from overheating.
 Objective Seven
At the end of this module Automotive Services year 1 students will be able to:
• Identify the components necessary to operate a simple computer controlled
fuel injection system.
 System Components
• The primary components of a TBI system may be grouped as follows:
• The fuel supply: pump, supply lines, filter, throttle body housing and pressure
regulator.
• Input sensors: manifold pressure (MAP), engine rpm/piston position, engine
coolant temperature (ECT), throttle position (TPS), intake air temperature (IAT),
barometric pressure (BARO) and vehicle speed (VSS).
• Fuel metering: controller, injector and intake manifold.
• Feed-back: oxygen sensor.
 Objective Eight
At the end of this module Automotive Services year 1 students will be able to:
• Describe the function, operation, advantages and disadvantages of a throttle
body fuel injection system.
 Terminology
• Manufacturers use several different names for throttle body injection (TBI)
systems. Some examples of these names and their acronyms are:
•electronic fuel injection (EFI),
•digital fuel injection (DFI),
•central fuel injection (CFI) and
•central fuel injection (CI).
 TBI- System Components
• The primary components of a TBI system may be grouped as follows.
•Fuel supply.
•Input sensors.
•Fuel metering.
•Feedback
 TBI- Fuel Supply
• The components of the fuel supply system in a TBI system includes the:
•pump,
•supply lines,
•filter,
•throttle body housing and
•pressure regulator.
 TBI- Fuel Supply- Pump
• A low-pressure turbine or vane type pump is used with TBI systems. Typically
the pump output pressure is regulated to below 20 psi, although a few systems
use a somewhat higher pressure. An electric motor drives the pump, with
current switching for the motor under control of the PCM. The pump is
capable of supplying more fuel than the TBI system can deliver. This ensures
the system pressure drop at maximum fuel delivery is not excessive.
 TBI- Fuel Supply- Lines
• Supply lines are nylon or steel and use a double layer neoprene hose where
flexible connections are needed.
 TBI- Fuel Supply- Filter
• The filter is mounted in the main supply line from the tank. The filter media is
often plastic, and traps particles as small as 10 to 20 microns.
 TBI- Fuel Supply- Throttle Body Housing
• The throttle body housing is an aluminium casting that provides a mounting for
several of the throttle body injection components (Figure 23).
• A throttle shaft with butterfly valves (throttle plates) provides a method for
regulating the airflow to the engine. The minimum opening of the throttle
plates allows a small clearance between the valves and the housing to ensure
the valves do not jam in the bore due to heat expansion. Minimum airflow
around the throttle plates is usually a factory setting and either requires a
special procedure for adjustment or is non-adjustable.
 TBI- Fuel Supply- Throttle Body Housing
• Figure 23 - Throttle body injection systems for inline and V-engines.
 TBI- Fuel Supply- Throttle Body Housing
• The amount of additional air that bypasses the throttle plates at the minimum
airflow setting is regulated by the idle air control (IAC) device. The IAC may
open the throttle plates above their minimum setting or open an air bypass
passage in the throttle body housing.
• The fuel injector mounting pods place the injectors directly above the throttle
plates. Fuel is dispensed by the injector into the incoming air stream, where
the fast-moving air can mix with the fuel for delivery to the cylinders. Drillings
in the housing carry fuel between the pressure regulator and the fuel injector.
• The throttle position sensor also mounts on the throttle body and is attached
to the throttle shaft on the side opposite to the throttle linkage.
 TBI- Fuel Supply- Throttle Body Housing
• In some systems, the MAP sensor also mounts on the throttle body. In this
case, a passage is drilled to supply manifold vacuum to the MAP sensor. The
throttle body often has one or more ported or manifold vacuum drillings for
connecting to such systems as EGR and canister purge. Figure 24 shows
components mounted to the throttle body.
 TBI- Fuel Supply- Fuel Pressure Regulator
• The pressure regulator is mounted in the throttle body housing where it can
sense the pressure of the incoming air stream (Figure 25). This allows the
pressure regulator to maintain the fuel pressure at the injector at a fixed
pressure above the throttle bore air pressure.
 TBI- Input Sensors
• The following input sensors are common on TBI systems.
• manifold pressure (MAP),
• engine rpm/piston position,
• engine coolant temperature (ECT),
• throttle position (TPS),
• intake air temperature (IAT),
• barometric pressure (BARO) and
• vehicle speed (VSS).
 TBI- Input Sensors- MAP
• A MAP sensor signal is one of two primary inputs to a speed/density fuel
control system (Figure 26). The pressure in the intake manifold relates directly
to engine load. This pressure is sensed by the MAP sensor and reported to the
PCM for comparison with rpm to find the base pulse-width.
 TBI- Input Sensors- Engine Speed Signal
• Engine speed is the second primary input required for speed/density fuel
control. Engine rpm and engine load are cross-referenced on a basic look-up
table programmed into the controller (Figure 27). Other factors such as the
engine's volumetric efficiency and breathing characteristics are also accounted
for in the base pulse-width calculation.
• The engine speed signal is usually derived from the ignition system triggering
device in the distributor, which is actually turning at one-half engine speed.
This signal also provides the timing reference the controller needs in order to
know when to fire the injectors.
 TBI- Input Sensors- Engine Speed Signal
• Figure 27 - Basic pulse width is taken from a pre-programmed lookup table.
 TBI- Input Sensors- ECT
• The ECT sensor signal indicates engine operating temperature to the controller
(Figure 28). Cold start enrichment depends on this signal, as do the feed-back
monitors. Closed loop operation is prevented until the engine coolant temperature
reaches a predetermined level, even if a valid oxygen sensor signal is present.
• The engine requires a much richer mixture when it is cold, so the ECT signal can
cause the air/fuel ratio to increase to as high as a 1:1 ratio on a cold-weather start-
up in some systems. As the engine warms up, the ECT signal has less and less impact
on the injector pulse width. When the engine is at full operating temperature, the
ECT signal does not cause any adjustment to the basic pulse width.
 TBI- Input Sensors- ECT
• Figure 28 - An engine coolant temperature sensor.
 TBI- Input Sensors- TPS
• Throttle position is read using the throttle position sensor (Figure 29). The
throttle position sensor signal causes a variety of adjustments to the injector
pulse width. A rapidly changing signal can indicate a sudden demand for
acceleration or a fast release of the throttle. Hard acceleration requires a
substantial increase in the injector pulse width, but deceleration requires very
little fuel, and may even zero out the pulse width for a short period of time.
• A closed throttle signal when the vehicle is stopped causes the PCM to enter its
idle strategy, controlling idle speed with the IAC device and ignition timing.
When a vehicle speed signal is present, a TPS signal indicating the throttle is
open any amount causes the PCM to open the IAC device. Opening the IAC
device provides a dashpot function when the throttle closes again.
 TBI- Input Sensors-TPS
• Figure 29 - A throttle position sensor.
 TBI- Input Sensors- IAT
• Measure intake air temperature using the intake air temperature (IAT) sensor
(Figure 30), since the air temperature has a direct effect on the density of the
air drawn into the cylinders. Since air becomes less dense as its temperature
rises, pulse width must be decreased to maintain the correct air/fuel ratio at
higher ambient air temperatures.
 TBI- Input Sensors- Barometric Pressure
• Barometric pressure (BARO) is an indicator of air density affected by
atmospheric conditions and altitude. A decrease in barometric pressure
indicates a decrease in air density, which necessitates a corresponding reduction
in the injector pulse width.
• Many vehicles use the MAP sensor to provide a barometric pressure reading.
The PCM records the MAP sensor reading when the ignition key is first turned
on, and before there is a rpm signal. The air inside the manifold under these
conditions is at atmospheric pressure, so the MAP sensor reading is stored in
memory as barometric pressure. The PCM updates the barometric reading from
the MAP sensor when there is a wide open throttle (WOT) signal from the TPS,
since at WOT the air in the intake manifold is at atmospheric pressure.
 TBI- Input Sensors- Barometric Pressure
• In some systems, a separate BARO sensor is used instead of depending on the
MAP sensor signal (Figure 31). In this case, barometric pressure can be
updated at any time, or continuously monitored.
• Figure 31 - A barometric pressure (BARO) sensor.
 TBI- Input Sensors- VSS
• Vehicle speed may be read by one of a number of different sensors. There may
be a discrete sensor to read vehicle speed, or it may be calculated from a
transmission speed sensor, if so equipped. The speed sensor signal indicates
when closed throttle deceleration is taking place, activating fuel cut-off and
dashpot functions in the controller.
 TBI- Fuel Metering
• Fuel metering in a TBI system involves the:
• powertrain control module,
• injector and
• intake manifold.
 TBI- Fuel Metering- PCM
• Fuel injection control is handled by the Powertrain Control Module, which
calculates the correct injector pulse width based on the input signals. The PCM
activates various outputs based on these signals, including the fuel injectors,
the IAC device and the fuel pump relay.
 TBI- Fuel Metering- Injectors
• Bottom feed injectors are usually used with TBI systems (Figure 32). One or
two injectors may be used, depending on the number and configuration of the
cylinders. Inline four cylinder engines generally have a single injector, whereas
V6 and V8 engines always use 2 injectors.
 TBI- Fuel Metering- Intake Manifold
• Throttle body injection (TBI) systems meter fuel into the incoming air stream
before the throttle plates. The fuel mixes with the incoming air and is
distributed to the cylinders by the intake manifold. Heat and turbulence in the
manifold promote evaporation of the fuel. The intake manifold in TBI systems
is considered to be a wet manifold, since it is distributing a mix of air and fuel.
A dry manifold is one that distributes only air to the cylinders, the fuel being
delivered to each cylinder separately from the air (Figure 33).
 TBI- Fuel Metering- Intake Manifold
• Intake manifold design must provide for proper turbulence and warming in
order to aid in full evaporation of the fuel. Runner length must be optimized
for even distribution of the air/fuel mixture. Warming of the intake may be
provided by coolant flow or exhaust heat. A thermostatically controlled heated
air intake is used to prevent icing of the throttle plates. The heated air door is
vacuum-operated and draws warm air from a shroud around the exhaust
manifold.
 TBI- Feedback
• The feedback system consists of one or more oxygen sensors mounted in the
exhaust.
 TBI- Feedback- Oxygen Sensor
• An oxygen sensor is used to monitor combustion efficiency by measuring the
amount of oxygen present in the exhaust gases after combustion. In order to
bring the oxygen sensor up to operating temperature as quickly as possible,
most oxygen sensors have an electric heating element built in. The heater also
ensures the sensor stays at operating temperature even when the amount of
waste heat in the exhaust is low, such as at idle (Figure 34).
 TBI- System Operation
• Throttle body injection systems use the speed/density method of determining
correct air/fuel ratio. The computer calculates a basic pulse width based on
engine rpm and the manifold absolute pressure (MAP) sensor signal. The base
pulse width is then modified up or down to compensate for engine operating
conditions as indicated by the other sensors.
• When the air/fuel ratio needs to be made richer, the injector pulse width is
increased to deliver more fuel. If sensors indicate conditions that require a
leaner mixture, the injector pulse width is reduced so that less fuel is
delivered.
 TBI- System Operation- Injector Timing
• Fuel must be delivered for each intake stroke of each cylinder, which occurs on
every other crankshaft revolution. An ignition spark is also required at each
cylinder on alternate revolutions, but the spark is delivered at the end of the
compression stroke, just in time for the beginning of the power stroke.
• When one piston is travelling down on the power stroke, its running mate is
travelling down on the intake stroke. This means injector firing can be
synchronized to the firing of the ignition system, since when one cylinder
requires spark, its running mate requires fuel. Because the fuel is not being
injected at the cylinder, it is not necessary the injector be synchronized to the
cylinder that requires fuel. All that is needed is to provide one injection event for
each spark event (Figure 35).
 TBI- System Operation- Injector Timing
• Figure 35 - Injector and spark synchronization.
 TBI- System Operation- Injector Timing
• Systems with two injectors usually activate the injectors alternately, but under
some driving conditions, such as at WOT, they may be fired simultaneously. It is
not necessary for the controller to know which cylinder requires the fuel it is
injecting, so a cylinder identification signal is not required for TBI systems.
• Under certain conditions, the injectors are energized without reference to the
distributor signal. The first situation in which this occurs is when the key is
initially turned on. The injectors are fired to provide a priming shot of fuel for
start-up. This feature is disabled on some systems when the engine is already
at operating temperature.
 TBI- System Operation- Injector Timing
• The other condition that can cause non-synchronized injection is high engine
rpm. When the engine is operating at high rpm, the time between injector
pulses may exceed the mechanical capability of the injector to open and close
quickly enough. In this case, the PCM energizes the injector at a fixed
frequency and pulse width, independent of the distributor signal.
 Objective Nine
At the end of this module Automotive Services year 1 students will be able to:
• Describe the function, operation, advantages and disadvantages of a multiport
fuel injection system.
 MPI- Components
• The primary components of a multiport injection (MPI) system are similar or
identical to many of the TBI components discussed previously in this module.
However, MPI systems have some different or additional components. Those
components that differ from their TBI equivalent or are unique to MPI systems
are noted in the following list in bold text.
 MPI- Components
• Only those parts noted are included in the component descriptions that follow.
• Fuel supply: pump, supply lines, filter, throttle body housing, pressure
regulator and fuel rail.
• Input sensors: manifold pressure (MAP), mass airflow (MAF), engine
rpm/piston position (CKP), number one cylinder identification (CMP), engine
coolant temperature (ECT), throttle position (TPS), intake air temperature (IAT),
barometric pressure (BARO) and vehicle speed (VSS)
• Fuel metering : controller, injectors and intake manifold.
• Feed-back : oxygen sensor.
 MPI- Fuel Pump
• A high-pressure roller type pump is used with MPI systems. The pump output
pressure varies between systems, but all are higher than TBI systems, typically
operating between 35 to 75 psi. The pump is driven by an electric motor, with
current switching for the motor under control of the PCM via one or more
relays. As with TBI systems, the pump is capable of supplying more fuel than the
MPI system can deliver, to avoid excessive pressure drop at maximum fuel
delivery.
• Higher pressure is used in MPI systems than in TBI systems because the fuel
must travel through supply lines (called fuel rails) that are exposed to higher
engine temperatures than the fuel lines in a TBI system. The higher pressure
helps to prevent the fuel from boiling in the rails during a hot soak.
 MPI- Throttle Body Housing
• The throttle body housing for an MPI system is somewhat simpler than for a
TBI unit since there is no fuel delivery at the throttle body. The housing is an
aluminium casting and supports many of the same sensors as a TBI throttle
body housing does. The throttle shaft may have a single large throttle plate or
two smaller ones to provide regulation of engine airflow (Figure 36). Some
engines use dual throttle bodies.
 MPI- Throttle Body Housing
• An IAC device mounts on the throttle body and regulates the amount of bypass
air to the engine. As with TBI systems, the IAC may open the throttle plates or
regulate an air bypass passage in the throttle body housing.
• The throttle position sensor also mounts on the throttle body, attached to the
throttle shaft on the side opposite to the throttle linkage. The throttle position
sensor is adjustable on some systems.
• The MAP sensor also mounts on the throttle body in some systems. A drilled
passage in the throttle body supplies manifold vacuum to the MAP sensor.
 MPI-Pressure Regulator
• The pressure regulator for MPI systems requires a manifold vacuum signal to
modify the regulated pressure in the fuel rail. The spring closes the fuel return
line, the vacuum signal is applied opposing spring force to open the regulator
and relieve fuel pressure. When manifold pressure is high (low vacuum), the
fuel pressure regulator allows a higher system pressure. Similarly, when
manifold pressure is low (high vacuum), fuel rail pressure is lowered as well.
• This changing fuel pressure maintains a specific pressure difference between
the fuel and the air in the intake manifold. The pressure difference must be
maintained to provide a predictable amount of fuel delivery from the injectors
(Figure 39).
 MPI-Pressure Regulator
• Figure 39 - MPI fuel pressure regulators maintain the proper pressure
differential.
 MPI- Fuel Rail
• The injectors in an MPI system are positioned at each intake port where the
injected fuel can be vaporized by the heat of the valve and the turbulence
produced when the valve opens. To supply fuel to each injector location, a
supply line called a fuel rail is used. The injectors attach directly to the fuel rail,
and are usually top feed injectors, although a few applications use bottom feed
injectors. The pressure regulator also mounts to the fuel rail in most
applications (Figure 40).
 MPI- Input Sensors
• The following input sensors and their circuits are covered in more detail in the
Computer Inputs, Switches and Sensors module.
 MPI- MAP Sensor
• MPI systems may use a MAP sensor like the one used with TBI systems, but
some use a mass airflow device instead. MAP sensors used with MPI systems
are the same as those used with TBI systems, with the exception of
turbocharged engines. A different MAP sensor is needed when manifold
pressure may be higher than atmospheric pressure.
 MPI- MAF Sensor
• Many MPI systems use a mass airflow (MAF) sensor (Figure 41). This may be a
hot wire or hot film type of sensor, or a vortex generating style. The MAF
sensor usually contains the IAT sensor as an integral component, allowing
intake air temperature to be compensated for in the process of measuring the
air mass entering the engine. Some MAF sensors also contain a BARO sensor.
 MPI- Engine Speed Signal
• An engine speed signal may or may not be a primary input to a MAF system,
depending on the air measuring system used. Speed/density systems require
this input for basic pulse width calculations, but some mass airflow systems
can operate without this signal once the injectors are synchronized.
• In MPI systems, the engine speed or crankshaft position (CKP) signal is used to
indicate when a pair of pistons is approaching TDC. An additional signal is
required to identify which pistons are about to start their intake and power
strokes. The PCM must know this in order for it to activate the proper
injector(s).
 MPI- Number One Cylinder Identification
• A camshaft position (CMP) sensor is used to provide a signal that can be cross-
referenced with the CKP signal to determine which piston is approaching TDC
on its exhaust stroke (Figure 42). This is a primary synchronization signal, so
most systems will not operate without this signal.
 MPI- Fuel Metering
• The components involved in metering and distributing the fuel are the
controller and the injectors. The intake manifold is different than those used
on TBI systems, because it is a dry manifold.
 MPI- Controller
• The PCM requires more output circuits for an MPI system than for a TBI
system, since there are more injectors to control. Injectors may be energized
individually, in pairs, or in groups, depending on the type of system. Individual
control of the injectors requires a driver circuit for each injector, but also
provides the most precise fuel metering.
 MPI- Injectors
• Top feed injectors are usually used with MPI systems (Figure 43). The injector
has a fuel inlet at the top of the injector and a discharge nozzle at the bottom.
The injector is located in a drilled passage in the intake manifold, which places
the tip of the injector very close to the intake valve. By directing the fuel spray
onto the intake valve, the valve is cooled and the heat absorbed off the valve
helps to vaporize the fuel. Because the injector tip is so close to the intake
valve, the tip tends to build up varnish deposits due to the high temperatures.
Some injectors now have a special shroud or nozzle design that helps to
prevent the build up of varnish and other deposits on the injector tip. Many
fuel refiners also add detergents to their fuel to help prevent and dissolve
varnish deposits on the injectors.
 MPI- Intake Manifold
• Because MPI systems inject the fuel directly at the intake valve, the intake
manifold design can be optimized for better engine breathing (Figure 44).
Longer intake runners are desirable at low engine speeds, when the inertia of a
longer column of air helps to force a denser air charge into the cylinder. At
higher engine speeds, shorter runners perform better due to higher air
velocity. A dry manifold may be designed with multiple runners or a tuning
valve to adjust the effective length of the intake runners, depending on engine
speed.
 MPI- System Operation
• An MPI system may use either the speed/density or mass airflow method of
determining the amount of air entering the engine. As with TBI systems, once
the mass of air entering the engine is determined, the correct amount of fuel
to add can be calculated by using various sensor values to adjust the basic
pulse width taken from a lookup table stored in memory. Mass airflow systems
have the advantage of not requiring a separate intake air temperature sensor,
as this sensor is generally incorporated in the circuitry of the MAF sensor. Air
density and humidity are also automatically compensated for by the nature of
the way a hot wire or hot film sensor measures the airflow. This makes MAF
systems somewhat simpler in many cases.
 MPI- Injector Timing
• The individual injectors in an MPI system may be energized individually, in
pairs, in groups or simultaneously. The system may switch between operating
modes in response to engine operating conditions. In most cases, each injector
is energized once for each engine revolution, injecting half of the fuel required
on each injection event.
• When injectors are energized in pairs, the pair is made up of cylinders that are
running mates. Groups of injectors may be all the injectors on one bank of a V-
type engine or every other cylinder in the firing order.
 MPI- Injector Timing
• Unlike a TBI system, it is not enough for an MPI system to know only that a
piston is approaching TDC. The MPI system must also know which pistons are
approaching TDC in order to determine which injector or group of injectors to
energize. When an engine uses an electronic ignition (EI) system, the same
signals that provide synchronization for the ignition coils may be used for the
injectors.
• The synchronization signal from the camshaft sensor allows the controller to
determine which pistons are approaching TDC, while the reference signal from
the crankshaft position sensor tells the controller when the pistons are
approaching TDC. Both signals are required to time the injectors, except when
the injectors are all energized simultaneously (Figure 45).
 MPI- Injector Timing
• Under certain conditions, MPI systems normally operating injectors in groups,
pairs or individually may default to simultaneous injection. This might occur as
part of the priming function during engine start-up, as a result of losing the
camshaft position signal or when the vehicle is decelerating.
 Objective Ten
At the end of this module Automotive Services year 1 students will be able to:
• Describe the function, operation, advantages and disadvantages of a direct
fuel injection system.
 Direct Injection
• Direct fuel injection is being used by many automobile manufacturers.
Manufacturers use different names for their direct fuel injection systems such
as:
• gasoline direct injection (GDI),
• spark ignited direct injection (SIDI)
• fuel stratified injection (FSI).
 Direct Injection Advantages
• The primary advantage that GDI has over both MPI and TBI systems is
improved fuel efficiency. Also very important is the potential for very low
emissions. Improved power output is a third benefit, allowing manufacturers
to downsize engines without sacrificing performance, or achieving better
performance without having to increase engine size. All of these benefits are
realized from the system’s ability to control both the amount and timing of fuel
delivery to each cylinder.
 Direct Injection Advantages
• Engines can also have a higher compression ratio when using GDI. This means
more air is in the cylinder, leading to higher output. The operating modes
possible with GDI achieve a reduction in emissions while still maintaining or
even improving power output. The fuel is injected under higher pressure,
which improves atomization and subsequent vaporization, so the more of the
injected fuel is burned.
• Intake designs can be optimized to reduce pumping losses in the engine and
take advantage of airflow dynamics based on engine rpm. Since the fuel
injector is located outside of the intake port, there is less restriction in this
area as well. Some GDI systems operate without a throttle plate, further
reducing pumping loss.
 Direct Injection Advantages
• Because GDI works well with higher compression ratios, it lends itself well to
turbocharging and supercharging. Either of these methods improves
volumetric efficiency of the engine.
 Direct Injection Disadvantages
• A GDI system is also more costly than an equivalent MPI system. The fuel
pump is a high precision component when compared to the low pressure
pumps used in MPI and TBI systems. The fuel rail is more robust to withstand
the high pressures involved, and the fuel injectors are also a special design
with more demanding specifications.
• Another disadvantage of GDI is that it provides no intake valve cooling from
the fuel spray. No valve cooling places additional load on the cooling system
and head design to ensure the valves receive sufficient cooling.
• The camshaft drives the fuel pump in some GDI systems, which adds a parasitic
load to the engine.
 Direct Injection Disadvantages
• During operating modes that use a very lean mixture, companion technology
such as exhaust gas recirculation or water injection is necessary to control NOx
production.
 Direct Injection Components
• The difference in a direct fuel injection fuel system over either throttle body or
port fuel injection is direct injection systems spray fuel directly into the
combustion chamber instead of into the airstream feeding the cylinder. Other
modifications for direct fuel injection relate to the cylinder head, pistons,
intake manifold design, camshaft profile and compression ratio.
• Basic components for measuring engine conditions such as coolant
temperature, piston position, airflow and throttle angle are the same as for the
two systems already discussed.
• The components for a direct injection system that differ are the: fuel pump,
fuel rail and injectors.
 Direct Injection Pump
• A high pressure pump is needed for GDI systems to produce sufficient pressure
to overcome compression pressure when fuel is injected during the
compression stroke, and also to ensure that sufficient fuel is injected in a
shorter time period. Fuel system pressure in GDI systems range from 3 to 30
mega pascals (MPa) (435 to 2900 psi).
• On an MPI or TBI system, the injector can spray fuel through nearly an entire
engine cycle of 720 degrees. The fuel is only drawn into the cylinder when the
intake is open, so injectors may be spraying against a closed valve for a portion
of their injection cycle. This occurs at high engine rpm with large power
demand, when long injector pulse width is needed and a full engine revolution
takes only milliseconds (ms).
 Direct Injection Pump
• In A GDI system, the injector cannot spray fuel while the exhaust vale is open –
all injection must take place through the intake and a portion of the
compression stroke (less than 360 degrees of crankshaft rotation). Higher fuel
pressure is required to deliver sufficient fuel less time.
• In some cases, the injection event takes place during the final portion of the
compression stroke. In this case, cylinder pressure is as much as 14 times
greater than during the intake stroke, so fuel pressure must be high enough to
overcome this additional pressure as well.
 Direct Injection Pump
• One pump design is a mechanical single-piston pump driven off a three-lobe
cam on the engine camshaft. Fuel pressure is regulated by a solenoid valve
controlled by the PCM. The PCM drives the fuel pressure control solenoid with
a pulse-width modulated signal. To increase pressure, the PCM increases the
pulse width of the driver signal. In the case of an electrical failure, the solenoid
defaults to its lowest pressure control setting.
 Direct Injection Fuel Rail
• The fuel rail in GDI systems is thick-walled stainless steel tubing, capable of
withstanding pressures up to 20 Mpa (2900 psi). The fuel rail supplies all
injectors with the same pressure, as in a MPI system.
 Direct Injection Injectors
• The fuel injectors for GDI systems install directly into the cylinder head, with
their nozzle tip projecting into the combustion chamber. The nozzle is different
from injectors used on non-GDI engines, because it must endure the harsh
environment of the combustion chamber. The nozzle tip is designed to resist
coking (carbon buildup on the tip) and withstand the high combustion
temperatures. Injectors for GDI systems also have a much higher flow rate, and
operate at much higher pressure than non-GDI injectors. Their spray pattern is
optimized to ensure the injected fuel in precisely placed within the cylinder for
the stratified charge mode of operation.
 Direct Injection Operation
• In a GDI system, the amount of fuel injected is controlled by the fuel pressure
instead of the injector on time (pulse width). This is similar to the operation of
common rail diesel fuel injection systems. During engine operating conditions
that require greater power output, the fuel pressure is raised to increase the
amount of fuel. Fuel timing is also varied according to operating conditions.
The timing and pressure variation allows three operating modes relating to
required engine output. These are:
• ultra lean burn or stratified charge mode
• stoichiometric mode and
• Power or enriched mode.
 Direct Injection Operation- Stratified Charge
• Stratified charge mode occurs when there is low power demand on the engine.
This is typically when the vehicle is under steady state driving with no
acceleration and light engine load. The air-fuel mixture in this mode is
extremely lean, with air-fuel ratios typically around 40:1, but a ratio as high as
65:1 is possible.
• When the system is operating in stratified charge mode, the fuel is injected
only in the last stages of the compression stroke. A specially designed cavity or
chamber in the top of the piston causes swirling of the air in the cylinder that
concentrates the injected fuel around the spark plug.
 Direct Injection Operation- Stratified Charge
• A stratified charge is an air-fuel mixture that is richer, or more fuel-dense, in
one area than another. In GDI engines, the injector placement, piston design
and fuel timing are coordinated to produce a small charge of highly
combustible fuel mixture around the spark plug, with a less fuel-dense or even
inert mixture in the rest of the cylinder. This keeps the fuel and flame away
from the cylinder walls and lowers peak combustion temperature, which tends
to be very high in lean mixtures.
• Lower combustion temperatures help control NOx production and keeping the
flame away from the cylinder walls reduces heat loss. As a result, combustion
is cleaner and more efficient.
 Direct Injection Operation- Stoichiometric
• Stoichiometric mode occurs when more load is placed on the engine, such as
light to moderate acceleration or climbing low grades. In this mode the air-fuel
mixture is close to the ideal of 14.7:1.
• Unlike stratified charge mode, the fuel is injected on the intake stroke. This
allows more complete mixing of the air and fuel in the cylinder, producing a
homogeneous (fully and evenly mixed) charge.
• Because the air-fuel ratio is optimum for complete combustion, engine
efficiency is very good and emissions are low.
 Direct Injection Operation- Enriched
• When full power is needed, the system switches to enriched or full-power
mode. This occurs on hard acceleration and heavy loading, such as climbing
steep grade. Injection begins as soon as the intake valve closes and fuel
pressure is raised to inject more fuel.
• The mixture is homogeneous, as in stoichiometric mode, but the air-fuel ratio
is richer. This increases power output, and the extra fuel helps prevent
detonation by absorbing heat from the air charge as the fuel vaporizes.
 Direct Injection Operation- Multiple Injectors
• In some cases the system may inject fuel more than once in a single cycle.
During the full power mode, additional fuel may be injected after the spark
plug has fired. The additional fuel increases power and fuel economy.
• During engine warm-up, the system may operate in a partially stratified mode.
In this case, the fuel is injected during the intake stroke to produce a
homogenous charge, but the air-fuel ratio is lean. Additional fuel is injected
late in the compression stroke to produce a richer mixture close to the spark
plug to create a strong ignition and flame, providing good combustion in the
rest of the cylinder.
 Thank You
Any Questions?
 Good To Know Information
• https://premierautotrade.com.au/news/performance-fuel-injectors.php
• https://www.carburetor-parts.com/fuelinjectoreverything.html
• https://dsportmag.com/the-tech/bolt-on-basics-fuel-systems/
• https://troubleshootmyvehicle.com/gm/2.2L/how-to-test-the-map-sensor-1
• https://dsportmag.com/the-tech/fuel-systems-101-ensuring-your-system-is-w
ell-fed/4
/
 Stand-of / Externally Mounted Injection
• Stand-off injectors, depending on the spray pattern, help inject more fuel or, at
the right speeds, inject substances such as methanol, ethanol, nitrous oxide or
certain substance mixtures. What stand-off injectors are used for depends on
the intended use. Stand off injectors are interesting for tuners and racing
drivers and are used for example in racing cars. Stand-off injectors are often
used as a secondary injector set.

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