Electronic fuel injection and electronic ignition have improved engine performance and efficiency as well as reduced air pollution in many modern automobiles.

SPFI systems are controlled by an electronic control module (ECM)to determine the optimum quantity of fuel to be injected to the intake manifold of the engine for a wide range of driving conditions such as engine water coolant temperature and engine load.

The EB-560 training system uses a unique combination of qualitative simulations and quantitative experiments to familiarize the student with the basic principles of operation and troubleshooting of single point fuel injection (SPFI) as implemented in many medium performance engines.

SPFI is a generic term to describe electronic fuel injection systems that use one or two fuel injectors per engine to replace the carburetor. high performance vehicles use multiport injection (covered by EB-561)in which each cylinder is fed from its own fuel injector.

The EB-560 training system simulates the ECM monitoring of the 02 sensor, engine air temperature, engine coolant temperature, throttle position manifold absolute pressure sensors. The fuel metering is simulated in a multicolor LED schematic that stows the change in fuel flow under various conditions. The operation of the fuel pump and ignition timing are also simulated.

The ECM actually controls a real single point fuel injector. The internal LCD display shows experiment number, injection duration (msec) fuel pressure, temperature, 02 sensor voltage and engine RPM. In order to provide the student with a general understanding of various types of electronic fuel injection, the BOSCH Monojetronic and the GM TBI and Multec electronic fuel injection systems are studied.

Real faults can be inserted by connecting a cable from the EB-560 panel to the PU-2000 or PUZ-2000 mainframe. Interactive courseware accompanies each experiment and trouble shooting exercise. The student is asked multiple choice questions to test his understanding before each experiment as well as observation questions at the conclusion of each experiment all measurements are checked if they lie within predetermined limits.

This training proves invaluable in the long run, as it serves as the foundation for the student's future technological skills. The demonstrators are available both in gasoline and diesel model cars. The preparation kits include an AC-64 Interconnection Box for installing faults in the vehicle.

System Description

• Panel Components

• Ignition, engine start switch

• Experiment select switch

• Reset and run push buttons

• Injector mode selector

• Number of injector pulses

• Injector duration control

• Injector voltage & current jacks

• 02 sensor LEAN & RICH led

• Air temperature potentiometer

• Coolant temperature control

• MAP sensor

• MAP simulation potentiometer

• Fuel metering schematic

• Throttle position sensor (TPS)

• Fuel pump relay led

• Fuel pump simulation

• Ignition timing simulation

• Service engine soon indicator

• Stall engine switch

• Bosch Ev-O fuel injector

Recommended Experiments

Injectors used in SPFI systems

1. SPFI injector construction

2. Static and dynamic flow rates

3. Voltage controlled injector activation

4. Relation of fuel injected to opening duration

Fuel delivery in SPFI systems

1. SPFI fuel delivery systems

2. Fuel pressure regulator

3. Effect of fuel return line obstruction on fuel pressure

4. Fuel pump control circuit

Fuel Injector operating patterns

1. Measure injector activation patterns with an oscilloscope

2. Check SPFI functions with an oscilloscope

3. Use a tach-dwell meter to measure injection duration

4. TPS and temperature sensors In SPFI systems

5. Relation of TPS angle to output voltage

6. Conversion of air and coolant sensor resistance to voltage.

7. Simulate temperature sensor operation with a potentiometer

02 sensor and closed loop operation

1. 02 sensor operating principles

2. Excess air factor (Lambda)

3. Heated 02 sensors

ch Monojetronic Injection

1. Relation of air mass intake to throttle valve opening

2. Throttle valve potentiometer

3. Adaptive SPEI based on stored

4. data in memory

5. Idle speed control

6. Closed loop SPFI operation

ifold absolute pressure (MAP) sensors

1. MAP sensor construction

2. Converting pressure to an electrical signal

3. Relation of MAP output voltage to vacuum

4. Simulate MAP output

TRI and MULTEC SPFI systems

1. Evaluate air mass from MAP, TPS and engine RPM

2. TBI system operation

3. TBI idle air control

4. Self-diagnostic fault codes

Troubleshooting

• Detect and diagnose faults in

• SPFI systems

• Detect and diagnose faults in SPFI sensors and circuits

• Troubleshooting techniques in automotive electronic systems