multiport electronic fuel injection

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    Multiport Electronic Fuel Injection

    Petrol Engine Management Systems

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    Flowchart

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    Fuel supply system

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    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.

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    Fuel supply system

    Brushes

    Magnet

    ArmatureOUTLET

    INLET

    Bypassvalve

    Nonreturn

    valve

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

    (ith return line (ithout return line

    Fuel supply system

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    $. 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

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    /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 passingback into the fuel tank2 which ultimately leads to areduction in harmful apours 3emissions4.

    Fuel supply system with no return

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    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

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    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

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    Fuel supply system

    FUEL RAIL RE!!URE

    INLET MANIFOL" #A$UUM

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    Fuel supply system

    INLET MANIFOL" #A$UUM

    FUEL RAIL RE!!URE

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    Fuel supply system

    Fuel pressure regulating ale

    #acuum cham%er

    Fuel

    Fuel Return line

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    (orksheet

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    Air flow path and related components

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

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    /n!ection duration calculating strategy

    Basicinjection

    timing

    $orrections

    A&&itional

    $

    orrections

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    The air 'lo( signaland 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

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    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 effectis 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

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    *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

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    *oltage correction

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    +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 certainRM

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

    simultaneously

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    (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.

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    Acceleration ad!ustment

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

    briefly becomes lean. A fuel ad!ustment is re6uired toproduce 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.

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    Full load ad!ustment

    At full load the engine deelops its ma1imumpower. /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.

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    Engine oerspeed restriction

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

    ma1imum engine speed again.

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    >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?.

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    Powertrain +ontrol Module P+M

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    Num%er o' ins an& pin assignment

    Powertrain +ontrol Module P+M

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    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

    Powertrain +ontrol Module P+M

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    Powertrain +ontrol Module P+M

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

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    /nternal Structure of the P+M

    The microcomputer consists of

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

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    ROM:All the programmes 3software4 and maps are stored

    permanently in the read only memory 3M4. 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

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    RAM:The random access memory 3

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    ;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.

    Signal types in the EE+ system

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    Analogue signals