Unit-4--Electronic Engine

Control
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 Unit Contents
Unit 4- Engine management systems
• Introduction - components for engine management system –
• Open loop and closed loop control system – Engine cranking
and warm up control – Acceleration, deceleration and idle
speed control-Integrated engine system –
• Exhaust emission control engineering - Feedback carburetor
system –
• Throttle body injection and multi point fuel injection system –
Injection system controls –
• Advantage of electronic ignition systems – Types of solid state
ignition systems and their principles of operation – Electronic
spark timing control.
•
 Contents
• EFI Introduction
• Seven Engine control
operating modes
• MPFI, GDI, Throttle Injection
system.
• CRDI system.
• CRDI components, sensors,
ECU, fuel mapping, look up
table, etc.
 INTRODUCTION
• An engine control unit (ECU), most commonly called
the Powertrain control module (PCM), is a type
of electronic control unit that controls a series of
actuators on an internal combustion engine to ensure
the optimum running ,improved performance and
reduction in emissions
• It does this by reading values from a multitude
of sensors within the engine bay, interpreting the data
using multidimensional performance maps (called Look-
up tables), and adjusting the engine actuators
accordingly.
• Before ECUs, air/fuel mixture, ignition timing, and idle
speed were mechanically set and dynamically controlled
by mechanical and pneumatic means
Role of Electronics in FIE
 Working of ECU

•  Control of Air/Fuel ratio

•  Control of ignition timing
• Control of idle speed
• Control of variable valve timing
• Electronic valve control
• Controlling EGR
• Controls the Working of AC
• Controls the function of
Turbocharger
• On-board diagnostics (OBD)
 Programmable ECU’s

• A special category of ECUs are those which are

programmable. These units do not have a fixed behavior
and can be reprogrammed by the user.
• Programmable ECUs are required where significant
aftermarket modifications have been made to a vehicle's
engine. Examples include adding or changing of a 
turbocharger, adding or changing of an intercooler,
changing of the exhaust system or a conversion to run
on alternative fuel.
• As a consequence of these changes, the old ECU may
not provide appropriate control for the new
configuration. In these situations, a programmable ECU
can be wired in.
 Conti
• These can be programmed/mapped with a laptop
 connected using a serial or USB cable, while the engine is
running.
• The programmable ECU may control the amount of fuel to
be injected into each cylinder. This varies depending on the
engine's RPM and the position of the accelerator pedal (or
the manifold air pressure).
• By modifying these values while monitoring the exhausts
using a wide band lambda probe to see if the engine runs
rich or lean, the tuner can find the optimal amount of fuel
to inject to the engine at every different combination of
RPM and throttle position.
 Conti

• Other parameters that are

often mappable are,
• Ignition Timing
• Rev. limit
• Water temperature correction
• Transient fueling
• Low fuel pressure modifier
• Closed loop lambda
• Waste-gate control
• Staged injection
• Variable cam timing
• Gear control
• Etc.
 History
• Hybrid digital/analog designs were popular in the mid 1980s.
This used analog techniques to measure and process input
parameters from the engine, then used a look-up table stored
in a digital ROM chip to yield pre-computed output values.

• Modern ECUs use a microprocessor which can process the

inputs from the engine sensors in real time.
• The hardware consists of electronic components on a printed
circuit board (PCB), ceramic substrate or a thin laminate
substrate.
• The main component on this circuit board is a microcontroller
chip (CPU).
• The software is stored in the microcontroller or other chips on
the PCB, typically in EPROMs or flash memory. This is also
referred to as an (electronic) Engine Management System
(EMS) or Electronic Diesel Control(EDC).
 Conti
• They also may communicate with transmission control
units or directly interface electronically-
controlled automatic transmissions, traction control
systems, and the like.
• The Controller Area Network or CAN bus automotive
network is often used to achieve communication between
these devices.
• Modern ECUs sometimes include features such as cruise
control, transmission control, anti-skid brake control, and
anti-theft control, immobiliser, etc.
• Such systems are used for many internal combustion
engines in other applications. In aeronautical applications,
the systems are known as "FADECs" (Full Authority Digital
Engine Controls). This kind of electronic control is less
common in piston-engined light fixed-wing aircraft and
helicopters than in automobiles.
MAIN COMPONENTS OF ELECTRONIC
FUEL INJECTION
1. Engine Control Unit
2. Sensors
3. Fuel Injectors

Engine Control Unit (ECU)

 ECU is a computer that controls all of the electronic

components on the engine.

ECU Engine

Exhaust
Open loop Operation mode

ECU Engine Oxygen

Sensor
Exhaust

Closed loop Operation mode

 Components Of Digital
Electronic Engine Control
CONTROL MODES FOR FUEL
INJECTION SYSTEM
The engine control system is responsible for controlling fuel
and ignition for all possible engine operating conditions.
For a typical engine there are seven different engine
operating modes that affect fuel control,
1. Engine crank
2. Engine warm-up
3. Open-loop control
4. Closed-loop control
5. Hard acceleration
6. Deceleration
7. Idle.
 Engine Crank
• During engine crank, the controller compares the value from
the coolant temperature sensor with values stored in a
lookup table to determine the correct air/fuel ratio at that
temperature.
• While the engine is being cranked, the fuel control system
must provide an intake air/fuel ratio of anywhere from 2:1 to
12:1, depending on engine temperature. The correct air/fuel
ratio (i.e., [A/F]d) is selected from a ROM lookup table as a
function of coolant temperature.
• Low temperatures affect the ability of the fuel metering
system to atomize or mix the incoming air and fuel. At low
temperatures, the fuel tends to form into large droplets in
the air, which do not burn as efficiently as tiny droplets.
 Engine Warm-Up
• During engine crank the primary issue is to achieve engine
start as rapidly as possible. Once the engine is started the
controller switches to an engine warm-up mode.
• The controller selects a warm-up time from a lookup table
based on the temperature of the coolant. During engine
warm-up the air/fuel ratio is still rich, but it is changed by
the controller as the coolant temperature increases.
• While the engine is warming up, an enriched air/fuel ratio is
still needed to keep it running smoothly, but the required
air/fuel ratio changes as the temperature increases.
• Therefore, the fuel control system stays in the open-loop
mode, but the air/fuel ratio commands continue to be
altered due to the temperature changes. Fuel economy and
emission control are still a secondary concern.
 Conti
• Essentially, the measured coolant temperature (CT) is converted
to an address for the lookup table. This address is supplied to
the ROM table via the system address bus (A/B). The data stored
at this address in the ROM is the desired air/fuel ratio (A/F )d for
that temperature. This data is sent to the controller via the
system data bus (D/B).

• There is always the possibility of a coolant temperature failure.

Such a failure could result in excessively rich or lean mixtures,
which can seriously degrade the performance of both the
engine and the three-way catalytic converter (3wcc).
 Conti
• One scheme that can circumvent a temperature sensor failure
involves having a time function to limit the duration of the engine
warm-up mode.
• The nominal time to warm the engine from cold soak at various
temperatures is known.
• The controller is configured to switch from engine warm-up mode to
an open-loop (warmed-up engine) mode after a sufficient time by
means of an internal timer.
• The quantity of fuel to be injected during the intake stroke of any
given cylinder (which we call F) is determined by the mass of air (A)
drawn into that cylinder (i.e., the air charge) during that intake
stroke.
• That quantity of fuel is given by the air charge divided by the
desired air/fuel ratio:
 Conti
• The quantity of air drawn into the cylinder A, is computed from the
mass air flow rate and the RPM.
• The mass air flow rate (MAF) will be given in kg/sec. If the engine
speed in revolutions/minute is RPM, then the number of
revolutions/second (which we call r) is,

• Then, the mass air flow is distributed approximately uniformly to

half the cylinders during each revolution.
• If the number of cylinders is N then the air charge (mass) in each
cylinder during one revolution is

In this case, the mass of fuel delivered to each cylinder is

 Conti
• This computation is carried out by the controller continuously so
that the fuel quantity can be varied quickly to accommodate rapid
changes in engine operating condition.
• The fuel injector pulse duration T corresponding to this fuel
quantity is computed using the known fuel injector delivery rate R
f

• This pulse width is known as the base pulse width. The actual pulse
width used is modified from this according to the mode of
operation at any time.
 Open-Loop Control
• After engine warm-up, open-loop control is used. The most
popular method uses the mass density equation to calculate
the amount of air entering the intake manifold.
• For a warmed-up engine, the controller will operate in an
open loop if the closed-loop mode is not available for any
reason.
• For example, the engine may be warmed sufficiently but the
EGO sensor may not provide a usable signal. In any event, as
soon as possible it is important to have a stoichiometric
mixture to minimize exhaust emissions.
• The base pulse width Tb is computed as described above,
except that the desired air/fuel ratio (A/F )d is 14.7
(stoichiometry):
 Closed-Loop Control
• The most important adjustment to the fuel injector pulse
duration comes when the control is in the closed-loop
mode.
• In the open-loop mode the accuracy of the fuel delivery is
dependent on the accuracy of the measurements of the
important variables.
• In any closed-loop control system a measurement of the
output variables is compared with the desired value for
those variables.
• In the case of fuel control, the variables being regulated are
exhaust gas concentrations of HC, CO, and Nox.
• The closed-loop mode can only be activated when the EGO
(or HEGO) sensor is sufficiently warmed the output voltage
of the sensor is high (approximately 1 volt) when the
exhaust oxygen concentration is low (i.e., for a rich mixture
relative to stoichiometry).
 Conti

• The EGO sensor voltage is low (approximately .1 volt)

whenever the exhaust oxygen concentration is high (i.e., for
a mixture that is lean relative to stoichiometry).
• Once the computation of the closed-loop correction factor is
completed, the value is stored in a specific memory location
(RAM) in the controller.
• At the appropriate time for fuel injector activation (during
the intake stroke), the instantaneous closed-loop correction
factor is read from its location in RAM and an actual pulse of
the corrected duration is generated by the engine control.
 Acceleration Enrichment
• The mixture is enriched to maximize torque during very heavy
load (for example, a wide open throttle).
• During periods of heavy engine load such as during hard
acceleration, fuel control is adjusted to provide an enriched
air/fuel ratio to maximize engine torque and neglect fuel
economy and emissions.
• The computer detects this condition by reading the throttle
angle sensor voltage. High throttle angle corresponds to heavy
engine load and is an indication that heavy acceleration is called
for by the driver.
• The fuel system controller responds by increasing the pulse
duration of the fuel injector signal for the duration of the heavy
load.
• This enrichment enables the engine to operate with a torque
greater than that allowed when emissions and fuel economy are
controlled.
 Deceleration Leaning
• Fuel flow is reduced during deceleration with closed throttle.
• During periods of light engine load and high RPM such as
during coasting or hard deceleration, the engine operates
with a very lean air/fuel ratio to reduce excess emissions of
HC and CO.
• Deceleration is indicated by a sudden decrease in throttle
angle or by closure of a switch when the throttle is closed
(depending on the particular vehicle configuration).
• When these conditions are detected by the control computer,
it computes a decrease in the pulse duration of the fuel
injector signal.
• The fuel may even be turned off completely for very heavy
deceleration.
 Idle Speed Control
• When the throttle angle reaches its closed position and engine
RPM falls below a preset value, the controller switches to idle
speed control.
• A stepping motor opens a valve, allowing a limited amount of air
to bypass the closed throttle plate.

• Idle speed control is used by some manufacturers to prevent

engine stall during idle.
• The goal is to allow the engine to idle at as low an RPM as
possible, yet keep the engine from running rough and stalling
when power-consuming accessories, such as air conditioning
compressors and alternators, turn on.
 Conti
• Idle speed is controlled by using an electronically controlled
throttle bypass valve that allows air to flow around the throttle
plate and produces the same effect as if the throttle had been
slightly opened.
 Conti

• There are various schemes for operating a valve to introduce

bypass air for idle control.
• One relatively common method for controlling the idle speed
bypass air uses a special type of motor called a stepper motor.
• A stepper motor moves in fixed angular increments when
activated by pulses on its two sets of windings (i.e., open or
close).
• This is advantageous for idle speed control since the
controller can very precisely position the idle bypass valve by
sending the proper number of pulses of the correct phasing
 Fuel Mapping

• Through the use of the ECU data and computer

programs the engine can be mapped depending on
speed and load of the engine.
• Fuel and timing settings can be adjusted using these
maps to achieve maximum performance from the
engine.
Types of Electronic Engine Control
Unit

• Spark ignition Engines

(Motronic Engine Management
System or Engine Management
System [EMS])

• Compression Ignition Engines

(Electronic Diesel
Control[EDC])
Motronic Engine Management
System
 Introduction

• A modern gasoline injection system uses pressure from

an electric fuel pump to spray fuel into the engine intake
manifold. Like a carburetor, it must provide the engine
with the correct air-fuel mixture for specific operating
conditions.    
• Unlike a carburetor, however, PRESSURE, not engine
vacuum, is used to feed fuel into the engine. This  makes
 the  gasoline  injection system  very  efficient.
• A gasoline injection system has several possible
advantages over a carburetor type of fuel system.  
 Advantages

• Improved atomization-Fuel is forced into the intake manifold

under pressure that helps break fuel droplets into a fine mist.
• Better fuel distribution-Equal flow of fuel vapors  into  each
 cylinder.
• Smoother idle-Lean fuel mixture can be used without rough idle
because of better fuel distribution and  low-speed  atomization.
• Lower  emissions.  Lean  efficient  air-fuel  mixture reduces
exhaust pollution.
• Better  cold  weather  drivability.  Injection provides better control
of mixture enrichment than a carburetor.
Conti

• Increased  engine  power.  Precise  metering  of

fuel to each cylinder and increased air flow can
result in more horsepower output.
• Fewer parts. Simpler, late model, electronic fuel
injection  system  have  fewer  parts  than
 modern computer-controlled  carburetors.
Working of ECU
• Control of fuel injection: ECU will determine the
quantity of fuel to inject based on a number of
parameters. If the throttle pedal is pressed further down,
this will open the throttle body and allow more air to be
pulled into the engine.
• The ECU will inject more fuel according to how much air
is passing into the engine. If the engine has not warmed
up yet, more fuel will be injected .
• Control of ignition timing : A spark ignition engine
requires a spark to initiate combustion in the combustion
chamber. An ECU can adjust the exact timing of the spark
(called ignition timing) to provide better power and
economy.
Conti
• Control of idle speed : Most engine systems have idle speed
control built into the ECU.
• The engine RPM is monitored by the crankshaft position
sensor which plays a primary role in the engine timing
functions for fuel injection, spark events, and valve timing.
• Idle speed is controlled by a programmable throttle stop or
an idle air bypass control stepper motor.
 Comparison
Transition of Fuel Supply System

Carburetor Port Injection Direct Injection

(MPFI) (GDI)
 ELECTRONIC FUEL INJECTION

1. Single Point Injection

2. Multipoint Fuel Injection
3. Gasoline Direct Injection
Single Point or Manifold Injection
• The point or location of fuel injection is one way to classify a
gasoline injection system. A single-point injection  system,  also
 call  throttle  body  injection  (TBI), has the injector nozzles in a
throttle body assembly on top of the engine. Fuel is sprayed into
the top center of the  intake  manifold .
Multi Point Fuel Injection
• A multi-point  injection  system,  also  called  port injection, has
an injector in the port (air-fuel passage) going to each cylinder.
• Gasoline is sprayed into each intake port and toward each intake
valve. Thereby, the term  multipoint (more  than  one  location)
fuel  injection is used.
Gasoline direct injection

• In internal combustion engines, gasoline direct

injection is a variant of fuel injection employed in
modern two- and four- stroke petrol engines.
• The petrol/gasoline is highly pressurized, and
injected via a common rail fuel line directly into the
combustion chamber of each cylinder, as opposed
to conventional multi-point fuel injection that
happens in the intake tract, or cylinder port.
How system work:
Cut Sectional View
 Conti
• When the driver turns the ignition key on, the power train
control module (PCM) energizes a relay that supplies
voltage to the fuel pump.
• The motor inside the pump starts to spin and runs for a
few seconds to build pressure in the fuel system.
• A timer in the PCM limits how long the pump will run until
the engine starts.
• Fuel is drawn into the pump through an inlet tube and
mesh filter sock
• The fuel then exits the pump through a one-way check
valve and is pushed toward the engine through the fuel
line and filter.
• The fuel filter traps any rust, dirt or other solid
contaminants that may have passed through the pump to
prevent such particles from clogging the fuel injectors.
Conti

• The fuel then flows to the fuel supply rail on the

engine and is routed to the individual fuel injectors.
• A fuel pressure regulator on the fuel rail maintains
fuel pressure, and recalculates excess fuel back to the
tank.
• The fuel pump runs continuously once the engine
starts, and continues to run as long as the engine is
running and the ignition key is on.
• If the engine stalls, the (PCM) will detect the loss of
the RPM signal and turn the pump off.
Finally :
what is Fuel Injection? it describes the way the fuel (usually a
liquid fuel) is injected (pumped under pressure) into some part
of the engine where it can combine with the air charge in the
cylinders and combustion can take place, releasing energy to
propel the vehicle.

What’s different about diesel [CI] engine injection?

• Diesel (compression ignition or CI ) and petrol/gasoline
(spark ignition or SI ) engines go about the task of releasing
energy from their fuels in quite different ways.

• Compression ignition [CI] engines always inject the fuel charge

directly into a combustion chamber in the engine. Fuel
injection and ignition are inextricably tied together in
compression ignition [CI] engines.
 Conti
• Recall that CI engines only work because they compress the
air charge so that it is hot enough to instantly ignite the fuel
charge as it is being injected.
• In fuel-injected spark ignition [SI] engines, fuel is always
injected into the air charge well before ignition takes place.
• This necessary because the liquid or gaseous fuel must be
thoroughly mixed together with air into a combustible
mixture, able to be ignited by the electrical arc generated by
the sparkplug.
• If the ratio of air to fuel is not reasonably close to 15:1 in the
vicinity of the sparkplug, the mixture will not ignite at all
and a miss-fire results.
Conti
• The combustion of the fuel begins at the instant it begins
being injected (well, within a couple of milliseconds, if you
want to split hairs) into the combustion chamber full of very
hot air (more than 400 ºC, often over 700 ºC).

• This means the timing of ignition is intimately tied to the fuel

injection process.

• So, the fuel injection system of a CI engine is responsible for

regulating both the quantity of fuel to be injected and timing
of the beginning of combustion.

• Many ingenious techniques have been developed to achieve

both these tasks with admirable accuracy, long before the
advent of sophisticated electronic controls.
Fuel Shrouded Pattern
How much fuel are we injecting here?
let’s do a few simple sums based on 1997 Land Rover Discovery. It has a
4 cylinder 2.5 liter engine. At 100 km/h in 5th gear it’s doing very close
to 2400 rpm or 2400/60 = 40 revolutions per second. Because it’s a 4
cylinder 4 stroke engine, it will be producing 2 power strokes every
revolution, so that’s 80 power strokes per second. At a steady cruising
speed of 100 km/h, it is likely to be covering 10 km/liter or, in other
words, using 10 litres/100 km. Therefore, our fuel burn rate is 10 liters
per hour or 10/3600 = 0.00278 liters per second = 2.78 mL/sec. Now,
this 2.78 mL is shared between the 80 power strokes of the engine per
second. So, for each power stroke of the engine while we are cruising at
100 km/h, the fuel injection system is delivering 2.78/80 = 0.03472 mL
into each cylinder. Not much is it? And the injection system delivers
precisely this quantity of fuel to one of the cylinders of the engine, 80
times per second and at the exact instant the cylinder needs to fire. Not
bad for a completely mechanical system with no electronic “smarts” at
all, is it?
 How much pressure?
• SI engine (petrol/gasoline) injection systems typically run at
pressure of 2 to 3 bar (30 to 40 psi). In contrast CI (diesel)
engines employ injection pressures of at least 350 bar (~5000
psi) and possibly in excess of 2000 bar (>29,000 psi) – quite a
bit different to petrol/gasoline systems! This explains why CI
injection systems are so solidly built and piped-up with strong
steel tubing, etc.
• Petrol/gasoline readily vaporizes in the air stream entering
the engine’s cylinders and in contact with the hot cylinder
head surfaces, to form an easily ignitable air/vapor mixture.
On the other hand, to instantly ignite the much less volatile
diesel fuel in the hot air charge of a CI engine it is necessary
to spray it into the combustion chamber in extremely small
droplets. And to achieve this, extremely high injection
pressures are required – the higher the better, in general.
Diesel Injection System

Types Of Diesel Injection

System
1) Unit Injector System
2) Common Rail Direct
Injection System
3) Unit Pump
 Unit Injector System

• Single cylinder fuel injection pump with integral nozzle

• Each cylinder has its own nozzle
• Injection pressure up to 1800 bar
• Hydraulic rigidity is very high
• Pilot injection
• Emission levels substantially reduced
• Fuel consumption low
• Permits cylinder cut-off
• Capable of meeting current and future emission norms
Electronic Diesel Control
Comparison Normal Fuel System & CRDI
 COMMON RAIL FUEL SYSTEM

How are the main characteristics of CR system achieved ?

CR uses an intermediate High Pressure Accumulator (Rail)
Uses Electronic Control of Injectors (use of Electro-magnetic
valves)
Common Rail System
Common Rail : System working
concept
Common Rail System - Principle
Demands & Basic parameters
CRS Components
Common Rail System - High Pressure Pump

• Generates high fuel pressure

• Three plungers arranged at 120°phasing
• Three delivery strokes per revolution
• Drive shaft with eccentric cam moves the plungers
• M-Prop/PCV is used for fuel regulation
• Low power consumption
Conti
 Common Rail System - Rail

• Stores pumped fuel under high pressure

• Fitted with pressure sensor to communicate with ECM
• Thick walled tube design
• High pressure fuel delivery to the rail controlled by solenoid
operated metering valve at the inlet to the pump
• More prone to effects related to wave dynamics
 High Pressure Rail

• Factors determining the Rail Volume :

• Rail Volume is a compromise based on the
following two factors
• Volume to be kept as small as possible to keep
the response time of the system short (i.e., the
set-point pressures to be achieved in as short a
time as possible)
• Volume should be as large as possible to keep the
Pressure oscillation to minimum possible value.
Conti
Conti
Common Rail System - Injector

• Injects fuel at highly precise quantity

• Injects fuel at precise ignition timing as triggered by ECU
• Works on principle of pressure differential between two
chambers
• Provision for excess amount of fuel back to fuel tank
• Connects excess fuel leaked from the system to fuel tank
• Collects excess fuel from each Injector to fuel tank
• Collects excess fuel from pump to fuel tank
Solenoid Injector
CRDI Generations
Conti
 CRS1

WORKING OF CRS
CRS1.2
CRS2
CRS 2.2
System selection : Quantity balancing
Advanced Control Functions
 Environmental trials : Need
• High altitude trials
• Ambient pressure reaches e.g. 0.5 bar abs. at 4000 m
altitude
• Minimum allowed inlet pressure at gear pump of CP is 0.5
bar abs. (pump flow)
• Leads to filling of high pressure pump and reduced
lubrication in the HP
• Suction side filters lead to further reduction of inlet pressure
of gear pump depending on flow rate, restrictions, filter
design -> strongly depending on layout and maintenance
• Experience with CR systems in Europe (max. 3000 m)
• In Himalaya : Khardungla pass - 18380 FT / 0.5 bar (for PC,
MUV and LCV)
• In Ooty : Dodabeta - 2634 FT / 0.74 bar (For HCV application)
 Conti
Start trials and Ramp application (Cold, Hot start and High
altitude)
• White smoke behavior, Rail pressure stability and misfiring
• Low & High idle stability at cold (Sub zero) and warm (>
90deg)
• Warm up behavior (correction factor and ramp down
application)
• Drivability - Down hill
• Drivability - Up hill
• Application of accelerator pedal filters & verification of
restart Gradability in 2nd gear in gradients
• Free acceleration smoke at high altitudes
• System behavior in gradients during limp home
• System behavior in gradients during coolant over heat & fuel
over heat
 CR SYSTEM BENEFITS

• Higher injection pressure (up to 1600 bar)

• Multiple injection
• Flexibility in Inj. Pressure & timing
• Higher low end torque
• Noise & SFC reduction
• Better margins for emission
• Better Drive ability
• Cruise control
• Driver information system
 Conti

• Smart engine control

• Anti lugging
• A/C logical control
• Smart start control
• Safety functions
• Service diagnostic
• Communication with other
Vehicle ECUs
Common Rail System Advantages
• High injection pressure & good spray preparation
even at low engine speeds & loads
• Separation of pressure generation & injection
allowing flexibility in controlling both the injection
rate & timings.
• Fuel pressure independent of engine speed & load
conditions
• The capability to deliver stable small pilot /
multiple injection to decrease NOx Emission & Noise
• Fuel pump operates with low drive torque
 ADVANTAGE TO CUSTOMERS
• Low fuel consumption
• Low oil consumption
• Increased Oil change period
• Good cold startability
• Good engine life
• Driveability & comfort
• Proven technology & highly reliable
• Reduced down time because of fast &
accurate diagnosis & repair
 Injector Pulse Width (IPW)

• The engine control unit uses a formula and a large number

of lookup tables to determine the pulse width for given
operating conditions.
• The equation will be a series of many factors multiplied by
each other. Many of these factors will come from lookup
tables.
• We'll go through a simplified calculation of the fuel
injector pulse width. In this example, our equation will
only have three factors, whereas a real control system
might have a hundred or more.

• Pulse width = (Base pulse width) x (Factor A) x (Factor B)

 Conti
• In order to calculate the pulse width, the ECU first looks up
the base pulse width in a lookup table. Base pulse width is a
function of engine speed (RPM) and load (which can be
calculated from manifold absolute pressure).
• Let's say the engine speed is 2,000 RPM and load is 4. We find
the number at the intersection of 2,000 and 4, which is 8
milliseconds.
 Conti
• In the next examples, A and B are parameters that come from
sensors. Let's say that A is coolant temperature and B is oxygen
level.
• If coolant temperature equals 100 and oxygen level equals 3,
the lookup tables tell us that Factor A = 0.8 and Factor B = 1.0.

• So, since we know that base pulse width is a function of load

and RPM, and that pulse width = (base pulse width) x (factor A)
x (factor B), the overall pulse width in our example equals:
8 x 0.8 x 1.0 = 6.4 milliseconds
Conti
• From this example, you can see how the control system
makes adjustments.
• With parameter B as the level of oxygen in the exhaust, the
lookup table for B is the point at which there is (according
to engine designers) too much oxygen in the exhaust; and
accordingly, the ECU cuts back on the fuel.
• Real control systems may have more than 100 parameters,
each with its own lookup table.
• Some of the parameters even change over time in order to
compensate for changes in the performance of engine
components like the catalytic converter.
• And depending on the engine speed, the ECU may have to
do these calculations over a hundred times per second.
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