multiport electronic fuel injection

8/11/2019 Multiport Electronic Fuel Injection

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Multiport Electronic Fuel Injection

Petrol Engine Management Systems



Flowchart



Fuel supply system



Fuel supply system

The fuel is sucked from the fuel tank by an electricin-tank fuel pump and passed through a fine filter tothe fuel rail

The fuel pump supplies more fuel than the engineconsumes.

A pressure regulator controls the system pressurefrom the fuel pump deliery pressure and allows the

surplus fuel to flow back unpressurised through thereturn to the fuel tank.

The fuel rail coneys the same amount of fuel to all

the electromagnetic fue lin!ectors.



Fuel supply system

Brushes

Magnet

ArmatureOUTLET

INLET

Bypassvalve

Nonreturn

valve



Mondeo "##$ % Focus "##&Focus '' - Fiesta % Fusion

(ith return line (ithout return line

Fuel supply system



$. Fuel rail

". Shock absorber ). *ac. +onnection&. Fuel supply line,. Pressure regulator . Fuelreturnline

. /n-tank fuel pump0. Fuel supply line'. Fuel filter $#. Fuel leel sensor

Fuel supply system with no return



/n this system the surplus fuel is returned directlyto the fuel tank behind the fuel filter.

This is carried out through a pressure regulatingale which is located in the fuel pump module andopens when the fuel pressure e1ceeds ).# bar.

This preents heated fuel from the fuel rail passing back into the fuel tank2 which ultimately leads to areduction in harmful apours 3emissions4.

Fuel supply system with no return



Fuel supply system Fuel presure5

(hich parameters determine the 6uantity of thein!ection 7

$. Fuel pressure.". +ross section of the in!ector no88le.). 9uration of the in!ection. 3signal from the P+M4



Pressure in the rail aries depends on the pressurechanging in the inlet manifold.

:n a atmospheric gasoline engine2 inlet manifoldacuum lies between ,# ; ,# mbars. 3#2-#2, bar4

(hen the P+M calculate in!ection duration2 itassumes the fuel pressure and the cross-section ofthe in!ector no88le are constant.

Fuel supply system Fuel presure5

To make sure that the 6uantity of the in!ected fuelis correct2 Total pressure that pushes the fuel intothe inlet port2 must be remain constant



Fuel supply system

FUEL RAIL RE!!URE

INLET MANIFOL" #A$UUM



Fuel supply system

INLET MANIFOL" #A$UUM

FUEL RAIL RE!!URE



Fuel supply system

Fuel pressure regulating ale

#acuum cham%er

Fuel

Fuel Return line



(orksheet



Air flow path and related components

$ /dle speed control ale ) Throttle position sensor " P+M. & /nlet air temperature sensor



/n!ection duration calculating strategy

B a s i c i n j e c t i o n

t i m i n g

$ o r r e c t i o n s

A & & i t i o n a l

$

o r r e c t i o n s



The air 'lo( signal and the engine spee& signal proide ameasurement for the engine load 3indicates airflow perstroke4 from which the P+M calculates the basic fuelin!ection time.

Measuring air



The air flow signal does not always reproduce an outputsignal proportional to the air flow. These system-baseddeiations result from the pulsing air flow and any changesin air density.

The pulsing effect is produced by the induction fre6uency ofthe indiidual pistons5 it is offset in the P+M by means of acorrection factor depending on the 5

) intake air temperature

". absolute pressure.

Measuring air



*oltage correction

A oltage correction is also applied5 this offsets the effect ofarying battery oltage on the fuel in!ector pull-up and droppingtimes 3delays4.

Pull-up time correction 9ropping time correction



*oltage correction

<eason of the pull-up and dropping delays.)* Inertia 'orces of the moing parts e.g.spring2 needle+* Magnetic 'lu, &ensity at the solenoid coil of the in!ector.

P+M continuously obseres the battery oltage and appliesa correction factor depending on that oltage

=ow much battery oltage can be aaliable as minimum andma1imum2 at different conditions in a car 7

)* Minimum )-.)) #olts /e*g* $ran0ing1 electrical loa&s2

+* Ma,imum )314 #olts /overcharge protection2



+old start correction

The seere fluctuations in engine speed when starting make

the air 'lo( measurement very erratic*

Therefore2 the $M provi&es a 'i,e& loa& signal* The loadsignal &epen&s on the engine temperature

The fuel in!ection time is calculated from5

)* the engine temperature2+* the engine speed

5* the certain num%er o' revolutions complete& since the%eginning o' starting. >r until the engine reaches a certain

RM

9uring this period all of the in!ectors in!ects fuel

simultaneously



(arm up ad!ustment

(hile the engine is warming up2 additional warm-upenrichment is arranged2 depending on the engine temperature2as some of the fuel condenses on the cold cylinder walls.



Acceleration ad!ustment

(hen the throttle is opened sharply2 the fuel % air mi1ture

briefly becomes lean. A fuel ad!ustment is re6uired to produce a good transition.

The P+M recognises acceleration from the signal from theTP sensor and the difference in the load signal and initiates

an acceleration ad!ustment.



Full load ad!ustment

At full load the engine deelops its ma1imum power. /t reaches this ma1imum power when theair%fuel mi1ture is enriched compared to thecomposition at partial load and the ignition angle isset to the alue for ma1imum tor6ue.

/t receies the information about the load from theTP sensor.



Engine oerspeed restriction

The P+M module compares the actual engine speed with a programmed ma1imum engine speed. /f the ma1imum engine speedis e1ceeded2 the P+M suppresses the fuel in!ection and ignition pulses until the engine speed drops below the programmed

ma1imum engine speed again.



>errun fuel shut-off

P+M module initiates oerrun fuel shut-off depending on thesensor signals for ?engine temperature? 2?throttle closed? and?engine speed @"### re%min?.



Powertrain +ontrol Module P+M



Num%er o' ins an& pin assignment




6hat are the &i''rences %et(een the EE$ I# an& EE$ #

mo&ules 7

• Microprocessor calculating capacity•

Memory capacity• in num%ers• 8ol& plate& pins• rogramma%ility





+lock fre6ency is $ mh8 for S/M engine Mgmt system



/nternal Structure of the P+M

The microcomputer consists of

-- input % output unit-- microprocessor 3+PB4-- read only memory 3<>M4-- random access memory 3<AM4

-- keep alie memory 3CAM4-- bus system 3datalines4

Note9 Siemens 3S/M4 enginemanagement systems has no CAMmemory 3delayed power holdrelay4



ROM:All the programmes 3software4 and maps are stored

permanently in the read only memory 3<>M4. Thisdata is?burnt?into the read only memory when it is

produced. Therefore2 it is unchangeable andspecifically intended for the particular engine type.As its name suggests2 this is a read only memory

from which data can only be read.

Signal types in the EE+ system



RAM:The random access memory 3<AM4 is a memoryinto which data can be written. =ere the datasupplied by the sensors is stored until it is called up

by the microprocessor or updated 3oerwritten4.

The stored data is cleared when the ignition isswitched off and must be continuously refreshed

while the ehicle is in use.+omputing results are also temporarily stored in the<AM until they are re6uired for further processing.




;AM:The purpose of the CAM is5

)* to store the atmospheric pressure

+* to detect and store deiations in aging component data.5* to store diagnostic trauble codes 39T+Ds4

The battery oltage is always re6uired for storing andmaintaining the memory. /ts contents are cleared if the

battery is disconnected.




Analogue signals

)* #aria%le "$ voltage signals

MAF2 /AT2 E+T3+=T42 9PFE

+* Fre<uency signals

CS2 =>"S2 +CP2 +MP




9igital signals*oltage e1ist $*oltage non e1ist #

Some sensors that produce digital signal5

MAP2 *SS2 P/P2 SA(2 E9M





Sensor signals are receied at the input of the EE+/* P+M. Since sensors only supply analoguesignals in the form of fre6uencies2 A+ or 9+oltages2 but the microprocessor can only processdigital signals2 these analogue signals must beconerted into digital signals.

9+ oltages are conerted by analogue % digitalconerters 3A%942 A+ oltages and fre6uencies by pulseformers 3/F4.



Analogue % 9igital +onerters



Strategy and +alibration.

!trategy9

The Strategy is the computer program that ise1ecuted by the microprocessor of the P+M and takesthe longest deelopment time.

9uring the calibration deelopment the calibration is progressiely modified to produce the best possibledriing characteristics3performance2fuelconsumption2e1haustemissions2etc4.



Strategy and +alibration.

$ali%ration9+alibration means the data with which the strategyworks2 namely the calibration adapts the strategy tothe particular target engine.

The calibration can be ad!usted in the light offeedback from the customer or the field.

=ow can we determine which calibration leel usingin an engine management system currently 7



>S ; imited operating strategy

)* /nternal damage in the P+M 3Systems with integrated E9/S4

5* (hen a problem occurs with the P/P and SA( signals between theP+M and E9/S module 3Systems with e1ternal E9/S4

+* /nternal damage in the E9/S 3Systems with e1ternal E9/S4

:n the fallowing conditions engine management system uses a differentstrategy. This known as >S mode.

Fuel in!ection duration limited by a default alue of ) ms

/gnition adance limited by a default alue of $# degrees

Additionally

Fuel pump in EE+-/* sytems and cooling fan in EE+-* systemswill remain continuously on when the key turned on.



P+M /dentification marks ; Tear Tag

A small si8ed sticker that can be found on A or G post of the passenger side front door

Module part number and tear tag code can be found printed onthat sticker.



Ford EE+-/*2 EE+-* and *isteon E.M.Systems

Part number

Family number

ModHle type

Tear tag code

Tear tag

P+M connector

P+M /dentification marks ; EE+ and *isteon



Siemens S:M Engine Management SystemsPart number

Tear tag code

Module type

P+M soketi etiketi

P+M /dentification marks ; Siemens



(orksheet

M d l di



Module grounding

All EE+-/* modules andEE+-* modules with # pins.

All of the EE+-* modules with$#& pins and *isteon modules

EE+-/* P+M

"# &# #

EE+-* P+M

",

P ti d l i t



Preention modules againstelectromagnetic effects

Irounding module body 3pim"#4

Twisted pair cables

Twisted pair cableswith an outer shield.e.g.+CP cable

P+M



M d l i i k



Module communication network

Modern cars hae a lot of modules. This makes thewiring harness more comple1.

Genefits of the connecting modules by using a

comunication network.$. Simplicity on wiring harness.

". +omplicated tasks can be done. 3e.g. SFT+4

). More reliable.

). 9iagnosing by using a single point connection. 39+connector4

M d l i ti t k



!FT$ J8elliKinin LalNabilmesi iLin P+M e AGS

modHllerinin arasnda bir iletiNim aK bulunmas 8orunludur.

SFT+ Spark Fuel Traction +ontrol




M d l i ti t k



=igh speed +AO

=igh-speed +AO databus consists of one pair of twisted wireswith between )) and ,# twists%meter.

9ata is transferred at a baud rate of ,##Cb and is used by the

following modules on the =igh speed +AO databus

Powertrain control module Anti2lock braking system. Transmission control module Shift leer module Elekctro-=ydraulic PAS module /nstrument cluster


M d l i ti t k



DISP

RCM

FFHPAMGEMRRDCURLDCU

PDCU DDCU EATC

PCM ABS EHPASHCM

SAS YAW

ACUCDDJ

or NAV

HECGateway

DLC

HS - CAN

MS - CAN

Private

Standart HSCANo!t"ona# HSCAN

Standard MSCAN

o!t"ona#$ MSCAN

Ter%"nat"on re&"&tor&


M d l i ti t k




Goth the medium speed and high speed +AOare accessible ia the 9ata-link connector

Pins )= )3 for high speed

Pins 5 )) for low speed 9ue to this2 Ford cars beginning Focus +-Ma12

$ pin cable is re6uired for (9S. 3marked as

blue coloured4 ocation for the 9+ is between the steering

column and driers door.

M d l i ti t k



ocation for the 9+ is between the steeringcolumn and driers door. Therefore different places possible in particular cars




(orksheet



/dl d t l



/dle speed control



/dle speed control

/dle speed control



,. /AT. E+T 3+=T4

. TPS

0. MAP'. E9/S

$#. +CP

$$. +MP$". MAF

$). A%+

$&. /dle speed ad!ustment 3recently4$,. PSP

/dle speed control



/dle speed control



• ;lima anahtarn&an gelen )+ # lu0 /AJ$2

sinyali*

RClanti &evri @unlara gCre ayarlanr*

• Otomati0 vites se?me 0olu 0onum

anahtarn&an /N"!2 gelen @asileme sinyali*

•

Ki&roli0 &ire0siyon svs %asn?anahtarn&an /!2 gelen @asileme sinyali*

/dle speed control



/gnition system



/gnition system

/gnition system



/gnition system



/gnition system

/gnition system - >S



/gnition system >S

/gnition system



/gnition system

multiport electronic fuel injection

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