FACULTY: MECHANICAL

CAREER: AUTOMOTIVE ENGINEERING

LABORATORY GUIDE FOR INTERNAL COMBUSTION ENGINES I

PARALLEL: A

PRACTICE No. 2

1. GENERAL DATA:
NAMES: CODES:
Bryan Barrionuevo 1859
Jonathan Viera 1835
DATE OF EXECUTION: DELIVERY DATE:
28/11/2017 04/12/2017
 1. TOPIC
Analysis and diagnosis of the injectors.
2. OBJECTIVES

[Link] OBJECTIVE

Check the operating status of the injectors using a multimeter,

oscilloscope and a clamp ammeter, in order to diagnose its proper functioning
or some possible failure.

2.2. SPECIFIC OBJECTIVES

Appreciate the type of signal emitted by each of the injectors.

Compare the operation of each injector.
Determine the injection time of each injector and appreciate how it is.
behavior.
Analyze the signal from the CKP sensor (Crankshaft Position Sensor).

2.3. MATERIALS
Clamp meter for oscilloscope.

This accessory allows you to visualize the intensity waveforms. It has

of a BNC connector and is compatible with any oscilloscope.

Characteristics
AC/DC bandwidth: 20kHz
Measure range: 65ª DC

Illustration 1 Clamp meter.

The oscilloscope

The oscilloscope is basically a graphical display device that shows

variable electrical signals over time.

Directly determine the period and voltage of a signal.

Indirectly determine the frequency of a signal.
Determine which part of the signal is DC and which is AC.
Locate faults in a circuit.
Measure the phase between two signals.
Determine which part of the signal is noise and how it varies over time.

Illustration 2 Oscilloscope.

Injector

A injector is a device used to pump fluids using the effect

Venturi. It uses a high-pressure fluid that exits through a nozzle at high speed and
low pressure converting its potential energy into kinetic energy.

Illustration 3 Injector.
 3. THEORETICAL FRAMEWORK

[Link] system
Bosch (2011) states that the car ignition system has as its main function
produce the spark with enough power to achieve a good combustion. In the engine
An internal combustion engine requires producing a high voltage spark carried by the
spark plug cables, if the system fails, the efficiency and power of the engine are greatly affected
way. The fundamental elements of the system include:
Electronic module
It is the brain of the system that coordinates the ignition, in addition to functions of
fuel injection. In the case of ignition, it controls the current that
supplies the ignition coil to generate the high-power spark.

Illustration 4.- electronic module

Ignition coil
The ignition coils generate voltages for the entire set of spark plugs in the engine,
the voltage is distributed through the ignition wires. The type of coil used
in the analyzed vehicle corresponds to a multi-spark ignition coil, with
a superior advantage in reliability compared to the conventional.

Illustration 5.- ignition coil

Spark plug
The spark plug must provide ignition energy in the combustion chamber at all times.
the possible operating conditions, without loss of tightness or
excessive heating.

Illustration 6.- spark plug

Injection systems
Multi-point and single-point injection: To save costs, sometimes a single one was used.
injector for all cylinders, that is, single point, instead of one for each cylinder, or
multipoint. Currently, and due to existing anti-pollution regulations in the
In the vast majority of countries, single-point injection has fallen into disuse.

Direct and indirect: In gasoline engines, it is indirect if the fuel is sprayed.

in the intake manifold instead of inside the combustion chamber, that is
in the cylinder. In diesel, on the other hand, it is called indirect if it is injected into a
pre chamber that is connected to the combustion chamber or main chamber that
Usually in direct injections they are found inside the heads of the
pistons.
Multipoint injector waveform (Current)

In the waveform of the example, it can be clearly seen that the wave is 'divided'.
in two easily defined areas. The first part of the waveform is responsible
of the electromagnetic force that raises the pivot. In this example, the time is
approximately 0.6 ms. At this point, the current can be seen dropping before returning.
to rise when the pivot remains open. Keeping this in mind, one can
observe that the amount of time the injector remains open is not
necessarily the same as the measured time. However, it is not possible to calculate
the time it takes for the injector spring to fully close the injector and stop
the fuel flow.
This test is ideal for identifying injectors with a solenoid reaction time.
too slow. An injector like this would not pass the necessary amount of fuel and the
the cylinder in question had a lean mixture.

Illustration 7.- Clamp meter.

Multipoint injector waveform (Voltage)

The injector is an electromechanical device powered by a 12 supply.

volts. The voltage will only be present when the motor starts or is running,
since the voltage supply is controlled by a tachometric relay.

The time the injector remains open will depend on the input signals.
views by the electronic control module (ECM) in the engine sensors.

The opening time or 'injector duration' will vary to compensate for the periods
starting the engine in cold and warming up. The time will also be extended.
duration under acceleration conditions. The injector will have a power supply
constant while the engine is running, and the ground path will be switched by the
ECM; the result can be seen in the waveform of the example. When it is removed the
ground, a tension is induced in the injector and a spike approaching 60 is recorded
volts.

The height of the peak can vary from one vehicle to another. If you see approximately 35
volts, it is because a Zener diode is used in the ECM to maintain the voltage.
Make sure that the top of the peak is flat, which indicates that the Zener has
removed the rest of the peak. If it is not balanced, this indicates that the point is not the
strong enough for the Zener to remove it completely, which means
there is a problem with a weak coil injector. If a Zener diode is not used
On the computer, the tip of a good injector will be 60 volts or more.

The multipoint injection can be sequential or simultaneous. A simultaneous system

will trigger the 4 injectors at the same time and each cylinder will receive 2 impulses of
injection by cycle (720° crankshaft rotation). A sequential system will receive a
single injection impulse per cycle; this is synchronized to match the
opening of the inlet valve.

As a rough guide, the injector durations of an engine at normal temperature

idling operation is:
2 5 ms: simultaneous
3.5 ms: sequential

Illustration 8.- Clamp meter.

Multi-point injector waveform (Voltage - Current)

By measuring the injector waveform using voltage and current, the operator can
see the correct time at which the injector opens physically. In the waveform of
Example (in red) clearly shows that the wave is divided into two areas.
easily defined.

The first part of the waveform is responsible for the electromagnetic force.
that raises the pivot. In this example, it took approximately 1.3 ms. To this
it is often called solenoid reaction time. The remaining 0.5 ms is the
real time during which the injector is fully open. This, when it
compared to the duration of the injector tension (blue trace), it is different from the
1.8 ms displayed.

When the ground connection is removed, a voltage is induced in the injector and it
records a peak close to 60 volts.
 Illustration 9.- Clamp meter.

Injectors
They are devices used to pump fluids using theVenturi [Link] use a
high-pressure fluid that exits through a nozzle at high speed and low pressure converting
its potential energy into kinetic energy.

Illustration 11.- Gasoline injection, with its fuel rail

CKP Sensor (Crankshaft Position Sensor)

This sensor reports the number and sequences of the slots made on the plate of
torque converter so that along with the data from the camshaft sensor (CMP), the
Computer locate the position of cylinder no. 1, and the spark generation and injection.
it can be synchronized with the engine. This sensor is located behind the engine on the side
law.
 Illustration 12.- CKP sensor

4. PROCEDURE

El procedimiento que se realizó en la práctica de la comprobación de inyectores es el

next

We connected the oscilloscope to the computer.

Connect the ammeter clamp and the oscilloscope to the signal cable on the injector.
Check the signal produced by the injector, with the vehicle on.
Observe the signal behavior when accelerating the vehicle.
Measure the injection time using the picoScope program.
Measure the signal time of the clamp meter at the moment that the
injector is open.
Accelerate the vehicle and observe if there are any changes in the signal.

5. RESULTADOS

A startup time of 4.1ms was determined that the computer emits to

injector, and 3 ms of injector opening.

As additional information, we have that not all failures that occur in the vehicle
they can be detected with the scanner since it only reads electronic signals and not
mechanical failures.

The phase shift of the injection signals with respect to the position signal was observed.
of the crankshaft, for the different cylinders.

At the moment of accelerating the vehicle, it is observed that the vehicle's reaction time
decreases, but increases the frequency with which fuel is injected.
 A time delay of 11ms was determined between the injection opening signals.
with the position of the crankshaft.

6. CONCLUSIONES

By checking the signal at each injector with equipment such as is the

The oscilloscope and the clamp ammeter were checked for normal operation.
It was determined that electronic devices are just a guideline of what it is
the analysis of vehicle failures as there may be mechanical problems
that these devices cannot detect.
At the time of using the ammeter clamp, the curve of could be evidenced
operation of an injector which must present a characteristic shape for
your good performance.

7. RECOMMENDATIONS

Use the appropriate equipment correctly to avoid damage to the

same and in the vehicle
Avoid contact of the oscilloscope cables with the motor to prevent damage.
damages
Use an appropriate scale on the oscilloscope to be able to notice its
functioning in an effective manner

8. ANNEXES

Fig. No. 13: Connection of the clamp meter

 Fig. No. 14: Oscilloscope Connection

Fig. No. 15: Measurement of injection time.

.
 Fig. No. 16: Injector signal delay in a cylinder.

9. BIBLIOGRAPHY

-Anonymous. (June 12, 2013). Auto advance. Obtained from

[Link]
crankshaft-position-ckp-and-cmp-sensor/

- Donado, A. (February 6, 2014). Self Support. Retrieved from

[Link]
automotive