Electronic Control Unit And Engine Management System Engineering Essay

Ever since we have established RHR Engineering workshop, we have carried out several ECU (Electronic
Control Unit) mapping. Keeping this in mind, I have decided to make a report on ECU, and its operation
for our technicians. This report will instruct our technicians on ECU operation, function, features, and its
principles.

P1

The ECU (Electronic Control Unit) or otherwise known as Engine Management System is a computer
which controls every action and reaction of the Engine. The ECU consists of an 8-32bit microprocessor,
Random Access Memory (RAM), Read Only Memory (ROM), and an Input/Output interface, Analogue &
Digital converters and in some cases Electronic Erasable Programmable Read Only Memory (EEPROM).
Random Access Memory (RAM) is a flash memory, which is erased once the car is switched off. It
provides the ECU with the data which is needed at the moment of operation. Whereas, Read Only
Memory (ROM) is permanent memory, therefore it is non-erasable. It stores all the functions, and
module of the operating systems e.g. Ignition Timing, Injection Timing. EEPROM is a sophisticated type
of memory, which could be found in Aftermarket, and High Valued vehicles. The Function remains the
same as ROM, but the function module could be edited or erased by the driver according to his/her
desire, via sending commands through on dash buttons or by connecting a Computer to the ECU (only in
case of Aftermarket ECU). EEPROM provides the driver with choice of driving style, performance output,
and handling characteristics. Analogue & digital converters are used to converts digital signals into
analogue signals and vice versa. For example, speed sensors convert digital signal into analogue signal
i.e. Speed gauge.

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The ECU controls almost all the running gear of the vehicle. The main operating system, which ECU has
to control in order to run the engine, is the Fuel Injection System, Ignition Timing, and the Idle Speed
Control system. Based on information from the input sensors (engine coolant temperature sensor,
Manifold Absolute Pressure sensor, Air Flow sensor etc.), the ECU determines optimum settings for the
output actuators (Injectors, Idle Speed Control Valve etc.).

Modern day Vehicles are equipped with sophisticated ECUs. They have several other features such as,
Traction Control, Cruise Control, Active Suspension, Electronic Ignition System, Variable Valve Timing
activator, and ABS (Anti-Lock Brake System). They also work as diagnostic software, as it houses several
Sensors and Actuators around the vehicle.
The ECU operates on information sent by the sensors. If any correction is to be made, or if any function
needs to be carried out, it does it using actuators. Input signal are received by the sensors and output
signals are given to the actuators. All the information is processed in digital format.

Motronic_english

The main function of the ECU is to carry out checks to ensure correct running of the engine. The most
common checks are as follows:

Fuel injection:

Ignition timing

Idle

Emission control

These checks are necessary so that the vehicle will meet the emission standards, maintain fuel economy,
and be reliable.

P2

The input signals received by the ECU are sent by the Sensors. The sensors act as a stimulus of the ECU.
The 3 most commonly found Sensors are described as follows:

1) Air mass meter:

There are 2 types of air mass meter, hot wire type, and vane type. They both serve the same function,
although the material used is different. An air mass meter is located after the air filter and before the
intake plenum. The air mass meter provides the ECU with an analogue signal that indicates the amount
of air being drawn into the engine. The ECU then takes this value to add the correct amount of fuel to
maintain the 14.7:1, air: fuel ratio.

ford_probe_air_mass_meter

The most common type of air mass meter is the HOT Wire type air mass meter. It is mainly used in
multi-point injector system. It uses an electrified wire, which acts as a resistor. During operation the
wire is heated, but when the air passes over the heated wire, it cools, thus changing the resistance. The
ECU monitors the resistance value and can work out how much air is entering the engine.

AirMassMeterWire

2) Oxygen/ Lambda Sensor:

The main function of the oxygen sensor is to measure the amount of oxygen content exiting the
exhaust. It also serves the purpose to ensure that the air/fuel mixture is chemically correct. An oxygen
sensor is fitted between the exhaust manifold and the catalyst converter.

oxygen_sensor_1 sensor4

Oxygen sensor has to heat up to approx 350 degrees Celsius to work properly. They send a signal to the
ECU via voltage to enable the ECU to maintain, or to correct the air/ fuel ratio. The ceramic tip on the
end of the oxygen sensor that protrudes into the exhaust manifold becomes porous and allows the
oxygen ions to flow through the tip. This creates the signal voltage, which changes with change in
oxygen level inside the exhaust. This signal is therefore transmitted to the fuel injection or to the ECU,
which alters the fuel quantity as necessary, until the oxygen content of the exhaust gas is correct for
efficient catalytic converter operation, and to maintain fuel economy.

3) Throttle position sensor:

It detects the position of the throttle plate. The ECU maintains the engine idle speed at a given value e.g.
800 revs per minute. The ECU identifies when the engine is at idle from the information supplied by the
throttle position sensor.

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The throttle position sensor incorporates a potentiometer. The wiper of the potentiometer is connected
to the throttle plate, so that as the throttle is moved from the closed, to wide-open, the voltage signal
from the sensor changes. The voltage signal is passed to the ECU, and used to determine the exact
position of the throttle, and the rate at which the throttle is being opened and closed. It helps the ECU
to access driver’s intensions, such as the intention to rapidly accelerate, by detecting the speed
or the rate at which the throttle is being opened.

P3

The output signal from the ECU is received by the Actuators. An actuator is a mechanical device which
transforms electrical signal into kinetic / mechanical energy. E.g. Injectors, Fuel Pump, idle speed control
valve.

There are 3 types of actuators, Solenoid type e.g. Injector, EGR (Exhaust Gas Recirculation Valve) Valve,
Stepper Motor type e.g. Idle Speed Control Valve, and a DC (Direct Current) Motor type e.g. Fuel Pump.

solenoid

The Solenoid type actuator uses a coil of wire around a soft metal, through which when the current
passes it produces a magnetic field. This magnetic field is used to convert electrical energy into
mechanical energy (linear motion) e.g. Injector

Injector:

fuelinjector
The function of the injector is to deliver a finely atomized spray of fuel to the inlet manifold or the
cylinder head. It is located on the inlet manifold after the throttle body.

injector solenoid off

The injector solenoid is connected directly to the battery via a relay; the earth circuit for the injector is
connected to the ECU. When the ECU completes the earth circuit the injector circuit is completed. Once
the injector circuit is completed, the current is passed to the solenoid (electromagnetic Coil); this in turn
produces magnetic energy, and attracts the plunger (needle valve), thus opening the diffuser nozzle, and
delivering fuel to the inlet manifold or the combustion chamber.

injector solenoid on

A DC (Direct Current) Motor coverts electrical energy into mechanical energy (rotary motion). The most
common example of DC motor type actuator is Fuel Pump.

motor

The DC motor works by electromagnetism. The magnetic force acts perpendicular to both wire and
magnetic field. When electric current passes through a coil in a magnetic field, the magnetic force
produces torque which turns the DC motor.

Fuel Pump:

The fuel pump supplies the injector with adequate fuel at a sufficient pressure to allow the injectors to
give good atomization. In modern day vehicles it is located inside the fuel tank, in order to keep the
pump cool, and reduce the noise of operation.

Electric_Fuel_Pump
Unlike the Stepper Motor, the fuel pump runs on a DC (Direct Current) Motor, therefore it has a
continuous operation, and earth connection. Modern day vehicle are fitted with High Pressure Roller-
Cell type fuel pumps. The Roller cell Pump is an example of DC motor, as it converts electrical energy
into mechanical energy (rotary motion). When the fuel enters the pump it is compressed by rotating
cells which force it through the pump at a high pressure.

efi_1-0

The pump can produce a pressure of 8 bar (120 psi. Within the pump is a pressure limiting valve, which
maintain the pressure through the fuel pump. The other end of the pump (output) is home to a non-
return valve which, when the voltage to the pump is removed, it closes the return to the tank, and
maintains pressure within the system. The normal operating pressure within this system is
approximately 2 bar (30 psi), at which the current draw on the pump is 3 to 5 amps.

Stepper Motor is an analogue actuator. They are used to convert electrical energy into mechanical
energy (rotational movement). Unlike a conventional motor, a stepper motor will rotate but in stages
and not full rotations, therefore it can open and close airways partially.

step-rot

The most common type of stepper motor actuator is an Idle Speed Control Valve.

Idle Speed Control Valve (ISCV):

The Idle Speed Control Valve is used to either regulate the bypass of air around the throttle butterfly or
as a throttle motor controlling the position of the throttle butterfly. The ECU constantly alters the
control signal to the motor or valve to maintain a constant idle speed.

T-BodySm

In an idle speed control valve, a stepper motor is built into the ISCV where it rotates a valve shaft either
in or out. This in turn increases or decreases the clearance between the valve and the valve seat,
therefore regulating the amount of air allowed to pass through thus controlling the idle. The idle
increases when the Air Condition is switched on, this is because of the load on engine received by Air
Condition.

M2

Performance of the sensors depends on their location. A hot wire air mass meter will not perform well if
it was placed above the exhaust manifold, as it will heat the wire, and give false reading of air drawn in.
This error will result in incorrect air/fuel mixture, high engine temperature, and producing far more
emissions.

An oxygen sensor will perform best at approximately 350°C. the operating temperature of the sensor is
affected by the location in the exhaust: too close to the exhaust manifold can lead to overheating, this
will result in burning the heating element or the filaments inside thus emitting harmful gases (CO, HC) in
the atmosphere, too far from the exhaust manifold and the sensor may not reach its correct operating
temperature, this will result in emitting harmful gases (CO, HC) in the atmosphere.

gsensorboard

The location of the ECU also matters. Keeping the ECU in the engine bay can overheat the processor
inside the ECU causing delays in input and output signals. The best location for the ECU is under the
Passenger compartment, this will keep the temperature low, and it is beneficial for the micro processor
to perform its task well.

M1

Earlier example of ECU were not as sophisticated as modern ECU. Older ECUs were used on Single Point
Injector system. They were simpler than the modern day ECU, as it used fewer components, and had
less function to carry out.

10
Single Point injection ECU had to only carry out fuel injection; it still used the conventional ignition
system, and had very few sensors, and actuators. Against the modern day ECU it has few advantages
and disadvantages.

Advantages

Disadvantages

Fewer components therefore cutting cost

Less control over the engine

Less components to go wrong

Manual diagnostic

Fuel is well atomized

Inappropriate fuel distribution

Having less components means it had less control over correct running of the engine, and meeting the
emission standards. This major disadvantage lead to the development of a much sophisticated ECU
which could be found in modern day vehicle e.g. Multi-Point Injection System.

multipoint

Multi-Point injection system houses more sensors and actuators than the Single Point injection system.
The components used in addition to Single Point injection are mentioned below.
Climate control

Cruise Control

Traction control

Pre and Post Lambda sensor.

Variable Valve Timing actuator.

Knock Sensor

Oil Sensor

Hall Effect Sensor

One major addition to the whole operation of the multi-point injection system is the ignition system.
Multi Point injection system uses individual coil per each cylinder, whereas Single Point injection system
uses the conventional ignition system. The basic principle of operation for each coil remains the same as
the conventional.

By having single coil per cylinder, the time available to build up coil energy is greater than having a single
coil providing spark to all cylinders. For example on an eight cylinder engine with eight individual ignition
coils, each coil will have 8 x longer time to complete one whole ignition cycle compared to the
conventional engine using single coil for all cylinders. The available ‘dwell’ time is
therefore also up to eight times longer. And there will no wasted spark. Therefore, the car will need no
tuning for speed advance, or load advance, and spark will me more efficient.
Multi-Point injection system has more components, therefore having more control over the engine, and
meeting the emission standard. It helps the engine to run more cleaner, and perform better, with
respect to any weather conditions. It also improves the fuel economy, as distribution of fuel is
appropriate to each cylinder.