Experiment one

Fuel Injection Engine Control

Objectives:
At the end of this experiment session, students should be able to explain the:
(i) Principles of multi-point fuel injection system
(ii) Various components of the injection engine system, its functions and operation
Apparatus:>TPS-3545
>Power supply
>Banana wires
e
THEORY
The engine principle of operation
The car engine is the heart beat which drives the car according to the driver’s will and driving
conditions. The energy which operates the engine is received from air and fuel mixture, which is
compressed inside the cylinder and then ignited.

The three main systems that determine the efficient and intact operation of the engine are;
(i) The fuel system
(ii) The air system
(iii) The ignition system

In the past, the driver (accelerator) pedal was connected to the throttle, in which pressing the
acceleration pedal indicates the driver’s wish to speed up the engine operation because more air
flows into the carburetor. This air flow caused fuel drops to enter through small drop inlets and
to mix with the air, and the air and fuel mixture reaches the engine’s cylinder through the intake
manifold.
The spark plug located at the cylinder top part ignites the mixture and the explosion pushes the
piston downward. The engine operates in variable driving conditions and a great number of
parameters such as altitude, the air’s temperature, the engine’s temperature, load, speed etc
influence its working efficiency.

In the past, this was done with mechanical and electro-mechanical connection and response
systems, which were independently operated and improved the engine’s operation. In modern
engine, the carburetor was replaced with a fuel injection system and the electro-mechanical
ignition system with the electronic ignition system. These two systems along with the air flow
are controlled by an engine computer (Electronic Control Unit), which operates them according
to a great number of sensors located in different places in the engine and its manifolds. The
computer enables the engine operates to be adapted to many variable situations and performing
complex control functions.

The engine control system is built as follows:

Inputs:
Output:

 Fuel injector
 Acceleration pedal  Spark ignition
 Throttle position  Air flow
 Throttle
 Canister purge
 EFE heater
 Coolant fan
 Intake air temperature
  Intake air mass
 Barometric pressure Electronic
 Manifold absolute pressure Control
 Coolant temperature Unit
 Exhaust gas oxygen
 EGR valve position
 Knock sensor
 Crankshaft position
 Engine speed
 Vehicle speed
 Transmission status
Figure 1.1

The MPI fuel delivery system

The MPI (Multi-point Injection) system comprises the following components:
Electric fuel pump
Fuel filter
Fuel rail
Pressure regulator
Cold start injector and temperature-time switch
Air flow meter
Engine speed sensor
Reference mark sensor
Coolant temperature sensor
Air temperature sensor
Throttle position sensor and throttle switch
Auxiliary air device
Knock sensor
 Figure 1.2 figure 1.3
Multi-point injection (MPI) system

Fuel management and combustion

In the internal combustion engine, the air/fuel mixture is compressed and ignited. Every spark
ignition engine (SIE) requires a specific air/fuel ratio for normal operation. The air/fuel ratio
required theoretically is 14.7:1= 14.7grams of air on 1gram of fuel. The chemical term for a
complete combustion is referred to as STOICHIOMETRIC RATIO and is 14.7:1.
The vehicle engines are designed for maximum fuel economy in this range. The other operating
conditions such as idle and full load require mixtures that are richer in fuel and the fuel
management system must be able to meet these varying requirements.

Lean mixture = Too much air on a certain amount of fuel (weight), or too less amount of fuel on
a certain amount of air (weight)

Rich mixture = Too much fuel on a certain amount of air (weight), or too less amount of air on a
certain amount of fuel (weight).

In certain operating conditions, the fuel requirement differs greatly from the basic injected-fuel
quantity so that corrective intervention is required in mixture formation. The driver speed is
determined by his pressing on the acceleration pedal and the throttle opening. The required
injected fuel is determined by the engine ECU according to the road and the engine conditions
such as: cold start, post-start phase, warm-up, acceleration, part load, full load, idling, overrun
and engine-speed limiting.
 Advantage of fuel injection
(i) Increase fuel economy
(ii) High power out put
(iii) Immediate throttle response
(iv) Improved cold start and warm-up
(v) Low exhaust emission

Experimental Procedure:
Connect the TPS-3545 demonstrator to the power supply
Connect the power supply to the mains
Set the auto/manual switch to manual position
Turn the ACCELERATOR and COOLANT TEMPERATURE counter clockwise to the
maximum
Turn off the spark plug located on the right side of the panel with toggle switch on the left
Set the GEAR switch to OFF position
Set the IGNITION switch to OFF position
Turn ON the POWER switch
Ensure FAULT Display displays 00 (no fault condition) on the FAULT 7-segment display, if not
adjust to display 00 and press the ENTER key beneath the display
Do likewise to the to the STATE display (adjust to 00)
Set the IGNITION switch to ON position
*note ignition LED turned on, identify that
Set the ignition switch to START position
Ignition LED should turn OFF
Number 600 should appear on the RPM display
*meaning the engine is at normal IDLE condition.
A slotted wheel (similar to the crank shaft wheel) should rotate slowly
Note:
600 RPM means sparks and injection at a rate of 10 pulses per second. Increasing the
engine speed increase the pulse rate.

Illustration on the panel includes four pistons with four spark plugs and four injectors
A green LED is located near each injector simulating the injection
A red LED is located above each piston, simulating the piston which is at combustion position
A white LED (with blue light) is located above the red LED, simulating the spark of the plug
*the injection is done once in a cycle at all the injectors at once with the spark plug of the most
right piston followed by a spark for each piston.
*the demonstrator includes a monitor that enables to read the sensors’ values and engine
conditions.
The displayed sensors are:
CLNT- cooling temperature
MAT- manifold (intake) Air Temperature
MAP- Manifold Air pressure
TPS-Throttle position sensor
Change the TEMPERATURE potentiometer and observe how it affects the CLNT value.
Raise the temperature above 500C (1220F) and observe that the throttle rotates a little to the left
and TPS voltage decreases a little.
The throttle is opened for more air when engine is cold.
*the Intake Air Control (IAC) is done automatically by the engine ECU.
Change the MAT potentiometer on the panel and observe how it affects the MAT value.
Enter number ‘1’ followed by # on the MONITOR keys to change the temperature to Celsius if
found to be in Fahrenheit
A MAP sensor is located on the panel with a medical injector (used as a vacuum pump) nearby.
*pulling the injector creates vacuum that is measured by the MAP sensor, a MAP simulation
potentiometer is located above the sensor, change the MAP potentiometer and observe how it
affects the MAP value.
*pulling the medical injector increase the vacuum in the pipe connected to the MAP sensor in
which the MAP voltage can as well be measured on blue socket near the sensor.
Change the ACCELERATION pedal and observe the TPS value, the RPM, the wheel rotation
and blinking LEDs
Measure the volt between the ACCELERATION socket (near the acceleration potentiometer)
and the GND socket while changing the ACC. Potentiometer.
Measure the voltmeter voltage between the TPS socket (under the throttle) and the GND socket
while changing the ACC. Potentiometer. It will be observed that the TPS voltage follows the
throttle position and not the acceleration.
Raise the coolant temperature above 700C (1580F) and engine speed over 2000RPM
Set the gear switch to ON position, the TPS voltage increases indicating that the throttle is
opened more.
Set the gear switch to LOAD position, the TPS voltage increases.

To observe the injection and the ignition pulse, change the LCD to scope display by keying ‘3’
followed by ‘#’
Connect with banana wire the CH1 socket to the injection socket (the green socket).
Turn the TEMPERATURE, the MAT and the MAP potentiometers counter clockwise to the
maximum.
Change the ACCELERATION potentiometer and observe that the pulse width increases,
injecting more fuel into the manifold.
Connect with another banana wire the CH2 socket to the upper spark socket (the upper red
socket).
Change the engine speed to 3000RPM
See the images

CH1

CH2
Move the CH2 banana wire to the second spark socket and you will find that the CH2 pulse
moved to the right.
See the image

CH1

CH2

Move the CH2 banana wire to the third and fourth spark socket and observe the corresponding
movement of CH2 pulses.

CH1 CH1

CH2 CH2

Turn back the potentiometers to maximum counter clockwise.

Set the GEAR switch to OFF position
Turn the IGNITION switch to OFF position.
Turn OFF the TPS-3545
Experiment two
Principles and Function of the Motion and Position Sensors
Objectives:
At the end of the experiment session, students should be able to:
(i) Test and measure motion sensors output in various engine conditions.
(ii) Test and measure position sensors output in various engine conditions.
Apparatus:
TPS-3545
Power supply
Banana wires

Theory:
In the past, the automobile engine was a complete mechanical and electro-mechanical (the
distributor) system, changing into electronic system start by replacing the mechanical breaker in
the distributor with an electronic sensor and circuit.

These electronic sensors were optical and Hall Effect (magnetic) sensors. These sensors sensed a
point near the Top Dead Center (TDC) of the piston movement and created a signal that started
the spark creation process. These sensors were also used when the ignition was controlled
independently and the engine ECU controlled only the injection.

Today, the engine ECU controls the injection and ignition (in some cars it also control the
automatic transmission) and both optical and Hall Effect (magnetic) sensors were replaced by
inductive sensor it’s signals enable the engine ECU to identify the TDC, the engine RPM and to
calculate the right time for the ignition pulses with the aid of a slotted wheel added to the fly of
the crankshaft and this sensor senses the movement of its teeth.
Experimental Procedure:
Connect the TPS-3545 demonstrator to the power supply
Connect the power supply to the mains
Set the auto/manual switch to manual position
Turn the ACCELERATOR and COOLANT TEMPERATURE counter clockwise to the
maximum
Turn OFF the spark plug located on the right side of the panel with toggle switch on the left
Set the GEAR switch to OFF position
Set the IGNITION switch to OFF position
Turn ON the POWER switch
Ensure FAULT Display displays 00 (no fault condition) on the FAULT 7-segment display, if not
adjust to display 00 and press the ENTER key beneath the display
Do likewise to the to the STATE display (adjust to 00)
Set the IGNITION switch to ON position
*note ignition LED turned on, identify that
Set the ignition switch to START position
Ignition LED should turn OFF
Number 600 should appear on the RPM display
*meaning the engine is at normal IDLE condition.
A slotted wheel (similar to the crank shaft wheel) should rotate slowly
Note:
600 RPM means sparks and injection at a rate of 10 pulses per second. Increasing the
engine speed increase the pulse rate.
Illustration on the panel includes four pistons with four spark plugs and four injectors
A green LED is located near each injector simulating the injection
A red LED is located above each piston, simulating the piston which is at combustion position
A white LED (with blue light) is located above the red LED, simulating the spark of the plug
*the injection is done once in a cycle at all the injectors at once with the spark plug of the most
right piston followed by a spark for each piston.
*the demonstrator includes a monitor that enables to read the sensors’ values and engine
conditions.
The displayed sensors are:
CLNT- cooling temperature
MAT- manifold (intake) Air Temperature
MAP- Manifold Air pressure
TPS-Throttle position sensor

Change the TEMPERATURE potentiometer and observe how it affects the CLNT value.
Raise the temperature above 500C (1220F) and observe that the throttle rotates a little to the left
and TPS voltage decreases a little.
The throttle is opened for more air when engine is cold.
*the Intake Air Control (IAC) is done automatically by the engine ECU.

Change the ACCELERATION pedal and observe the TPS value, the RPM, the wheel rotation
and the blinking LEDs.
*Measure the voltage between the ACCELERATION socket (near the acceleration
potentiometer) and GND socket while changing the acceleration potentiometer.
Measure with voltmeter the voltage between the TPS socket (under the throttle) and the GND
socket while changing the ACC. Potentiometer.
Observe that TPS voltage follows the throttle position and not the acceleration pedal.
Change the ACC. (acceleration) potentiometer to the center position.
*measure the voltage at the IDLE and WOT sockets.
Idle voltage should be 12v and the WOT voltage should be 0v
Change the acceleration potentiometer clockwise to maximum
*measure the voltage at the IDLE voltage and WOT socket
Idle voltage should be 0v and the WOT voltage should be 12v
Raise the coolant temperature to 700C (1580F), just to bring the system to normal point
Change the engine speed to 1000RPM
*measure the TPS voltage at the TPS socket on the panel.
Write your measurement and the TPS value on the LCD display in the table below and draw
your graph
Engine Gear Temperature TPS LCD

RPM voltage TPS

1000 OFF 700C(1580F)

2000 OFF 700C(1580F)

3000 OFF 700C(1580F)

4000 OFF 700C(1580F)

5000 OFF 700C(1580F)

TPS
Voltage

RPM
1000 2000 3000 4000 5000

Draw your results on a graph