INSTITUTO TECNOLGICO SUPERIOR CENTRAL TCNICO NIVEL TECNOLGICO TECHNICAL ENGLISH

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UNIT 6
I. TECHNICAL WORDS

BORE: is used to express the width of a circular hole in a cylindrical object, especially the inside of a gun, barrel. DENSITY: is the relationship between the mass of a substance and its size. INJECTION: is the putting of a liquid. INJECTOR: a mechanical device used to inject something. LOAD: the amount of weight carried, especially by a vehicle, a structure such as a bridge, or an animal. PRESSURE: is the force that a liquid or gas produces when it presses against something. RELAY: a device that reacts to a small change in an electrical current by moving switches or other devices in an electrical circuit. SENSOR: a device which is used to record the presence of something or changes in something. VALVE: a device which allows air or liquid to enter, or be prevented from entering, a container. II. VOCABULARY Look up these words in your dictionary accurate although core improvement input ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________

INSTITUTO TECNOLGICO SUPERIOR CENTRAL TCNICO NIVEL TECNOLGICO TECHNICAL ENGLISH

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intake loop mist mostly pintle puddle rate to accomplish to comprise to contend to deliver to find to improve to spray while

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IV.

PRESENTATION

FUEL INJECTION
Any improvement in fuel control is beneficial to emission levels. Probably the most effective means of controlling air/fuel ratios and fuel delivery rates is through the use of electronic fuel injection. Although not a true engine modification, it is an important change in basic engine design. There are two basic types of electronic fuel injection in use today: port injection and throttle body injection. Port fuel injection is more efficient of the two, mostly because the fuel is injected at or very near to the intake valve. By injecting the fuel close to the intake valve, the problems associated with intake runner design are eliminated. Additionally, computers used with most modern fuel injection systems allow very accurate control of the air/fuel ratio. With port fuel injection systems injecting fuel at the intake valves, variations in actual air/fuel ratio are eliminated. Although throttle body fuel injection still contends with intake manifold design, computer control improves the efficiency of this type of system beyond that of the carburetor. Pressurized injection of fuel also improves atomization and reduces puddling in the intake manifold. To gain better control of air/fuel mixtures, manufactures are equipping most new cars with electronic fuel injection. Fuel injection sprays a metered amount of fuel directly into the airstream. Through the years, many different fuel injection systems have been used, some were mechanically operated while others used electronic controls. See Fig. 1. Todays fuel injection systems use a throttle to regulate the amount of air that enters the engine and a computer or electronic control module to regulate the amount of fuel that will be sprayed into that air.

Fig. 1: Typical Port Fuel Injection System

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The computer bases the required amount of fuel on a number of factors: engine temperature, air density, engine speed and load, throttle position, and others. The main component for delivering the fuel into the airstream is the fuel injector. See Fig. 2. An injector is a device which receives fuel under high pressure and releases it into the airstream through a small orifice normally positioned immediately before the intake valve. A fuel injector is actually a solenoid with a plunger as its center core. When the injector is activated, the plunger moves to allow fuel flow. Fuel leaves the injector in the form of a mist and readily mixes with the incoming air. Control of the air/fuel mixture is accomplished by changing the pressure of the fuel delivered to the injector or by changing the length of time the injector is spraying fuel. These changes occur in response to changes in the operating conditions of the engine.

Fig. 2: Typical Fuel Injector

BODY INJECTION Basically, there are two major types of Electronic Fuel Injection (EFI) systems: throttle or single-point injection and port or multi-point injection. Throttle Body Injection (TBI) systems delver fuel at a throttle body. A controlled spray of fuel enters the airstream above the throttle plates. Port injection systems deliver fuel at the individual intake ports of the cylinder head. Using one injector per cylinder, these systems provide for equal amounts of fuel to each cylinder. Although all EFI systems can be divided into these two groups, many variations of these basic types are found on engines today. These variations are the result of different computer control systems and various methods of controlling the injectors. Whenever working on an EFI system,

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always refer to the service manual for the proper testing and repair procedures. Throttle-body injection systems, such as General Motors TBI system, are comprised of two major sub-systems: an electro-mechanical fuel delivery system and an electronic air/fuel control system consist of a fuel pump and a fuel pump relay. The electric fuel pump and a fuel pump relay. The electric fuel pump delivers pressurized fuel to the throttle body assembly. The fuel pump relay allows the fuel pump to run when there is oil pressure or whenever the ECM (Electronic Control Module) receives an ignition signal. The air/fuel control system includes a TBI assembly, consists of the throttle plate unit and a fuel metering assembly. The throttle plate regulates engine speed much in the same way as the throttle of a carburetor does. The fuel metering assembly basically consists of a fuel pressure regulator and one or two injectors. An ECM controlled solenoid pulses the injector to obtain the desired amount of fuel. Fuel is delivered to the injector at a constant pressure. The fuel pressure regulator maintains a pressure of 9-13 psi and returns all excess fuel to the fuel tank through the fuel return line. When the ECM provides an electrical ground for the injectors, the injectors turn on and spray fuel at the walls of the throttle bore, above the throttle plate. By switching or pulsing the ground on and off, the ECM controls the air/fuel mixture. The injectors are pulsed according to a program in the ECM based upon the operating conditions. When the injectors are pulsed once for each ignition reference pulse, the injectors are said to be in the synchronized mode. During this mode, the ECM will alter the length and timing of the pulses in response to the oxygen sensor and other inputs. When the throttle is opened rapidly, the injector momentarily sprays more fuel to assist in acceleration. The ECM receives a signal from the Throttle Position Sensor (TPS) that the driver desires to accelerate and causes the injector to fire longer. Likewise, when the engine is cold and is being stated, the injectors will also spray additional fuel. During deceleration. little or no fuel is sprayed in response to the action of TPS. The IAC system uses a motor and a pintle located in the air by-pass channel around the throttle plate to control idle speed. The ECM sets the position of the pintle valve according to information received more or less air into the intake manifold.

INSTITUTO TECNOLGICO SUPERIOR CENTRAL TCNICO NIVEL TECNOLGICO TECHNICAL ENGLISH

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V. EXERCISE Translate the following sentences. As there are many different variations of TBI systems, there are also many different designs of multi-point systems. . . The most constant spray type fuel injection system is the Bosch K-Jetronic. . . The systems that pulse the injectors in sequence with the engines firing order are commonly called Sequential Fuel Injection Systems. . . In pulsed or time sprayed systems, the fuel pressure is constant and the mixture is controlled by turning the injectors on and off. Most vehicles are equipped with this type of system. . . . A pressure regulator is used to provide constant pressure to the injectors. . . Critical to the proper operation of the induction system is the fuel delivery system. . . Shop manuals normally list the acceptable limits for fuel pressures and volume. . .

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Volume measurements are usually made by collecting the fuel delivered by the system during a period of time. . . Always follow the procedure given in the shop manual and follow all safety rules for handling gasoline. . . Fuel pressure is measured with a pressure gauge. The gauge is normally placed in the fuel line before the fuel inlet at the carburetor or injector assembly. . . . Certain precautions need to be followed when testing the pressure of a fuel injection system. . . To measure the fuel pressure to the injectors, begin by removing the fuel filler cap and fuel pump fuse. . . At this time, all of the residual fuel pressure has been released and it is safe to connect the fuel pressure gauge. . . Be certain to tighten all connections to prevent any leaks. The fuel pump fuse should be reinstalled and the engine is started. . .

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Any reading outside the specified range indicates a problem in the fuel delivery system and further testing may be required. . . After measuring fuel pressure in an injection system, the fuel system must be purged of any pressure prior to removing the fuel pressure gauge. . . . The simplest way to check a fuel injector is to listen to the noise an injector makes while the engine is running. . . Port fuel injection systems are more difficult to see their function, as you must remove the fuel rail and fuel injectors from the engine and crank the engine, watching the spray pattern of the injector. . . . If all of the injectors are not operating at the appropriate pulse width, this indicates a problem with the computer or its sensors. . . Individual faulty injectors can also be identified by comparing the pulse width, measured in milli-seconds, of the injectors. . .

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UNIT 7
I. TECHNICAL WORDS BOOST: the action of increasing. COMPRESSOR: a part of machine which presses gas or air into less space. CRANKSHAFT: a rod, especially one in an engine, having one or two cranks that make the rod move around a fixed line along its center. DEVICE: an object or machine which has been invented to fulfill a particular purpose. DIAPHRAGM: a thin piece of material which is stretched across an opening. FAILURE: the action of becoming weaker or stop working completely. HANDLE: a part of an object designed for holding, moving or carrying the object easily. HORSEPOWER: a unit for measuring the power of an engine. IMPELLER: the part of the centrifugal pump connected to the drive shaft that moves the fluid to the circumference of the volute. OIL: is used as a fuel and also for making the parts in a machine move easily without sticking. PULLEY: a piece of equipment for moving heavy objects up, or down, consisting of a small wheel over which a rope or chain fixed to the object can be easily pulled or releases slowly. SHAFT: a pole or a rod which forms the handle of a tool or weapon, or which forms part of a machine. TURBINE: a type of machine through which liquid or gas flows and turns a special wheel with blades in order to produce power. WHEEL: a circular object connected at the center to a bar, which is used for making vehicles or parts of machines move. WRENCH: a sudden, violent twist or pull.

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II. VOCABULARY Look up these words in your dictionary as soon as belt blade cavitation crack dial drag exhaust gasket gauge handle leakage likely nearby output passage pipe procedure rebuildable road shield smoothly station tee therefore to bypass to clog to drop ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________

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to fit to gain to grind to hiss to let to lift to lower to prevent to reach to rub to shred to squeal to squirt to suit

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IV.

PRESENTATION

TURBOCHARGERS
Most late model cars have relatively small engines when compared to older cars. These engines, although much more efficient that the older engines, have a difficult time supplying the power needed during some driving conditions. Therefore, manufacturers have installed turbo-or super-changers on the engines. See Fig 1. These devices increase the power output of the engines by forcing additional amounts of air into the cylinders. Turbochargers primarily consist of two separate units connected together at the housing and by a shaft. Exhaust gases are routed into the turbine unit causing the turbine to spin. The compressor unit contains a compressor wheel which is connected by a shaft to the turbine. As the turbine spins, the compressor wheel spins with it. The compressor draws in outside air and delivers the air under pressure to the cylinders. See Fig.2. As the speed of the turbine increases , so does the pressure output (boost) of the compressor. When the output pressure reaches a particular level, an actuator opens the wastegate. See Fig. 3. The wastegate allows some of the exhaust gases to bypass the turbine thereby reducing its speed and boost. Turbocharger boost pressure is controlled to prevent engine failure that could result from extremely high pressures and temperatures. Boost control is normally accomplished in one of four ways: by a wastegate, a boost control solenoid, a MAP sensor, or by engine speed.

Fig. 1: 2.2L & 2.5L Turbo Engine Components

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A wastegate is a diaphragm controlled valve which allows exhaust gasses to bypass the turbine and enter directly into the exhaust system. Most turbocharger units have a boost limit of 7.5 to 8 psi. When that pressure is reached, the wastegates diaphragm moves a rod which then opens the wastegate.

Fig. 2: Turbocharger Operation A boost control solenoid is controlled by the ECM and operates the wastegate based upon the input it receives. The solenoid allows vacuum to pull on the wastegates diaphragm, allowing it to open. When the boost is below the limit, the solenoid shuts off vacuum to the solenoid and the wastegate is closed. The wastegate may also be opened by the computer when other conditions exist that are not best suited for boost.

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Fig. 3: Turbocharger Assembly A Manifold Absolute Pressure (MAP) sensor is commonly used on nonturbocharged engines to monitor manifold pressures. However, this sensor is often used to monitor turbocharger boost. When the pressure in the intake manifold reaches a particular level, the MAP sensor sends a signal to the ECM which shuts off the fuel supply to the engine causing engine speed and the resultant boost to decrease. Fuel delivery is continued as soon as the intake pressure falls below the limit. Some systems rely on engine speed signals to control turbocharger boost. When the ECM receives a signal indicating that a specified engine speed has been reached, it shuts off fuel delivery until the engine speed has dropped below that limit. An intercooler is used in some systems to lower the temperature of the air flowing out of the turbocharger. Although the intercooler is not a boost control device, it does help prevent engine failure caused by the high air temperatures typical of turbocharger units. Cooling the air that enters the cylinders also improves the engines efficiency and horsepower output. Because of the high speeds reached by the turbine and compressor wheel, proper oiling is critical to the unit. Engine oil is circulated through the housing to lubricate the turbos shaft. A primary cause of turbocharger failure is a lack of oil. Proper engine oil levels must be maintained and if the engine oil becomes contaminated, the oil must be changed and the turbo flushed with clean oil. Some turbocharger units are water cooled. In these systems, coolant is routed from the engine block through the center housing of the turbo and then back to the block. This additional cooling improves the efficiency of the turbocharger. V. EXERCISE Translate the following sentences. A supercharger is an air compressor driven by the engines crankshaft. . . Connected by pulleys and a belt, the impeller blades of the supercharger pressurize intake air in response to engine speed. . .

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Superchargers are equipped with a bypass valve which prevents cavitation at low engine speeds and part throttle operation. . . Supercharger units are not rebuildable and should be replaced whenever a problem exists in the unit. . . Intake vacuum leaks and excessive noise are the two most likely problems that can result from a malfunctioning supercharger unit. . . The proper procedure for removing a supercharger is given in the service manual and it should always be followed. . . Like any mechanical diagnosis, you start with careful observation. . . Are there any unusual noises, hissing sounds, grinding or squealing? Are there any signs of exhaust gas leakage before or after the turbocharger? Are there any air leaks on the intake and pressure side of the turbocharger? . . . . Excessive oil consumption may also be traced to the turbocharger. The shaft seals could wear and let engine oil squirt into the turbo housing. . .

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Inspect the air cleaner for possible clogging. Look at the connecting hoses for damage, collapsing, or internal shredding. Replace or repair any damaged components. . . . Deposit buildup inside the exhaust passageways can also cause problems by restricting flow. And, of course, look for leakage; burned-out pipes and blown- out gaskets are possibilities. . . . The gauge is fitted on a tee into the pressure hose connecting the intake manifold and the wastegate valve actuator. With the gauge attached, the engine is run to around 3,000 RPM on the road. . . . Never lift the turbocharger using the wastegate actuating rod as a handle. When access is gained to the compressor wheel, turn it by hand and see if it rotates freely and smoothly. If it turns hard or drags, the turbocharger will have to be replaced. . . . . Inspect the compressor wheel for deposits, cracks, and rubbing areas. . . Deposits on the turbine usually mean that the engine is burning excessive oil. . .

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It may be necessary to rebuild the valve guides or replace the piston rings. A dial gauge is stationed against the end of the shaft. . . A few precautions are necessary with regard to removing the turbocharger from the engine. Be very careful with heat shields. . . They are often fragile. Damage to a heat shield will cause nearby engine component damage in a very short time. . . Coolant and oil lines must be removed in order to remove the turbocharger. To prevent damage, use tubing wrenches for these fittings. . . You want the turbocharger bearings lubricated when the engine starts. Look for oil or coolant leaks as soon as the engine is restarted. . . Not much actual repair is done to turbocharger components. Damaged parts are simply replaced. Problems in this area are not cheap. . .

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UNIT 8
I. TECHNICAL WORDS

CHAMBER: an enclose space in a machine. The combustion chamber is the part of an engine where the fuel burns. DRAFT: plan. EXHAUST: the waste gas from an engine, especially a cars, or the pipe the gas flows through. FUMES: strong, unpleasant and sometimes dangerous gas or smoke. PICK: in combinations, a sharp pointed tool. TUBE: a long thin container made of a soft metal or plastic, which is closed at one end and has a small hole at the other, usually with a cover, and which is used for storing thick liquids. VENT: a small opening which allows air, smoke or gas to enter or escape from an enclosed space. VENTILATION: causing fresh air to enter and move around an enclosed space. II. VOCABULARY Look up these words in your dictionary bottom chamber cover drawback either mostly peak ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________ ____________________________________________________

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INSTITUTO TECNOLGICO SUPERIOR CENTRAL TCNICO NIVEL TECNOLGICO TECHNICAL ENGLISH

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reliable scrutiny sludge source spring to attach to be aware to blow to create to dilute to drain to draw out to ensure to gather to lead to remain to remove to widespread top unstable

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IV.

PRESENTATION

CRANKCASE VENTILATION

HISTORY & DEVELOPMENT Engines create blow-by fumes and vapors as products of normal combustion. Early engine designers were aware of the damage which these gases cause. Gathering in the crankcase, diluting and contaminating the oil these impurities could not be allowed to remain there. Early designers took the easy way out, and simply vented the crankcase to the atmosphere. Today, we dont want these vapors floating around outside the crankcase either. The result is the development and widespread use of modern Positive Crankcase ventilation systems. Various vapors and gases are produced during normal engine operation. Some of these by-products of combustion are forced past the piston rings into the crankcase. If these gases and vapors are not vented the engine oil will become contaminated and sludge will form. Additionally, pressure in the crankcase will increase at higher RPMs and if not vented, could force engine oil past seals and gaskets. To avoid these problems, crankcase ventilation systems were installed on all internal combustion engines.

Fig.1: By-Products of Combustion Enter Crankcase During Normal Engine Operation

The first method of crankcase ventilation was the road draft tube. On vehicles using this system, the crankcase is fitted with a vent. This vent is usually located in the valve cover, but it may be at any point on the engine open to crankcase vapors and pressure. A tube is attached to this vent which runs to the bottom of the engine (or in front of a

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carburetor intake). Airflow past the end of the tube creates a vacuum which draws gases out of the crankcase. As these gases are removed, fresh air enters the crankcase through a vented oil filler cap or breather. The fresh air not only replaces vented gases, but helps to keep fumes and vapors suspended until they are removed. This type of system has two drawbacks. The first drawback is that the system only works at peak efficiency when the vehicle is at speed. Even then, unstable airflow and vacuum lowers the efficiency. At speeds below 20-25 MPH, vacuum at the road draft tube is to low to draw out fumes. This allows fuel vapors to remain in the crankcase, promoting sludge formation, diluting the oil and reducing its ability to properly lubricate the engine. These unreliable systems led to the development of the first Positive Crankcase Ventilation (PCV) systems. Used mostly on military and commercial vehicles, they first appeared in the 1950s. The main purpose of the system vas to ensure sludge was reduced and oil lubricating qualities maintained. The second drawback with this system, and for our purposes the more important of the two, is that vapors drawn out of the crankcase are vented directly to the atmosphere. This creates unwanted emissions and contributes to the air pollution problem. This was the main reason for the development of mandatory use of PCV systems on all non.-commercial vehicles.

Fig.2: A Typical Road Draft Tube Ventilation System

The automobile engine fell under scrutiny in the early 1960s as a source of air pollution. Research indicated that automobiles, as a group, were responsible for a major portion of the air pollution in this country. Of the

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emissions produced by non-PCV equipped vehicles, about 20% are from crankcase vapors. DESCRIPTION A positive Crankcase Ventilation (PCV) system routes crankcase gases to the intake system where they are drawn into the combustion chamber and burned. Actually, a PCV system is quite simple. A breather (air vent) is placed in the valve cover or top of the engine. It allows fresh air into the crankcase and also functions as a separator, condensing some of the fumes and draining them back into the crankcase. A one-way valve (PCV valve)) is placed in the valve cover or side of the block. It is connected by a tube to engine vacuum at the base of the carburetor or intake manifold. As engine vacuum drops, spring tension opens the PCV valve and crankcase vapors are drawn in and burned. The vapor flow into the intake manifold can be adjusted by varying the strength of the spring in the PCV valve and the design of the valve itself. V. EXERCISE Translate the following sentences This type of a ventilation system is beneficial in a number of ways. . . For this reason, some manufacturers began using PCV systems in noncommercial vehicles long before they were required by law. Chevrolet, for instance, installed PCV systems as early as 1955. . . . Under full throttle conditions, crankcase pressures build up rapidly while vacuum levels drop. . . A closed PCV system solves this problem by connecting the breather to the air cleaner. . .

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A small orifice in the valve allows a metered volume of gas to pass into the intake manifold. . . If the engine backfires, flames travel up the intake manifold into de PCV hose. . . Instead, a carefully-sized hole (orifice) is placed in the system. . . The system should be checked whenever stalling, rough. idle, or other condition indicating a ventilation system malfunction occurs. . . Although variations do exists, the basic design and function of all crankcase ventilation systems is the same. . . If the system fails any test, replace the indicated component and repeat the test. . . However, if a new valve is not available, clean the old one in solvent and make sure the check valve rattles. . . Position filter so excess oil drains thoroughly through the vent nipple, then reinstall it on the engine. . .

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A clicking or rattling noise should be heard when the valve is shaken. . . Crankcase fumes (vapors, gases) are forced out through the oil cap or breather, through the air cleaner and into the cylinders where they are burned. . . . The pressure of the backfire snaps the PCV valve closed, and prevents the flames from reaching the flammable vapors in the crankcase. . . The hoses must be clean inside, so blow them out with compressed air if necessary. . . Position filter so excess oil drains thoroughly through the vent nipple, then reinstall it on the engine. . . If test results are correct, system is operating properly. . . They control the flow of crankcase fumes into the intake manifold while, at the same time, preventing gases or flames from traveling in the opposite direction. . . .

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With the engine idling at normal operating temperature, disconnect the PCV valve from the rocker cover. . .

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