Beruflich Dokumente
Kultur Dokumente
qxd
7/6/04
2:36 PM
Page 99
24
IGNITION SYSTEMS
CHAPTER OVERVIEW
This chapter explains the basic principles of ignition systems and describes their components and how they function. The most common types of ignition systems are compared.
Recent innovations are introduced with an explanation of their advantages.
CHAPTER OBJECTIVES
Describe the three major functions of an ignition system.
Name the operating conditions of an engine that affect ignition timing.
Name the two major electrical circuits used in ignition systems and their common
components.
Describe the operation of ignition coils, spark plugs, and ignition cables.
Explain how high voltage is induced in the coil secondary winding.
Describe the various types of spark timing systems, including electronic switching
systems and their related engine position sensors.
Explain the basic operation of a computer-controlled ignition system.
Explain how the fuel injection system may rely on components of the ignition
system.
Describe the operation of distributor based-ignition systems.
Describe the operation of distributorless ignition systems.
99
4227_sec_04.qxd
100
7/6/04
2:36 PM
Page 100
Chapter 24
4227_sec_04.qxd
7/6/04
2:36 PM
Page 101
Ignition Systems
2.
3.
4.
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
101
up coil, inducing a small AC voltage signal that can be amplified elsewhere in the ignition system.
Dwell is the period of time in which current is flowing through the primary winding
of the coil. The longer current is allowed to flow, the greater coil saturation will be.
A fully saturated coil can better provide maximum secondary voltage.
Engine timing requirements are affected by engine speed and load.
Electronic ignition designs with two-plugs-per-coil use the waste spark method. Each
end of the coils secondary winding is attached to a spark plug. When the magnetic
field in the primary winding of the coil collapses, inducing extremely high voltage in
the secondary winding, both plugs fire. One plug will fire in the normal direction,
with the spark jumping from the center electrode to the side electrode, and the other
plug will fire with the spark jumping in the opposite direction.
A magnetic pulse generator has a pickup coil consisting of a permanent magnet with
a coil of wire wound around it and a rotating toothed wheel called a timing disc, or trigger wheel. The permanent magnet in the pickup coil provides a magnetic field through
which the trigger wheel moves. As the trigger wheel moves through the magnetic field,
the field is distorted and an AC voltage is induced in the pickup coil winding.
c. When current flowing through the primary winding is interrupted, the magnetic
field collapses and a high voltage surge occurs in the coil secondary winding.
d. All of the above
c. Reach, heat range, and air gap are features of spark plugs.
c. Both a hall-effect switch and a magnetic pulse generator have permanent magnets.
c. Both technicians are correct. The ignition system must both supply high voltage to
the spark plugs and also maintain the spark long enough to burn all of the air/fuel
mixture.
b. Technician B is correct. Advanced timing is desirable when the engine is operating at high engine speeds. When the engine is operating under heavy load, timing
should be slightly retarded, not advanced as stated by Technician A.
b. Technician B is correct. Maximum available secondary voltage should always
exceed what is required. Maximum required secondary voltage is higher at wide open
throttle, not at idle as stated by Technician A
c. Both technicians are correct. The ignition system must both supply sufficient voltage to jump across the air gap and also deliver it at the correct time.
False. Some coil-per-cylinder designs have individual coils mounted near the plugs
and use a short secondary wire to connect the coil to the plug.
b. Modern ignition cables have fiber cores that act as resistors to reduce RFI and
reduce spark plug wear.
c. Both technicians are correct. Both plugs fire at the same time and also have different polarities.
d. Both statements A and B are correct. The magnetic field surrounding the pickup
coil moves both when a tooth is approaching and when moving away from the pickup coil.
b. When the reluctor tooth is directly in line with the pickup coil, the magnetic field
is neither expanding nor contracting.
c. A Hall-effect sensor produces a signal that is amplified, inverted, and shaped into
a clean square wave signal.
c. A Hall-effect sensor has shutters rather than teeth.
Chapters 24 and 25 are combined in the Tech Manual. The Tech Manual Procedures,
Additional Teaching Hints, and Tech Manual Review Questions for both chapters are at
the end of Chapter 25.
4227_sec_04.qxd
7/6/04
2:36 PM
Page 102
25
IGNITION SYSTEM
DIAGNOSIS AND SERVICE
CHAPTER OVERVIEW
This chapter describes ignition system inspection and testing techniques. Included is how
to use an oscilloscope to monitor various phases of ignition system performance. The testing procedures described can be demonstrated in the shop.
CHAPTER OBJECTIVES
Perform a no-start diagnosis and determine the cause of the condition.
Determine the cause of an engine misfire.
Perform a visual inspection of ignition system components, primary wiring, and
secondary wiring to locate obvious trouble areas.
Describe what an oscilloscope is, its scales and operating modes, and how it is used
in ignition system troubleshooting.
Test the components of the primary and secondary ignition circuits.
Test individual ignition components using test equipment such as a voltmeter,
ohmmeter, and test light.
Service and install spark plugs.
Describe the effects of incorrect ignition timing.
Check and set (when possible) ignition timing.
Diagnose engine misfiring on EI-equipped engines.
102
4227_sec_04.qxd
7/6/04
2:36 PM
Page 103
103
4227_sec_04.qxd
104
7/6/04
2:36 PM
Page 104
Chapter 25
4227_sec_04.qxd
7/6/04
2:36 PM
Page 105
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
105
4227_sec_04.qxd
106
7/6/04
2:36 PM
Page 106
Chapter 25
TECH MANUAL
The following procedures are included in Chapters 24/25 of the Tech Manual:
1.
2.
3.
4.
5.
4227_sec_04.qxd
7/6/04
2:36 PM
Page 107
26
FUELS AND OTHER
ENERGY SOURCES
CHAPTER OVERVIEW
This chapter describes the common fuels used as energy sources for automobiles. Alternative fuels and some of the different vehicles such as hybrids and fuel cell vehicles are
briefly explored.
CHAPTER OBJECTIVES
Describe the basic composition of gasoline.
Explain why materials are added to gasoline to make it more efficient.
Name the common substances used as oxygenates in gasoline and explain what
they do.
Describe how the quality of a fuel can be tested.
Explain the advantages and disadvantages of the various alternative fuels.
Explain the differences between electric, hybrid, and fuel cell vehicles.
107
4227_sec_04.qxd
108
7/6/04
2:36 PM
Page 108
Chapter 26
VI.
VII.
VIII.
IX.
X.
XI.
C. MTBE
D. Aromatic Hydrocarbons
E. Reformulated Gasoline
Hint: Discuss gasoline and how its formulation has been influenced by
environmental concerns. Discuss how performance has been affected.
Fuel Quality Testing
A. Testing the RVP of Gasoline
B. Alcohol in Fuel Test
Alternate Fuels
A. Diesel Fuel
1. Biodiesel
B. LP Gas
C. P-Series
D. Compressed Natural Gas
1. Hydrogen
Renewable Fuels
A. Ethanol
Electric Vehicles
A. Solar Energy
Hybrid Electric Vehicles
A. Series Hybrids
B. Parallel hybrids
Fuel Cell Vehicles
A. Fuel Cells
B. Reformers
Hint: Compare the merits of various fuels. Compare the difference in
volatility and energy content of several widely different fuels such as gasoline,
alcohol, and diesel fuel. Discuss the different fuel delivery systems required
for different fuels.
4227_sec_04.qxd
7/6/04
2:36 PM
Page 109
5.
6.
7.
8.
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
109
Stoichiometric
A hybrid vehicle is one that utilizes a combination of two or more sources of power.
c. Conductivity is unlikely to affect the performance of fuel.
The Reid vapor pressure test (RVP) measures the volatility of the fuel.
False. Some hybrid vehicles use the electric motor to add to the engine for fuel economy, or performance, but not to replace it.
False. Some hydrogen-powered vehicles use an internal combustion engine similar to
a gasoline engine.
d. A reformer changes the molecular structure of hydrocarbons into hydrogen-rich
gas to power fuel cells.
c. Both technicians are correct. The use of both methanol and MTBE has declined.
b. Nitrous oxide is not commonly used to increase the octane rating of gasoline.
a. Fuel detergents do not affect the octane rating of a fuel and therefore have no effect
on engine knock.
c. Both technicians are correct. Reformulated gasoline contains more oxygen in order
to cause it to generate less carbon monoxide and more carbon dioxide from a leaner
air/fuel mixture.
True. The engine does not start until the vehicle reaches a predetermined speed.
b. Hydrogen may be stored as a compressed gas, as liquid hydrogen, or by bonding
it with a substrate such as a metal hydride.
d. Ethanol is the most commonly used octane booster.
c. Both technicians are correct.
True. When more power than what the fuel cell can generate is needed, additional
current is drawn from the storage batteries.
TECH MANUAL
The following procedure is included in Chapter 26 of the Tech Manual:
1. Testing the RVP of gasoline.
4227_sec_04.qxd
110
7/6/04
2:36 PM
Page 110
Chapter 26
4.
5.
6.
7.
False
c
a
Fuels derived from renewable biological sources for use in diesel engines are known
as biodiesel fuels. Animal fats, recycled restaurant grease, and vegetable oils derived
from crops such as soybeans, canola, corn, and sunflowers are used in the production
of biodiesel fuel.
8. series hybrid
9. The most common are: compressed gaseous or liquid hydrogen, methanol, sodium
borohydride, and gasoline.
10. A renewable fuel is made from a raw product that can be reproduced.
4227_sec_04.qxd
7/6/04
2:36 PM
Page 111
27
FUEL DELIVERY SYSTEMS
CHAPTER OVERVIEW
The fuel system is responsible for supplying clean fuel in the correct quantities and pressure to the injectors. This chapter shows how to inspect and service the fuel delivery system. The fuel injection system is discussed in later chapters.
CHAPTER OBJECTIVES
Describe the components of a fuel delivery system and the purpose of each.
Conduct a visual inspection of a fuel system.
Relieve fuel system pressure.
Inspect and service fuel tanks.
Inspect and service fuel lines and tubing.
Describe the different fuel filter designs and mountings.
Remove and replace fuel filters.
Explain how common electric fuel pump circuits work.
Conduct a pressure and volume output test on a mechanical and electric fuel pump.
Service and test electric fuel pumps.
111
4227_sec_04.qxd
112
7/6/04
2:36 PM
Page 112
Chapter 27
B. Inspection
C. Line Replacement
V. Fuel Filters
A. Servicing Filters
VI. Fuel Pumps
A. Fuel Pump Circuits
B. Troubleshooting
C. No-Start Diagnosis
Hint: Show several types of fuel pumps. Discuss the control circuits and
explain how to differentiate between a failed fuel pump, low fuel pressure,
and a circuit failure.
D. Replacement
1. External Fuel Pump
2. Internal Fuel Pump
4227_sec_04.qxd
7/6/04
2:36 PM
Page 113
113
17. d. The strainer is designed to prevent large contaminants from entering the fuel
system.
18. a. Threaded fuel caps should be tightened until they click. The vent pipe is connected from the top of the filler pipe to the top of the fuel tank, not the bottom as stated
by Technician B.
19. a. The one way check valve prevents fuel from draining back through the pump when
the engine is off.
20. a. Some fuel pumps on EFI systems are computer controlled. The amount of fuel a
pump will deliver in a specified time period is referred to as fuel pump volume, not
fuel pump pressure as stated by Technician B.
TECH MANUAL
The following procedures are included in Chapter 27 of the Tech Manual:
1. Relieving fuel system pressure on an EFI system.
2. Testing fuel pump pressure on an EFI engine.
3. Replacing an in-line fuel filter.
True
b
lean, rich
a. incorrect fuel pump pressure
b. low fuel volume delivered
b
a
A rollover check valve prevents fuel leaks from the fuel tank vent and feed lines in the
event of a vehicle rollover.
Increased load results in increased pressure.
c
c
4227_sec_04.qxd
7/6/04
2:36 PM
Page 114
28
ELECTRONIC FUEL INJECTION
CHAPTER OVERVIEW
Electronic fuel injection is the most precise, reliable, and effective method of delivering
fuel to the combustion chamber. This chapter discusses the common components found
in most electronic fuel injection (EFI) systems and explains how various EFI designs operate. This is a discussion of typical systems and not an attempt to include all of the variations. Understanding the operation of typical systems provides a foundation that will lead
to a better understanding of any variations when they are encountered.
CHAPTER OBJECTIVES
Explain the differences in point of injection in throttle body or port injection
systems.
Describe the difference between a sequential fuel injection (SFI) system and a
multiport fuel injection (MFI) system.
Explain the design and function of major EFI components.
Describe the inputs used by the computer to control the idle air control and idle air
control bypass air motors.
Describe how the computer supplies the correct air/fuel ratio on a throttle-body
injection (TBI) system.
Explain how the clear flood mode operates on a TBI system.
Explain why manifold vacuum is connected to the pressure regulator in an MFI
system.
Describe the operation of the pressure regulator in a returnless EFI system.
Describe the operation of the central injector and poppet nozzles in a central port
injection (CPI) system.
Describe the operation of direct gasoline injection systems.
114
4227_sec_04.qxd
7/6/04
2:36 PM
Page 115
III.
IV.
V.
VI.
VII.
VIII.
115
B. System Operation
C. Fuel Injectors
Hint: Pass around various types and styles of injectors and discuss the merits
of each and which type of fuel injection system they are used in.
D. Idle Speed Control
Throttle Body Fuel Injection
A. TBI Advantages
B. Injectors
C. Throttle Body Internal Design and Operation
D. Injector Internal Design and Electrical Connections
1. Pulse Width
E. Air/Fuel/Ratio Enrichment
Port Fuel Injection
A. Port Firing Control
B. Port Fuel Injection System Design
C. Cold-Start Injector
D. Pressure Regulators
Sequential Fuel Injection Systems
A. A Typical Sequential Fuel Injection System
B. Returnless Fuel System Pressure Regulators
C. Typical Import Sequential Fuel Injection System
Central Multiport Fuel Injection (CMFI)
A. Pressure Regulator
B. Injector Design and Operation
C. Poppet Nozzles
Gasoline Direct-Injection (GDI) Systems
Input Sensors
A. Airflow sensors
1. Volume Airflow Sensor
2. Karman Vortex
B. Air Temperature Sensor
C. Mass Airflow Sensor
D. Manifold Absolute Pressure Sensor
E. Oxygen Sensors (O2S)
F. Other EFI System Sensors
1. Coolant Temperature
2. Throttle Position
3. Engine Speed
4. Cranking Enrichment
5. Altitude Compensation
6. Coasting Shutoff
G. Additional Input Information Sensors
1. Detonation
2. Crankshaft Position
3. Camshaft Position
4. Air Charge Temperature
5. Air Conditioner Operation
6. Gearshift Lever Position
7. Battery Voltage
8. Vehicle Speed
4227_sec_04.qxd
116
7/6/04
2:36 PM
Page 116
Chapter 28
4227_sec_04.qxd
7/6/04
2:36 PM
Page 117
117
20. Special fuel injectors are needed for GDI systems due to much higher injection pressures and the need to seal the injector to prevent heat from igniting the fuel in the
injector.
Chapters 28 and 29 are combined in the Tech Manual. The Tech Manual Procedures,
Additional Teaching Hints, and answers for the Tech Manual Review Questions for both
chapters are at the end of Chapter 29.
4227_sec_04.qxd
7/6/04
2:37 PM
Page 118
29
FUEL INJECTION SYSTEM
DIAGNOSIS AND SERVICE
CHAPTER OVERVIEW
Diagnosing and servicing fuel injection systems requires systematic, step-by-step procedures. This chapter describes how to diagnose typical fuel injection systems and to perform routine maintenance and repairs.
CHAPTER OBJECTIVES
Perform a preliminary diagnostic procedure on a fuel injection system.
Remove, clean, inspect, and install throttle body assemblies.
Explain the results of incorrect fuel pressure in a TBI, MFI, or SFI system.
Perform an injector balance test and determine injector condition.
Clean injectors on an MFI or SFI system.
Perform an injector sound, ohmmeter, noid light, and scope test.
Perform and injector flow test and determine injector condition.
Perform an injector leakage test.
Remove and replace the fuel rail, injectors, and pressure regulator.
Diagnose causes of improper idle speed on vehicles with fuel injection.
118
4227_sec_04.qxd
7/6/04
2:37 PM
Page 119
119
4227_sec_04.qxd
120
7/6/04
2:37 PM
Page 120
Chapter 29
4. OBD-II compliant vehicles use adaptive fuel control strategies referred to as shortterm fuel trim (STFT) and long-term fuel trim (LTFT) to make adjustments to fuel
control calculations. STFT begins when the engine goes into closed loop and the computer begins recognizing input from the O2 sensors. Once the engine reaches a predetermined operating temperature (typically about 180F), the PCM begins to update
the LTFT based on engine speed and STFT. STFT works to bring LTFT close to 0 percent correction. A rich condition will be indicated by a LTFT number and a lean condition will be indicated by a +LTFT number on the scan tool.
5. When block integrator or block learn numbers are constantly below 128, the computer
is continually decreasing fuel, indicating a rich condition or high O2 sensor voltage.
6. d. If a mass air flow (MAF) sensor is suspected of causing a no-start condition, unplug
the sensor and attempt to start the engine. If it starts, the sensor should be replaced.
7. Dirt, gum, or varnish buildup on the throttle plates or throttle body restricts the flow
of air into the engine and may result in a driveability problem.
8. a. An electrically open injector on an engine with port injection would not deliver
fuel to that cylinder and affects only one cylinder. This would be unlikely to cause hard
starting. The other three choices affect all of the cylinders and could easily cause
hard starting due to either flooding or insufficient cold enrichment.
9. Test an injector with an ohmmeter by disconnecting the wiring connector and connecting the ohmmeter leads across the injector terminals. Compare to specifications.
If the injector is even a little bit outside of specifications, it should be replaced.
10. Pulse width is the time measured in milliseconds that an injector is energized. Duty
cycle is the percentage of on-time to total cycle time.
11. A dual trace lab scope can be used to make sure that the injectors are firing at the correct time. Connect the lab scope so that one trace displays the ignition reference signal and the other trace displays the injector signal. The two signals should have some
sort of rhythm between them that should be constant. If the injectors wave form is
fine but varies, a faulty ignition reference sensor or circuit is faulty. If the ignition signal is lost because of a faulty sensor, the injection system will also shut down. If the
injector circuit and the ignition reference circuit shut down at the same time, the cause
of the problem is probably the ignition reference sensor. If the injector circuit shuts
off before the ignition circuit, the problem is the injector circuit or the PCM.
12. a. A vacuum leak allows unmeasured air to bypass the throttle, which controls the
speed of the engine. This would result in increased idle speed. A higher than normal
throttle position sensor signal would most likely be interpreted as a higher than normal idle throttle opening, and the IAC should act to reduce, not increase, engine
speed.
13. c. Both technicians are correct. On some systems, such as Toyota, a jumper wire may
be used at the data link connector during diagnosis. If the IAC BPA counts are zero,
there may be an open circuit.
14. b. Technician B is correct. If the pintle is extended beyond specifications, it should
be retracted before installation to avoid damage. Throttle body cleaner may be used
to clean air passages, not the internal components of the motor as stated by Technician A.
15. c. Both technicians are correct.
16. a. Air that bypasses a mass air flow sensor causes the engine to run lean because the
amount of fuel injected is based on the amount of air flowing through the sensor; additional air that bypasses the sensor leans the mixture. A speed density system with a
vacuum leak will increase, not decrease, injector pulse width.
17. c. Both technicians are correct.
4227_sec_04.qxd
7/6/04
2:37 PM
Page 121
121
TECH MANUAL
The following procedures are included in Chapters 28/29 of the Tech Manual:
1. Visually inspecting an EFI system.
2. Checking the operation of the fuel injectors on an engine.
3. Conducting an injector balance test.
4227_sec_04.qxd
122
7/6/04
2:37 PM
Page 122
Chapter 29
9.
10.
11.
12.
13.
b
c
c
d
Idle speed control is a function of the PCM. Based on operating conditions and inputs
from various sensors, the PCM regulates the idle speed to control emissions. In
throttle-body and port EFI systems, engine idle speed is controlled by bypassing a certain amount of airflow past the throttle valve in the throttle-body housing.
14. True
15. False
4227_sec_04.qxd
7/6/04
2:37 PM
Page 123
30
INTAKE AND
EXHAUST SYSTEMS
CHAPTER OVERVIEW
This chapter covers all of the recent advances in intake and exhaust systems. Among these
are thermostatic air cleaners, catalytic converters, turbochargers, and superchargers.
Inspection, diagnosis, and service of various components are discussed.
CHAPTER OBJECTIVES
Explain the operation of the components of the air induction system, including
ductwork, air cleaners/filters, and intake manifolds.
Describe how the engine creates vacuum and how vacuum is used to operate and
control many automotive devices.
Inspect and troubleshoot vacuum and air induction systems.
Explain the operation of exhaust system components, including exhaust manifold,
gaskets, exhaust pipe and seal, catalytic converter, muffler, resonator, tailpipe, and
clamps, brackets, and hangers.
Properly perform an exhaust system inspection, and service and replace exhaust
system components.
Explain the purpose and operation of a turbocharger.
Inspect a turbocharger, and describe some common turbocharger problems.
Explain supercharger operation, and identify common supercharger problems.
123
4227_sec_04.qxd
124
7/6/04
2:37 PM
Page 124
Chapter 30
D. Vacuum System
1. Vacuum Basics
2. Vacuum Controls
3. Diagnosis and Troubleshooting
(a) Vacuum Test Equipment
II. Exhaust System Components
A. Exhaust Manifold
B. Exhaust Pipe and Seal
C. Catalytic Converters
D. Converter Problems
E. Mufflers
F. Resonator
G. Tailpipe
H. Heat Shields
I. Clamps, Brackets, and Hangers
III. Exhaust System Service
A. Exhaust System Inspection
1. Exhaust Restriction Test
B. Replacing Exhaust System Components
1. Exhaust Manifold and Exhaust Pipe Servicing
2. Replacing Leaking Gaskets and Seals
IV. Turbochargers and Superchargers
A. Turbocharger Operation
1. Various Turbocharger Designs
2. Waste Gate Valve
3. Intercooler
4. Lubricating System
5. Spark-Retard System
6. Computer-Controlled Systems
(a) Turbocharger Inspection
7. Wastegate Service
(a) Common Turbocharger Problems
(b) Replacing a Turbocharger
8. Turbo Start-up and Shutdown
B. Superchargers
1. Supercharger Operation
2. Supercharger Designs
3. Supercharger Problems
4227_sec_04.qxd
7/6/04
2:37 PM
Page 125
125
5. A late-model vehicle has at least two catalytic converters in the exhaust system.
6. d. A miniconverter is sometimes referred to as a warm-up converter because it is used
to clean up emissions during warm-up.
7. c. The exhaust system should be cool and the negative battery cable should be disconnected before working on the exhaust system.
8. b. A vacuum leak anywhere in the system results in a leaner mixture, not a richer
mixture as stated by Technician A. A lean mixture causes poor engine performance.
9. b. A vacuum leak causes an engine to run leaner, not richer than normal. An excessively lean condition can lead to detonation and other driveability problems.
10. c. Both technicians are correct. Penetrating oil should be used on rusted exhaust pipe
connections and critical clearance areas should be checked.
11. d. All of the above.
12. c. Both technicians are correct. Both low compression and incorrect ignition timing
can cause a low vacuum gauge reading.
13. True. An engine misfire can cause raw fuel to enter the exhaust and overheat the
converter.
14. d. A turbocharger requires no mechanical connection between the compressor wheel
and the engine.
15. d. Ten psi of turbo boost means that the air entering the engine is 10 psi above atmospheric pressure.
16. a. The wastegate manages turbocharger output pressure.
17. b. Lack of lubrication is a major cause of turbocharger failures.
18. c. Start the engine and listen to the sound that the turbocharger makes to help diagnose any exhaust or boost pressure leaks.
19. a. Superchargers are mechanically driven, rather than being dependent on exhaust
gas pressure.
20. a. Disconnected vacuum hoses admit air that is not included in the engines fuel control strategy resulting in a leaner than normal air/fuel mixture, not a richer mixture
as stated by Technician B.
TECH MANUAL
The following procedure is included in Chapter 30 of the Tech Manual:
1. Inspecting an exhaust system.
4227_sec_04.qxd
126
7/6/04
2:37 PM
Page 126
Chapter 30
4227_sec_04.qxd
7/6/04
2:37 PM
Page 127
31
EMISSION CONTROL SYSTEMS
CHAPTER OVERVIEW
This chapter discusses the latest in emission control theory, components, and operation.
It also covers pollutants, history of emission legislation, and development of emission control devices.
CHAPTER OBJECTIVES
Explain why hydrocarbon (HC) emissions are released from an engines exhaust.
Explain how carbon monoxide (CO) emissions are formed in the combustion
chamber.
Describe oxygen (O2) emissions in relation to air/fuel ratio
Describe how carbon dioxide (CO2) is formed in the combustion chamber.
Describe how oxides of nitrogen (NOx) are formed in the combustion chamber.
Describe the operation of an evaporative control system during the canister purge
and nonpurge modes.
Explain the purpose of the positive crankcase ventilation system.
Explain the operation of the detonation sensor and electronic spark control module.
Describe the operation of an exhaust gas recirculation valve.
Explain the design and operation of a positive and negative back pressure EGR
valve.
Explain the operation of a digital EGR valve.
Explain the operation of a linear EGR valve.
Define the purpose of a catalytic converter.
Describe the operation of a secondary air injection system.
127
4227_sec_04.qxd
128
7/6/04
2:37 PM
Page 128
Chapter 31
C. Oxides of Nitrogen
D. Oxygen
E. Carbon Dioxide
III. Evaporative Emission Control Systems
A. OBD-II EVAP Systems
IV. Precombustion Systems
A. Engine Design Changes
B. PCV Systems
1. Operation
2. PCV Valve
3. Fixed Orifice Tube PCV System
C. Spark Control Systems
D. EGR Systems
1. EGR Valve
(a) Valve Controls
(b) Types of EGR Valves
2. Electronic EGR Controls
E. Intake Heat Control Systems
1. Port Fuel Injection
V. Postcombustion Systems
A. Catalytic Converters
B. Air Injection Systems
1. Electronic Secondary Air System
(a) Bypass Mode
(b) Upstream Mode
(c) Downstream Mode
4227_sec_04.qxd
7/6/04
2:37 PM
Page 129
129
8. In a negative back pressure EGR valve, if the exhaust pressure passage is plugged, the
bleed valve remains closed.
9. In a pulsed secondary air injection system, the one-way check valves prevent exhaust
gases from entering the metal container and air pipe to the air cleaner.
10. HC emissions may come from the tail pipe or fuel storage and delivery sources.
11. NOx, HC, and CO are changed into harmless gases by the catalyst in the catalytic
converter.
12. d. The PCV valve opening is smallest at idle and opens further at part and wide-open
throttle.
13. False. Only some engines have a pre-cat, or warm-up converter, and they do not use
an electric heater or store oxides of nitrogen.
14. b. The PFE sensor sends a signal to the PCM based on exhaust pressure, not intake
manifold pressure as stated by Technician A, and the PCM corrects the EGR flow if
actual flow does not match requested flow.
15. c. Both technicians are correct. Some engines have a pressure transducer in the vacuum hose to the EVR solenoid and it functions to restrict EGR operation until a preset engine rpm is reached.
16. c. Both technicians are correct. Some systems allow canister purge only above a preset speed, and others have a thermal delay so that the canister is not purged until the
engine reaches a certain operating temperature.
17. a. The EGR vent solenoid closes when it is energized. The EGR control solenoid, however, is normally closed and opens when it is energized.
18. b. The AIRD, not the AIRB, valve directs secondary air to either the exhaust manifold or the catalytic converter. During bypass mode, secondary air may be diverted to
atmosphere due to a fuel-rich condition or during deceleration.
19. The PCV system improves engine durability by relieving unwanted crankcase pressure and reducing the formation of sludge.
20. b. The EGR system is primarily responsible for the reduction of NOx and, when functioning properly, has little effect on overall engine performance.
Chapters 31 and 32 are combined in the Tech Manual. The Tech Manual Procedures,
Additional Teaching Hints, and answers to the Tech Manual Review Questions for both
chapters are at the end of Chapter 32.
4227_sec_04.qxd
7/6/04
2:37 PM
Page 130
32
EMISSION CONTROL SYSTEM
DIAGNOSIS AND SERVICE
CHAPTER OVERVIEW
This chapter covers the testing, diagnosis, and repair of emission control system
components.
CHAPTER OBJECTIVES
Describe oxygen (O2) emissions in relation to air/fuel ratio.
Describe how carbon dioxide (CO2) is formed in the combustion chamber.
Describe how oxides of nitrogen (NOx) are formed in the combustion chamber.
Describe the inspection and replacement of PCV system parts.
Diagnose engine performance problems caused by improper EGR operation.
Diagnose and service the various types of EGR valves.
Diagnose EGR vacuum regulator (EVR) solenoids.
Diagnose and service the various intake heat control systems.
Check the efficiency of a catalytic converter.
Diagnose and service secondary air injection systems.
Diagnose and service evaporative (EVAP) systems.
130
4227_sec_04.qxd
7/6/04
2:37 PM
Page 131
IV.
V.
VI.
VII.
VIII.
131
4227_sec_04.qxd
132
7/6/04
2:37 PM
Page 132
Chapter 32
9.
10.
11.
12.
13.
14.
15.
16.
17.
18.
19.
20.
TECH MANUAL
The following procedures are included in Chapters 31/32 of the Tech Manual:
1.
2.
3.
4.
4227_sec_04.qxd
7/6/04
2:37 PM
Page 133
133
4227_sec_04.qxd
7/6/04
2:37 PM
Page 134
33
ON-BOARD
DIAGNOSTIC SYSTEMS
CHAPTER OVERVIEW
This chapter discusses the theory, components, and operation of the on-board diagnostic
systems and OBD-II. Understanding these systems is essential to successful diagnosis.
CHAPTER OBJECTIVES
Understand how a typical computerized engine control system operates.
Explain the operation for the various input and output sensors.
Explain what is meant by open loop and closed loop.
Explain the reasons for OBD-II.
Describe the primary provisions of OBD-II.
Explain the requirements to illuminate the malfunction indicator light in an OBD-II
system.
Briefly describe the monitored systems in an OBD-II system.
Describe the main hardware differences between an OBD-II system and other
systems.
Describe an OBD-II warm-up cycle.
Explain trip and drive cycle in an OBD-II system.
Describe how engine misfire is detected in an OBD-II system.
Describe the differences between an A misfire and a B misfire.
Describe the purpose of having two oxygen sensors in an exhaust system.
Briefly describe what the comprehensive component monitor looks at.
134
4227_sec_04.qxd
7/6/04
2:37 PM
Page 135
D.
E.
F.
G.
H.
I.
J.
K.
L.
M.
N.
O.
P.
Q.
135
4227_sec_04.qxd
136
7/6/04
2:37 PM
Page 136
Chapter 33
B.
C.
D.
E.
F.
G.
H.
I.
J.
K.
4227_sec_04.qxd
7/6/04
2:37 PM
Page 137
5.
6.
7.
8.
9.
10.
11.
12.
137
(1) misfire, fuel system, and comprehensive system components; (2) EGR; and
(3) H2OS. An OBD-II drive cycle consists of an engine start and sufficient vehicle
operation to bring the vehicle into closed loop and to include whatever specific operating conditions are necessary to either to initiate and complete a specific monitoring
sequence or to verify a symptom or a repair. To complete a drive cycle, all five monitors must be completed followed by the catalyst monitor.
An engine misfire is detected in an OBD-II system by the misfire monitor. It measures
the contribution of each cylinder to engine power. This is accomplished using highly
accurate crankshaft angle measurements of the rate of crankshaft acceleration after
each cylinder fires. When a cylinder does not contribute to engine power, the expected rate of crankshaft acceleration does not occur.
The OBD-II system uses at least two oxygen sensors. One is used for feedback to
the PCM for fuel control, and the other gives an indication of the efficiency of the
converter.
The monitors in an OBD-II system are:
a. Catalyst efficiency, which gives an indication of the efficiency of the catalytic
converter.
b. Engine misfire, which measures the amount each cylinder contributes to engine
power. A cylinder not contributing to engine power is flagged as a misfire. There are
two types of misfires. Type A misfires, which are detected over a 200 rpm period,
are considered excessive if between 2% and 20%. Type B misfires, which are checked
over a 1,000 rpm range, are flagged if they exceed 2% to 3%.
c. Fuel system monitor, which checks short-term (STFT) and long-term (LTFT) fuel
trim while the PCM is operating in closed loop.
d. Heated oxygen sensor, which measures the response time and the frequency of the
oxygen sensor signals and whether the heater is functioning. It can detect a lazy or
faulty sensor.
e. EGR system monitor, which checks the efficiency of the EGR system. A variety of
strategies may be employed by various manufacturers to check their systems, ranging
from measuring the pressure differential on each side of the EGR valve to opening
the valve and watching for a change in the MAP signal.
f. EVAP system monitor, which tests the ability of the fuel tank to hold pressure and
the purge system to vent gas fumes to the charcoal canister.
g. AIR system monitor, which checks the operation of the AIR system by turning the
system to inject air upstream of the oxygen sensor and monitoring its signal for an
expected increase in oxygen content.
h. Comprehensive component monitor, which checks any electronic input that could
affect emissions. It employs two strategies for input sensors. One looks for out-ofrange values from sensors as they are received at the analog/digital (A/D) converter,
and the other performs a rationality check of sensor values. It also checks the operation of each of the outputs that affect emissions. The output state monitor of the comprehensive component monitor (CCM) checks most of the outputs by monitoring the
voltage of each solenoid, relay, or actuator at the output driver of the PCM.
Type B engine misfires are excessive if the misfiring exceeds 2% to 3% in a 1,000 rpm
period.
The EVAP monitor checks the action of the canister purge system.
The AIR monitor has a(n) active and passive test to check the efficiency of the air
injection system.
The fuel monitor checks short-term fuel trim and long-term fuel trim.
a. The oxygen sensor produces voltage. It is not a thermistor as stated by Technician B.
4227_sec_04.qxd
138
7/6/04
2:37 PM
Page 138
Chapter 33
13. d. Neither technician is correct. Open-loop operation relies on system strategies, lookup tables, and sensor input. The oxygen sensor is not the major input during open
loop.
14. c. The computer has no control over a vehicles operating conditions.
15. c. The random access memory (RAM) stores trouble codes and other temporary
information in much the same way that a scratch pad is used.
16. b. A flashing MIL alerts the driver to imminent engine or catalyst damage. The MIL
is illuminated when emissions exceed 1.5 times, not 2.5 times.
17. c. Both technicians are correct. An ineffective catalytic converter would be indicated by an increase in the voltage frequency of the downstream oxygen sensor. When a
fault is detected by the catalyst monitor on three drive cycles, the MIL is illuminated.
18. b. Type A misfires are checked over a 200-rpm, not a 500-rpm, range.
19. c. Both technicians are correct.
20. c. Both technicians are correct.
Chapters 33 and 34 are combined in the Tech Manual. The Tech Manual Procedures,
Additional Teaching Hints, and answers to the Tech Manual Review Questions for both
chapters are at the end of Chapter 34.
4227_sec_04.qxd
7/6/04
2:37 PM
Page 139
34
ON-BOARD DIAGNOSTIC
SYSTEM DIAGNOSIS
AND SERVICE
CHAPTER OVERVIEW
This chapter covers the diagnostic and service procedures of the OBD-II system in depth.
Included is the extensive use of scan tools for gathering and interpreting OBD-II system
information.
CHAPTER OBJECTIVES
Perform flash code diagnosis on various vehicles.
Perform a scan tester diagnosis on various vehicles.
Conduct preliminary checks on an OBD-II system.
Use a symptom chart to set up a strategic approach to troubleshooting a problem.
Define the terms associated with OBD-II diagnostics.
Identify the cause of an illuminated MIL.
Explain the basic format of OBD-II DTCs.
Monitor the activity of OBD-II system components.
Explain how to diagnose intermittent problems.
Diagnose computer voltage supply and ground wires.
Test and diagnose switch-type input sensors.
Test and diagnose variable resistance-type sensors.
Test and diagnose generating-type input sensors.
Test and diagnose output devices (actuators).
139
4227_sec_04.qxd
140
7/6/04
2:37 PM
Page 140
Chapter 34
4227_sec_04.qxd
7/6/04
2:37 PM
Page 141
141
4227_sec_04.qxd
142
7/6/04
2:37 PM
Page 142
Chapter 34
TECH MANUAL
The following procedures are included in Chapters 33/34 of the Tech Manual:
1. Retrieving diagnostic trouble codes (DTCs) from the computer of an engine control
system.
2. Testing an ECT sensor.
3. Testing the operation of a TP sensor.
4. Testing an O2 sensor.
5. Testing a MAP sensor.
6. Conducting a diagnostic check on an engine equipped with OBD-II.
7. Monitoring the adaptive fuel strategy on an OBD-II-equipped engine.
4227_sec_04.qxd
7/6/04
2:37 PM
Page 143
2.
3.
4.
5.
6.
7.
8.
9.
10.
minimum waste. Some of the things engine control systems are designed to do are
holding air/fuel ratios as closely to 14.7:1 as possible, allowing maximum catalytic
converter efficiency and minimizing fuel consumption; utilizing emissions control
devices, such as EGR valve, carbon canister, and air pump, that are operated at predetermined times to increase efficiency; operating the engine as efficiently as possible
when it is cold and is warmed up rapidly, reducing unburned hydrocarbon emissions
and engine wear due to raw gasoline washing oil from the piston rings and getting
into the crankcase to form sludge and varnish; advancing ignition timing as much as
possible under all conditions; precisely controlling timing and air/fuel ratio under all
operating conditions; and providing control loop operation that enables the engine to
make rapid changes to match changes in engine temperature, load, and speed.
Monitors included in OBD-II are:
a. catalyst efficiency monitor
b. engine misfire monitor
c. fuel system monitor
d. heated exhaust gas oxygen sensor monitor
e. exhaust gas recirculation monitor
f. evaporative system monitor
g. secondary air injection monitor
h. comprehensive component monitor
OBD-II systems have a downstream heated oxygen (HO2S) sensor mounted downstream from the catalytic converter. The conventional HO2S sensor is mounted in the
exhaust manifold. The downstream HO2S monitors the efficiency of the conventional or upstream HO2S.
c
b
True
b
d
A scan tool can retrieve DTCs, monitor serial data, and give a snapshot of the conditions that were present when a DTC was set. Some scan tools can also be used to activate an output device.
TSBs are especially helpful in diagnostics because they identify common faults or
problems in the system that the manufacturer has discovered since the vehicle was
built. Often these problems are difficult to isolate and correct without a TSB.
SECTION 4
Answers to ASE Prep Test Questions
1.
2.
3.
4.
5.
143
c
d
c
c
c
6.
7.
8.
9.
10.
d
b
c
a
a
11.
12.
13.
14.
15.
a
a
a
b
a
16.
17.
18.
19.
20.
c
c
c
a
a
21.
22.
23.
24.
25.
c
a
a
a
a