Principle of Operation

Principle of Operation








Fuel Management delivers fuel from the tank to the intake ports of the engine. To accomplish this, fuel supply must be available to the fuel injectors. Then the fuel must be injected in the precise amount and at the correct time. The ECM does not directly monitor fuel supply, although it does control fuel supply. The Fuel Pump supplies fuel when it receives operating voltage from the Engine Control Module Relay supplying the Fuel Pump Relay. The ECM controls and monitors fuel injection.
The Fuel Pump will be activated when the ignition (KL15) is switched on and the ECM supplies a ground circuit to activate the Fuel Pump Relay. The Fuel Pump Relay supplies operating power to the in tank mounted fuel pump. This is a momentary activation to pressurize (prime) the fuel system.
The ECM then requires an engine speed signal from the Crankshaft Position/RPM Sensor to maintain continuous Fuel Pump Relay activation.
If the engine RPM signal is not present, the ECM will deactivate the Fuel Pump Relay.
The Fuel Injectors will be opened by the ECM to inject pressurized fuel into the intake ports. The Fuel Injectors receive voltage from the Engine Control Module Relay. The ECM controls the opening by activating the ground circuits for the Solenoid Windings.

The ECM will vary the duration (in milla seconds) of opening time to regulate the air/fuel ratio.





The ECM has six Final Stage output transistors that switch ground to the six injector solenoids. The Injector triggering is first established from the Crankshaft Position/RPM Sensor.
The ECM is programmed to activate the Final Stage output transistors once for every two revolutions of the crankshaft in two groups (SemiSequential Injection).





The injectors are opened in two groups for every complete working cycle of the engine. This delivers the fuel charge for cylinders 1,5,3 during one revolution of the crankshaft and cylinders 6,2,4 during the second revolution of the crankshaft. This process enhances fuel atomization during start up.
During start up, the ECM recognizes the Camshaft Position (Cylinder ID) input. The camshaft position is referenced to the crankshaft position. It then switches the injection to Full Sequential. This process "times" the injection closer to the intake valve opening for increased efficiency.





When activated, each injector delivers the full fuel charge at separate times during each engine working cycle.
If this input is faulty, the ECM will activate the injectors in Parallel to maintain engine operation and set a fault code.





The Injector "open" Time to maintain engine operation after it has been started is determined by the ECM (programming). The ECM will calculate the injection timing based on a combination of the following inputs:
^ Battery Voltage
^ Throttle Position
^ Air Flow Volume/Mass
^ Air Temperature
^ Crankshaft Position/RPM
^ Camshaft Position (Cylinder ID)
^ Engine Coolant
^ Oxygen Sensor
(Detailed in Emissions)
The injection ms value will be regulated based on battery voltage. When cranking, the voltage is low and the ECM will increase the ms value to compensate for injector lag time. When the engine is running and the battery voltage is higher, the ECM will decrease the injection ms value due to faster injector reaction time.
Cold starting requires additional fuel to compensate for poor mixture and the loss of fuel as it condenses onto cold intake ports, valves and cylinder walls. The cold start fuel quantity is determined by the ECM based on the Engine Coolant Temperature Sensor input during start up.
During cranking, additional fuel is injected (in SemiSequential) for the first few crankshaft revolutions. After the first few crankshaft revolutions, the injected quantity is metered down as the engine comes up to speed. When the engine speed approaches idle ram, the ECM recognizes the Camshaft Position and switches to Full Sequential injection.
When the engine is cold, optimum fuel metering is not possible due to poor air/fuel mixing and an enriched mixture is required. The Coolant Temperature input allows the ECM to adjust the injection ms value to compensate during warm up and minimize the injected fuel at engine operating temperature.
When the engine is at idle, minimum injection is required. Additional fuel will be added if the ECM observes low engine rem and increasing throttle/air volume inputs (acceleration enrichment). As the throttle is opened, the ECM monitors acceleration and rate of movement. The ECM will increase the volume of fuel injected into the engine by increasing the injection ms value. The "full throttle" position indicates maximum acceleration and the ECM will add more fuel (full load enrichment).
As the throttle is closed, the ECM decreases the injection ms value (fuel shut off) if the rem is above idle speed (coasting). This feature decreases fuel consumption and lowers emissions. When the engine rem approaches idle speed, the injection ms value is increased (cut-in) to prevent the engine from stalling. The cut-in ram is dependent upon the engine temperature and the rate of deceleration.
The Hot Film Air Mass (H FM) signal provides the measured amount of intake air volume/mass. This input is used by the ECM to determine the amount of fuel to be injected to balance the air/fuel ratio.
The Air Temperature Signal allows the ECM to make an additional calculation of air density. The varying voltage input from the NTC sensor indicates the larger proportion of oxygen found in cold air, as compared to less oxygen found in warmer air. The ECM will adjust the amount of injected fuel because the quality of combustion depends on oxygen sensing ratio (details in Emissions).
The Crankshaft Position/RPM signals the ECM to start injection as well as providing information about the engine operation. This input is used in combination with other inputs to determine engine load which increases/decreases the injection ms value. Without this input, the ECM will not activate the injectors.
The Camshaft Position (Cylinder ID) affects the injection timing (SemiSequential/Full Sequential). To accomplish this, the ECM contains six Final Stage output transistors that activate the injectors individually. The engine operates sufficiently on SemiSequential Injection (two groups of three), but more efficiently on Full Sequential Injection (six individual). If one of the fuel injector circuits faulted, the engine can still operate on limited power from the other remaining fuel injector circuits.





Injection Reduction Time is required to control fuel economy, emissions, engine and vehicle speed limitation. The ECM will trim back or deactivate the fuel injection as necessary while maintaining optimum engine operation.
As the throttle is closed during deceleration, the ECM decreases the injection ms value (fuel shut off) if the rpm is above idle speed (coasting). This feature decreases fuel consumption and lowers emissions.
When the engine rpm approaches idle speed, the injection ms value is increased (cut-in) to prevent the engine from stalling. The cut-in rpm is dependent upon the engine temperature and the rate of deceleration. This function can be observed as displayed on the Fuel Economy (MPG) gauge.
The ECM will selectively deactivate injectors to control maximum engine rpm (regardless of vehicle speed). When the engine speed reaches 6500 ram, the injectors will be individually deactivated as required to protect the engine from over rev.
As the engine speed drops below 6500 ram, injector activation will be resumed. This Feature does not protect the engine from a forced over rev such as improperly downshifting a manual transmission equipped vehicle (driver error).





Maximum vehicle speed is also limited by the ECM selectively deactivating the injectors (regardless of engine ram).
This limitation is based on the vehicle dimensions, specifications and installed tires (speed rating).





The ECM will also protect the Catalytic Converter by deactivating the injectors.
If the ECM detects a misfire (ignition, injection or combustion) it can selectively deactivate the Final Stage output transistor for that cylinder(s).
The injector(s) will not open, preventing unburned fuel from entering the exhaust system.
On the MS45 system, there are six individual injector circuits resulting in deactivation of one or multiples. This will limit engine power, but protect the Catalytic Converter.





Fuel Injection Control Monitoring is performed by the ECM for OBD II requirements. Faults with the fuel injectors and/or control circuits will be stored in memory. This monitoring includes:
^ Closed Loop Operation
^ Oxygen Sensor Feedback
These additional corrections are factored into the calculated injection time. If the correction factor exceeds set limits a fault will be stored in memory.
When the criteria for OBD II monitoring is achieved, the Malfunction Indicator Light will be illuminated.