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INFORMATION SHEET 14
Training Instructors Training (CVTI)
Code : V2-3.3.1
Course Motor Vehicle Mechanics
Module Petrol Engine System
Task Introduce Structure and operation of EFI Prepared by : Eseru moses
Detail Descrription of Petrol EFI Date of Execution:

ELECTRONIC FUEL INJECTION PETROL ENGINE

The engine control system consists of three groups including sensors (and sensor
output signals), engine ECU, and actuators. This chapter explains the sensors
(signals), power circuitry and ground circuitry, and sensor terminal voltages.

The engine ECU functions are divided into EFI control, ESA control, ISC control,
diagnosis function, fail-safe and backup functions, and other functions. These functions
and the actuator functions are explained in separate chapters.
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Computer Control of Gasoline Engine

A gasoline engine produces power through the explosion of a mixture of gasoline and
air. The three essential elements for a gasoline engine to produce power are the
following:

Combustion Requirements

1. Good air-fuel mixture

2. Good compression
3. Good spark
Air and fuel need to be in 14.7 to 1 ratio for efficient combustion
Understanding these requirements will help explain the EFI components and their role
in the injection system

To achieve these three elements simultaneously, it is important to precisely control the

formation of the air-fuel mixture and the timing of the sparks.
Before 1981, the only engine control system in existence was the EFI (Electronic Fuel
Injection), which used a computer to control the fuel injection volume.
In addition to the EFI, there are now various computer-controlled systems, including the
ESA (Electronic Spark Advance), ISC (Idle Speed Control), diagnostic systems, etc.
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Description

The EFI system uses various sensors to detect the engine condition and vehicle
running condition. And the engine ECU calculates at the optimum fuel injection
volume, and causes the injectors to inject the fuel.
The figure shows the basic EFI configuration.

Engine ECU
This calculates the optimum fuel injection duration based on the signals
from the sensors.
Air flow meter or manifold pressure sensor
This detects the intake air mass or manifold pressure.
Crankshaft position sensor
This detects the crank angle and engine speed.
Camshaft position sensor
This detects the standard crank angle and the camshaft timing.
Water temperature sensor
This detects the coolant temperature.
Throttle position sensor
This detects the throttle valve opening
angle.
Oxygen sensor
This detects the oxygen concentration in the exhaust gas.
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TYPES OF ENGINE EFI

Types of EFI

There are two types of EFI system classified by the amount of the intake air
detection method.

1. L-EFI (Air-flow control type)

This type uses an air flow meter to detect the amount of the air flowing in the intake
manifold.
There are two types of detection methods: One directly measures the intake air mass,
and one makes corrections based on the air volume.

2. D-EFI (Manifold pressure control type)

This type measures the pressure in the intake manifold to detect the amount of the
intake air using the intake air density.
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Process of Computer Control

For the computer to function properly, it requires a comprehensive system comprised

of various input and output devices.
On an automobile, sensors such as a water temperature sensor or an air flow meter
correspond to the input device.
And actuators such as injectors or igniters correspond to the output device. At
Toyota, the computer that controls a system is called an ECU (Electronic Control Unit).
The computer that controls the engine is called an engine ECU (or ECM*: Engine
Control Module).
The sensors, actuators, and the engine ECU are connected with wiring harnesses.
Only after the engine ECU processes the input signals from the sensors and outputs
control signals to the actuators can the entire system operate as a computer-controlled
system.

*The ECM is SAE (Society of Automotive

Engineers) terminology.
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ADVANTAGES OF EFI
 Higher engine power output.
 Improved Fuel Consumption.
 Clean exhaust gas emission.
 Easy to maintain (low cost).
 Improved cold starting.
 Quick response in acceleration and deceleration.

ENGINE CONTROL SYSTEM DIAGRAM

The Engine Control System can be broadly divided into three groups: sensors, the
Engine ECU and the actuators.
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Oxygen Sensor (O2 Sensor)

Oxygen Sensor (O2 Sensor)

To maximize the exhaust purification function of the engine with TWC (Three-Way
Catalytic Converter), the air-fuel ratio must be kept within a narrow range around the
theoretical air-fuel ratio.
The oxygen sensor detects whether the oxygen concentration in the exhaust gas is
richer or leaner than the theoretical air-fuel ratio. The sensor is mainly installed in the
exhaust manifold, but the location and number that are installed differ depending on
the engine.
The oxygen sensor contains an element made of zirconium oxide (ZrO2), which is a
type of ceramic. The inside and outside of this element is covered with a thin coating
of platinum.
The ambient air is guided into the inside of the sensor and the outside of the sensor is
exposed to the exhaust gas.
At high temperatures (400C [752F] and higher), the zirconium element generates a
voltage as a result of the large difference between the oxygen concentrations on the
inside and outside of the zirconium element.
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In addition, the platinum acts as a catalyst to cause a chemical reaction between the
oxygen and carbon monoxide (CO) in the exhaust gas. Therefore, this reduces the
amount of oxygen and increases sensor sensitivity.

When the air-fuel mixture is lean, there is much oxygen in the exhaust gas so that there
is only a little difference in the oxygen concentration between the inside and outside
of the zirconium element.
Therefore, the zirconium element will only generate a low voltage (nearly 0 V).
Conversely, when the air-fuel mixture is rich, there is almost no oxygen in the exhaust
gas.
For this reason, there is a large difference in the oxygen concentration between the
inside and outside of the sensor so that the zirconium element generates a relatively
large voltage (approx. 1 V).
Based on the OX signal output by the sensor, the engine ECU increases or decreases
the fuel injection volume so that the average air-fuel ratio is maintained at the
theoretical air-fuel ratio.
Some zirconium oxygen sensors have heaters to heat the zirconium element. This
heater is also controlled by the engine ECU. When the amount of the intake air is low
(in other words, when the exhaust gas temperature is low), current is sent to the heater
to heat the sensor.
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Knock Sensor

Knock Sensor
The knock sensor is attached to the cylinder block, and sends a KNK signal to the
engine ECU when engine knocking is detected. The engine ECU receives the KNK
signal and retards the ignition timing to suppress the knocking.
This sensor contains a piezoelectric element, which generates an AC voltage when
knocking causes vibration in the cylinder block and deforms the element.
The engine knock frequency is in the range of 6 to 13 kHz depending on the engine
model. The proper knock sensor is used in accordance with the knocking
generated by each engine.
There are two types of knock sensors.
As can be seen from the graph, one type generates a high voltage in a narrow
vibration frequency range, and the other generates a high voltage in a wide vibration
frequency range.
Recently some sensors that detect open and short circuits, as shown in the illustration,
have come into use. In this type of circuit, 2.5 V is constantly supplied so the KNK
signal is also output with a 2.5 V base frequency.
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STA (Starter) Signal / NSW (Neutal Start Switch) Signal

STA (Starter) Signal / NSW (Neutral Start Switch) Signal

STA (Starter) signal

The STA signal is used to detect whether or not the engine is cranking.
The main role of the signal is to gain approval from the engine ECU to increase the fuel
injection volume during cranking.
As can be seen from the circuit diagram, the STA signal detects in the engine ECU the
same voltage that is supplied to the starter.

NSW (Neutral Start Switch) signal

This signal is only used in vehicles with an automatic transaxle, and is used to detect
the shift lever position.
The engine ECU uses this signal to determine if the shift lever is in the "P" or "N"
position, or other position.
The NSW signal is mainly used to control the ISC system.
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A/C (Air Conditioner) Signal / Electrical Load Signal

A/C (Air Conditioner) Signal / Electrical

Load Signal

A/C (Air Conditioner) signal

The A/C signal differs depending on the vehicle model, but it detects if the magnetic
clutch of the air conditioner or the air conditioner switch is ON.
The A/C signal is used by the ignition timing control during idling, ISC system control,
fuel cut-off, and other functions.

Electrical load signal

The electrical load signal is used to detect if the headlights, rear window defogger, or
other devices are ON.
As can be seen in the circuit diagram, this signal circuit has several electric load
signals.
Depending on the vehicle model, these are compiled together and sent to the engine
ECU as a single signal, or each signal is sent individually to the engine ECU.
Electric load signals are used to control the ISC system.
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