Engine Failure Diagnosis

introduction
• With the remarkable development of vehicle technology in recent years, an
increasingly higher level of failure diagnosis skills are required of the service
staff
• Also, with the advent of the diagnostic tool (GTS) that this technological
development has brought along, mastering the skill of using the “Diagnostic
Tool (GTS)” in combination with new technology has become an essential part
of effective failure diagnosis.
• Leveraging the diagnostic tool (GTS) not only makes the failure diagnosis
process more efficient but also shortens the period of keeping a returned car
under repair and ensures appropriate response to different problems, thus
allowing you to ensure the prevention of problem reoccurrence and improve
customer satisfaction with regard to maintenance and service quality.
The Three Essential Element

• The control of engines is

progressing and becoming
increasingly complex day by day.
• However, the fact remains that
the three essential elements for
a gasoline to run properly are:
1.good air fuel mixture,
2.good compression, and
3.good spark
 D-4S (fuel system
Outline of Direct and Port injection system
Fuel pump location
Fuel pump (for high pressure)
Spill control valve
• This is a solenoid valve to bring
the pressure of the fuel
compressed by the plunger to
the target pressure.
• It is inside the fuel pump (for
high pressure) and consists of a
coil, spring, valve.
Check valve
• The check valve is a non-return
valve to maintain the fuel
pressure in the fuel delivery
pipe.
• The fuel pressurized by the
plunger pushes open the check
valve. In this way, the fuel is
pumped to the fuel delivery
pipe.
Relief valve (pressure reducing
valve)
• The relief valve is used to ensure that the
fuel pressure does not exceed the limit
pressure in the system. It opens when the
pressure in the high-pressure fuel pipe rises
abnormally. This valve is closed by the
spring force.
• When the discharge pressure exceeds the
specified value, the fuel pressure
compresses the spring and opens the valve.
• *Depending on the engine, the relief valve
may be separate from the fuel pump for
high pressure.
 fuel pump Operation ( for high pressure)

A. Suction stroke B. Inactive stroke C Pressure rise stroke

Fuel Pressure Sensor (for high
pressure
• The fuel pressure sensor (for high
pressure) is mounted on the fuel
delivery pipe.
• This sensor detects the fuel
pressure in the fuel delivery pipe
after the fuel pump (for high
pressure) discharges.
• The detected fuel pressure signal
is sent to the engine ECU, which
is used to adjust the fuel
pressure.
 Fuel injector (for direct injection)

To cope with high fuel pressures, the valve of injector (for direct injection) is closed by a strong spring. A voltage higher than 12V
is required to open and close this, so the boost circuit boosts the battery voltage and drives the injector (for direct injection).
This circuit is built into the engine ECU
Improvement of output by cooling
efficiency
• The latent heat of vaporization of
fuel lowers the air temperature
in the combustion chamber.
• This results in high air density,
and it makes a higher power
than the port injection type
engine.
• When the fuel transforms from a
liquid into a gas, it draws heat
from surroundings. This is called
latent heat of vaporization
Improvement of output by cooling
efficiency
• The air shrinks and its volume
decreases at low temperature.
Similarly, it expands and its
volume increases at high
temperature.
• However , the mass of air does
not change if the volume
fluctuates with temperature.
Therefore, the air density
increases at low temperature
Engine condition and injection method
FUEL TRIM
Fuel trim is the command that controls the fuel injection quantity to maintain a
stoichiometric Air/Fuel ratio
Inject 1 unit of fuel for 14.7 units of air = basic injection

I INHALED THIS MUCH

ECU

The air-fuel ratio was a little too rich

NB : Feedback learning value is a fuel injection correction learning value for controlling the theoretical air-fuel ratio
Effect of Air/Fuel
Malfunction Feedback Control Status Description
Malfunction Feedback Control Status Description
Malfunction Feedback Control Status Description
A/F Feedback Control (Fuel Trim)

• The A/F signal from A/F sensor

or O2 sensor (S1) commands an
increase or decrease in the A/F
feedback value so that fuel
injection quantity is maintained
at the stoichiometric A/F
• In general, a guard value of
±20% is provided for an A/F
feedback value, and A/F control
is performed within this range
Air fuel ratio(A/F)/ Oxygen sensor
Short FT is the Air/Fuel feedback correction value. In general corrections are made within a range of + to - 20%

Long FT is the Air/Fuel learned value. In general, corrections are made within a range of + to - 60%
 Catalyst Deterioration Judgment
To determine catalyst deterioration, the amount of oxygen stored in the catalyst is checked by monitoring
how much time it takes for O2 sensor (S2) output to reverse when a lean or a rich condition is created
forcibly. If the amount of oxygen stored in the catalyst is reduced, the catalyst is judged to be deteriorated

If deteriorated, the catalyst cannot store O2 any more, resulting in a shorter cycle for a reverse of O2
sensor (S2) output. (Length of a in above figure*) * The time it takes for a switch from rich to lean differs
depending on catalyst type or displacement, but as a rule of thumb, it is approximately 10 seconds.
 O2 sensor (S2) switching from a “lean” to “rich” reading

• If the post-catalyst O2 sensor (S2) gives a “lean” judgment, then it means the catalyst is filled with oxygen

• Even when A/F is switched from “lean” to “rich”, output of O2 sensor (S2) is delayed compared to output
of A/F sensor, reflecting the amount of oxygen stored in the catalyst

The oxygen (O2) is still retained in the catalyst right

after a switch from lean to rich has taken place.
Because of this, the A/F sensor gives a “rich” judgment,
when the O2 sensor (S2) is still in “lean” judgment

The oxygen (O2) stored in the catalyst is forced out

gradually by the pressure of rich exhaust gases (O2-
free)

The time it takes for the oxygen (O2) to be

pushed out ( = amount of oxygen stored) is the
time it takes for the O2 sensor (S2) reading to
switch
Fuel cut

• This control stops the fuel

injection when the engine is at
or above a certain level and the
accelerator is fully closed.
• When the fuel injection is
stopped, the engine speed
gradually decreases. However ,
since the engine will stall if this
state continues, fuel injection is
started again when a certain
speed is achieved.
AFS current during fuel cut

• When checking an A/F status, a

sudden malfunction may not
appear in the data, because neither
Short FT nor Long FT is sensitive
enough to follow the malfunction.
• For this reason, you need to check
the A/ F by referring to the AFS
(current) as well.
• ● The AFS (current) reads about 2.5
mA (atmosphere = 2.5 mA) during
fuel cut.
Canister Purge Control
• When evaporative emissions (HC) increase, vapor pressure rises and
forces the charcoal canister check valve open, so that HC flows into
the charcoal canister and is absorbed by activated carbon. The
absorbed HC is not vented to the atmosphere but drawn into the
engine via the purge VSV. The control strategy for introducing this HC
into the engine via purge VSV is called “canister purge control”. This
control is accompanied by A/F control to compensate for changes in
purge density
System Description

• When evaporative emissions (HC) increase,

vapor pressure rises and forces the
charcoal canister check valve open, so that
HC flows into the charcoal canister and is
absorbed by activated carbon.
• The absorbed HC is not vented to the
atmosphere but drawn into the engine via
the purge VSV.
• The control strategy for introducing this HC
into the engine via purge VSV is called
“canister purge control”.
• This control is accompanied by A/F control
to compensate for changes in purge
density
Purge density
• Purge density changes with an
ambient temperature of the tank
(driving conditions, weather) as
well as the remaining amount of
gasoline in the fuel tank.
• (E.g.) Purge density increases if a
number of conditions are
combined, such as weather
(summer), traffic congestion
(idling time, exhaust heat, ground
heat), and a low fuel level
Charcoal Canister
• The charcoal canister is a
container filled with activated
charcoal that traps gasoline
vapors (HC).
• When the purge VSV opens
during engine running, the
gasoline vapors absorbed by the
activated carbon are released and
carried to the intake system so
that the charcoal is ready for the
following round of absorption
Service point
 Engine Control and Data List
• The three elements supporting an engine --“sensor”, “actuator” and “computer (ECU)”-- are
linked to each other as shown in the figure below
ECU Learned Values
• Take humans, for example. Each of
us has our own habits or traits and
physical changes as we grow older
• In the same way, each sensor or
actuator has its own peculiarities
and characteristics that change as
they add to their service years.
• It is these learned values that allow
the ECU to recognize these
peculiarities or changes and make
the necessary corrections so that
the best vehicle conditions are
reached
Effectiveness of Data List and Active
Test
• If you can make sure of verify
Data list values, then you can be
sure that normal signals are
being sent to the ECU. Then, you
can judge the input signal to be
okay without bothering to check
the components or the wiring
harnesses one by one
 Pattern A - Vacuum leak
The rate of vacuum leak decreases when
the amount of fuel correction during idling
increases enough to increase engine RPM.
This is because RPM increases the rate of
intake air, which reduces the rate of vacuum
leak accordingly

Pattern B
Air flow meter (AFM) or Injector (INJ) clogging
Both idling and racing increase the amount
of fuel correction extremely (35% or more).
However, an inspection is necessary because
air flow meter malfunction (B) and injector
clogging are similar in some traits and are
difficult to distinguish.

Pattern C
Abnormal character A* in air flow meter (AFM
The amount of fuel correction increases
more greatly in racing than in idling
 Active Test item
Control the “Injection Way” or “Injection Mode”

NB : Start the engine and allow it to warm up fully

Data list description