OBJECTIVES

2. OBJECTIVES • After studying Chapter 17, the reader should be able to: • Prepare for ASE Engine Performance (A8) certification test content area “C” (Fuel, Air Induction, and Exhaust Systems Diagnosis and Repair). • Describe how a port fuel-injection system works. • Discuss the purpose and function of the fuel-pressure regulator. • List the types of fuel injection.

3. ELECTRONIC FUEL-INJECTION OPERATION • Most electronic fuel-injection systems share the following: • Electric fuel pump (usually located inside the fuel tank) • Fuel-pump relay (usually controlled by the computer) (Continued)

4. Fuel-pressure regulator (mechanically operated spring loaded rubber diaphragm maintains proper fuel pressure) • Fuel-injector nozzle or nozzles (Continued)

5. Most electronic fuel injection systems use the computer to control these aspects of their operation: • Pulsing the fuel injectors on and off. The longer the injectors are held open, the greater the amount of fuel injected into the cylinder. • Operating the fuel-pump relay circuit. The computer uses signals from the ignition switch and RPM signals from the ignition module or system to energize the fuel-pump relay circuit. (Continued)

6. There are two types of electronic fuel-injection systems: • Throttle-body-injection (TBI) type. A TBI system delivers fuel from a nozzle(s) into the air above the throttle plate. • Port fuel-injection-type. A port fuel-injection design uses a nozzle for each cylinder and the fuel is squirted into the intake manifold about 2 to 3 inches (70 to 100 mm) from the intake valve. (Continued)

7. Fuel-injection computer systems require a method for measuring the amount of air the engine is breathing in, in order to match the correct fuel delivery. There are two basic methods used: • Speed density • Mass air flow (Continued)

8. The speed density method does not require an air quantity sensor, but rather calculates the amount of fuel required by the engine. The computer uses information from sensors such as the MAP and TP to calculate the needed amount of fuel. (Continued)

9. MAP sensor. The value of the intake (inlet) manifold pressure (vacuum) is a direct indication of engine load. • TP sensor. The position of the throttle plate and its rate of change are used as part of the equation to calculate the proper amount of fuel to inject. • Temperature sensors. Both engine coolant temperature (ECT) and intake air temperature (IAT) are used to calculate the density of the air and the need of the engine for fuel. (Continued)

10. The formula used to determine the injector pulse width (PW) in milliseconds (ms) is: • Injector pulse width = MAP/BARO x RPM/MAXIMUM RPM • The formula is modified by values from other sensors, including: • Throttle position (TP) • Engine coolant temperature (ECT) • Intake air temperature (IAT) • Oxygen sensor voltage (O2S) • Adaptive memory (Continued)

11. Figure 17-1 Typical port fuel-injection system, indicating the location of various components. Notice that the fuel-pressure regulator is located on the fuel return side of the system. The computer does not control fuel pressure, but does control the operation of the electric fuel pump (on most systems) and the pulsing on and off of the injectors.

12. Figure 17-2 A dual-nozzle TBI unit on a Chevrolet 4.3-L V-6 engine.

13. Figure 17-3 A typical port fuel-injection system squirts fuel into the low pressure (vacuum) of the intake manifold, about 3 in. (70 to 100 mm) from the intake valve.

14. MASS AIR FLOW FUEL-INJECTION SYSTEMS • The formula used by fuel-injection systems that use a mass air flow (MAF) sensor to calculate the injection base pulse width is: • Injector pulse width = air flow/RPM • The formula is modified by other sensor values such as: • Throttle position (Continued)

15. Engine coolant temperature • Barometric pressure • Adaptive memory

16. THROTTLE-BODY INJECTION • The computer controls injector pulses in one of two ways: • Synchronized • Nonsynchronized • 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. (Continued)

17. The PCM commands a variety of pulse widths to supply the amount of fuel that an engine needs at any specific moment. • A long pulse width delivers more fuel. • A short pulse width delivers less fuel. • A stuck shuttle valve, a part of many Chrysler TBI systems used to close off the fuel return to the tank. (Continued)

18. Figure 17-4 The tension of the spring in the fuel-pressure regulator determines the operating pressure on a throttle-body fuel-injection unit.

19. Figure 17-5 (a) Removing the fuel-pressure regulator from a Chrysler brand TBI unit. (b) A shuttle valve (if equipped) is located in this fuel return passage. A

20. Figure 17-5 (continued) (a) Removing the fuel-pressure regulator from a Chrysler brand TBI unit. (b) A shuttle valve (if equipped) is located in this fuel return passage. B

21. PORT FUEL INJECTION • The advantages of port fuel injection design also are related to characteristics of intake manifolds: • Fuel distribution is equal to all cylinders because each cylinder has its own injector. (Continued)

22. The fuel is injected almost directly into the combustion chamber, so there is no chance for it to condense on the walls of a cold intake manifold. • Because the manifold does not have to carry fuel to properly position a TBI unit, it can be shaped and sized to tune the intake air flow to achieve specific engine performance characteristics. (Continued)

23. An EFI injector is simply a specialized solenoid. • Electronic fuel-injection systems use a solenoid-operated injector to spray atomized fuel in timed pulses into the manifold or near the intake valve. (Continued)

24. Domestic systems use one of three ways to trigger the injectors: • Grouped double-fire • Simultaneous double-fire • Sequential (Continued)

25. Grouped Double-Fire • This system divides the injectors into two equalized groups. The groups fire alternately; each group fires once each crankshaft revolution, or twice per 4-stroke cycle. The fuel injected remains near the intake valve and enters the engine when the valve opens. This method of pulsing injectors in groups is sometimes called gang fired. (Continued)

26. Simultaneous Double-Fire • This design fires all of the injectors at the same time once every engine revolution: two pulses per 4-stroke cycle. Many port fuel-injection systems on 4-cylinder engines use this pattern of injector firing. (Continued)

27. Sequential • In this system, the injectors are timed and pulsed individually, much like the spark plugs are sequentially operated in firing order of the engine. This system is often called sequential fuel injection or SFI. (Continued)

28. The major advantage of using port injection instead of the simpler throttle-body injection is that the intake manifolds on port fuel injected engines only contain air, not a mixture of air and fuel. (Continued)

29. This allows the engine design engineer the opportunity to design long, "tuned" intake- manifold runners that help the engine produce increased torque at low engine speeds. (Continued)

30. Figure 17-6 The injectors receive fuel and are supported by the fuel rail.

31. Figure 17-7 Cross-section of a typical port fuel-injection nozzle assembly. These injectors are serviced as an assembly only; no part replacement or service is possible except for replacement of external O-ring seals.

32. Figure 17-8 Port fuel injectors spray atomized fuel into the intake manifold about 3 inches (75 mm) from the intake valve.

33. Figure 17-9 A port fuel-injected engine that is equipped with long-tuned intake manifold runners.

34. GASOLINE DIRECT INJECTION • Gasoline direct injection (GDI) systems inject fuel directly into the combustion chamber just before the spark. The fuel, under very high pressure, is injected in a fine mist into the closely packed air molecules. (Continued)

35. Gasoline direct injection systems, like diesel systems, require very high fuel pressures to overcome the combustion chamber pressures during injection. (Continued)

36. Figure 17-10 A gasoline direct-injection system.

37. FUEL-PRESSURE REGULATOR • The pressure regulator and fuel pump work together to maintain the required pressure drop at the injector tips. The fuel-pressure regulator typically consists of a spring-loaded, diaphragm-operated valve in a metal housing. (Continued)

38. The pressure regulator used in a port fuel-injection system has an intake manifold vacuum line connection on the regulator vacuum chamber. This allows fuel pressure to be modulated by a combination of spring pressure and manifold vacuum acting on the diaphragm. (Continued)

39. Port fuel-injection systems generally operate with pressures at the injector of about 30 to 55 psi (207 to 379 kPa), while TBI systems work with injector pressures of about 10 to 20 psi (69 to 138 kPa). • Some fuel-pressure regulators contain a 10-micron filter. If this filter becomes clogged, a lack of fuel flow would result. (Continued)

40. Figure 17-11 A typical port fuel-injected system showing a vacuum-controlled fuel-pressure regulator.

41. Figure 17-12 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.

42. Figure 17-13 Note the filter screen in this cutaway fuel pressure regulator. A lack of fuel flow could be due to a restricted fuel-pressure regulator.

43. 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. (Continued)

45. ELECTRONIC RETURNLESS FUEL SYSTEM • 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. (Continued)

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

47. Figure 17-14 The fuel-pressure sensor and fuel-temperature sensor are often constructed together in one assembly to help give the PCM the needed data to control the fuel-pump speed.

48. MECHANICAL RETURNLESS FUEL SYSTEM • The first production returnless systems employed the mechanical returnless 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. (Continued)

49. Figure 17-15 A mechanical returnless fuel system. The bypass regulator in the fuel tank controls fuel-line pressure.

50. DEMAND DELIVERY SYSTEM (DDS) • A different form of demand pressure regulator has been applied to the fuel rail. It mounts at the head or port entry and regulates the pressure downstream at the injectors by admitting the precise quantity of fuel into the rail as consumed by the engine. (Continued)