The document discusses engine tuning by modifying a vehicle's electronic control unit (ECU). It describes how the ECU controls various engine parameters like ignition timing, fuel injection, valves, and turbo boost pressure. Tuning the ECU can improve performance by optimizing these parameters for aftermarket engine modifications. However, improper tuning can damage engines. While tuning can increase power, other vehicle systems like brakes may need upgrading, and insurance and warranty implications should be considered.
ECU ... Engine Control Unit .. Inputs & Outputs _ ExplainedKamel Elsayed
ECU ... Engine Control Unit .. Inputs & Outputs _ ExplainedEngine sensors and its functions and pictures.
In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen oxide (NOx) emissions reduction technique used in petrol/gasoline and diesel engines. EGR works by recirculating a portion of an engine's exhaust gas back to the engine cylinders. This dilutes the O2 in the incoming air stream and provides gases inert to combustion to act as absorbents of combustion heat to reduce peak in-cylinder temperatures. NOx is produced in a narrow band of high cylinder temperatures and pressures.
The document presents information on turbochargers for internal combustion engines. It discusses that a turbocharger uses an engine's exhaust gases to power a turbine, which spins a compressor to increase the mass of air entering the engine. This results in greater engine performance and power. The key components of a turbocharger are the turbine, compressor, and center housing. The objective is to improve volumetric efficiency by compressing ambient air before it enters the intake manifold at a higher pressure, allowing more air into the cylinders per stroke. The exhaust gases drive the turbine which powers the compressor, converting the exhaust's potential energy into rotational energy to drive the compressor.
Modern day automobile engines are made of many electronic and electrical components that constitute engine sensors, relays and actuators. All these electronic and electrical components work together to provide Engine Control Unit (ECU) with vital data required to govern the engine functionality effectively. Sensors send the information in very less time. Sensors used in engine are generally electro-mechanical type devices that monitor various engine parameters.
Multi-point fuel injection system infuses fuel in to the intake valves of each cylinder. Sensors located in the vehicle's fuel engine system helps the control unit to determine when certain functions need to occur. Typical sensors used in multi-point fuel injection system are as follows:
Active suspension system
An active suspension is a type of automotive suspension on a vehicle. It uses an onboard system to control the vertical movement of the vehicle's wheels relative to the chassis or vehicle body rather than the passive suspension provided by large springs where the movement is determined entirely by the road surface. So-called active suspensions are divided into two classes: real active suspensions, and adaptive or semi-active suspensions. While adaptive suspensions only very shock absorber firmness to match changing road or dynamic conditions, active suspensions use some type of actuator to raise and lower the chassis independently at each wheel.
Quality and best engine provides better performance and boost our engines (vehicle's) efficiency. So it is better to follow a good engine management system.
ECU ... Engine Control Unit .. Inputs & Outputs _ ExplainedKamel Elsayed
ECU ... Engine Control Unit .. Inputs & Outputs _ ExplainedEngine sensors and its functions and pictures.
In internal combustion engines, exhaust gas recirculation (EGR) is a nitrogen oxide (NOx) emissions reduction technique used in petrol/gasoline and diesel engines. EGR works by recirculating a portion of an engine's exhaust gas back to the engine cylinders. This dilutes the O2 in the incoming air stream and provides gases inert to combustion to act as absorbents of combustion heat to reduce peak in-cylinder temperatures. NOx is produced in a narrow band of high cylinder temperatures and pressures.
The document presents information on turbochargers for internal combustion engines. It discusses that a turbocharger uses an engine's exhaust gases to power a turbine, which spins a compressor to increase the mass of air entering the engine. This results in greater engine performance and power. The key components of a turbocharger are the turbine, compressor, and center housing. The objective is to improve volumetric efficiency by compressing ambient air before it enters the intake manifold at a higher pressure, allowing more air into the cylinders per stroke. The exhaust gases drive the turbine which powers the compressor, converting the exhaust's potential energy into rotational energy to drive the compressor.
Modern day automobile engines are made of many electronic and electrical components that constitute engine sensors, relays and actuators. All these electronic and electrical components work together to provide Engine Control Unit (ECU) with vital data required to govern the engine functionality effectively. Sensors send the information in very less time. Sensors used in engine are generally electro-mechanical type devices that monitor various engine parameters.
Multi-point fuel injection system infuses fuel in to the intake valves of each cylinder. Sensors located in the vehicle's fuel engine system helps the control unit to determine when certain functions need to occur. Typical sensors used in multi-point fuel injection system are as follows:
Active suspension system
An active suspension is a type of automotive suspension on a vehicle. It uses an onboard system to control the vertical movement of the vehicle's wheels relative to the chassis or vehicle body rather than the passive suspension provided by large springs where the movement is determined entirely by the road surface. So-called active suspensions are divided into two classes: real active suspensions, and adaptive or semi-active suspensions. While adaptive suspensions only very shock absorber firmness to match changing road or dynamic conditions, active suspensions use some type of actuator to raise and lower the chassis independently at each wheel.
Quality and best engine provides better performance and boost our engines (vehicle's) efficiency. So it is better to follow a good engine management system.
The engine control module (ECM), also known as the powertrain control module or engine control unit, uses sensors to monitor various aspects of the engine and control actuators based on the sensor data. The document lists 10 common sensors that the ECM uses, including temperature, pressure, airflow, crankshaft position, throttle position, oxygen content, and knock sensors. It also describes the basic function of each sensor and what happens when a sensor fails, such as the ECM displaying a check engine light.
This document provides an overview of fuel systems, including the main components and how they work. It compares carbureted and fuel injected systems, describing the different types of fuel injection. Electronic fuel injection uses sensors, actuators, and a computer to precisely meter fuel delivery. The computer receives feedback from oxygen sensors to continuously adjust the air-fuel ratio for optimal performance and emissions.
This document is a seminar report on automatic transmission systems submitted by Vijay Kumar, an 8th semester mechanical engineering student at VVCE Mysore. It discusses the key components of automatic transmissions including planetary gear sets, hydraulic systems, torque converters, clutches, bands and computer controls. It also covers rear-wheel drive and front-wheel drive transmissions, common problems, and repair options. The conclusion emphasizes the importance of keeping transmissions and fluid at the proper operating temperature for long life. References include technical websites and manuals.
The document discusses different types of fuel injection pumps used in diesel engines, including inline, rotary, and common rail diesel injection pumps. It describes the basic components and functioning of each type of pump. Inline pumps have separate plunger units for each cylinder and are activated by a camshaft. Rotary pumps use a single plunger connected to different ports on a distributor head via springs. Common rail diesel pumps operate at very high pressure and can vary the timing and amount of fuel injection independently for each cylinder.
Automobile Engineering Unit 2 - Anna universitysuresh n
The 2nd unit of automobile engineering describe about carburetor, types of carburetor, ignition system such as coil ignition, magneto ignition and electric ignition system. And also it describe about supercharger and turbocharger
Multipoint fuel injection (MPFI) systems provide better control of the air-fuel ratio compared to carburetors. MPFI systems use multiple fuel injectors, with one injector per cylinder, to inject fuel into the engine's intake ports or manifold. This allows supplying the optimum air-fuel ratio to each cylinder for all operating conditions. MPFI systems are electronically controlled using sensors to monitor various engine parameters and optimize fuel delivery and emissions performance. While more complex than carburetors, MPFI systems improve fuel efficiency, power, and reduce emissions.
In automobiles, charging system maintains the charge in the vehicle's battery, which provides the main source of electrical energy when engine is running. In an automobile, energy is supplied to the battery by charging system from where it is distributed to the other parts like ignition system, lighting system and other important systems. The two main essential parts of charging system are alternator and voltage regulator.
Automobile engineering - FUEL SUPPLY SYSTEMAltamash Ali
The document discusses different fuel supply systems for automobiles, including carburetion, multi-point fuel injection (MPFI), diesel fuel systems, and common rail direct injection (CRDI). It provides details on how each system works to supply the proper fuel-air mixture to engine cylinders. Carburetion mixes fuel and air before admission to the cylinder, while MPFI uses fuel injectors near each cylinder controlled by a computer. Diesel fuel systems precisely inject pressurized fuel into cylinders, and CRDI features a high-pressure rail and solenoid valves to optimize fuel injection timing and quantity.
An automatic transmission changes gear ratios automatically as the vehicle accelerates or decelerates, freeing the driver from manually shifting gears. It has planetary gear sets to provide various forward and reverse gears, a torque converter to transmit torque like a clutch, and a hydraulic system with fluid, pumps, valves and clutches to control the gear shifts. The transmission fluid pressurized by the oil pump is directed by the valve body to shift valves and clutches/bands to smoothly shift between the transmission's 3-4 forward gears and reverse gear based on vehicle speed and throttle position.
The document discusses various fuel feed systems for petrol engines. It describes gravity, air pressurized, vacuum, pump, and fuel injection systems. It explains that modern vehicles primarily use fuel injection systems with separate injectors for each cylinder. The fuel injection system provides more accurate control of the air-fuel mixture than earlier carburetor systems. Key components of fuel systems are also outlined, including the fuel tank, filters, fuel lines, carburetor or injectors, and engine management systems.
Automatic climate control systems in vehicles allow occupants to set a desired temperature without manual intervention. Sensors monitor the vehicle's interior temperature and a computer system regulates the heating, cooling, and ventilation to match the setting. The system uses a plenum chamber to create air pressure differences for fresh air intake. Hot coolant from the engine powers the heater, while air conditioning cools and dehumidifies air using an evaporator. Some advanced systems provide separately controlled climate zones for each occupant. Automatic climate control increases comfort by maintaining a consistent temperature.
This document discusses the MPFI (Multi-Point Fuel Injection) system. It includes sections on the working principle, components like the air intake system, fuel delivery system, and electronic control system. The emission control system uses a catalytic converter to reduce emissions by promoting complete combustion. Key sensors provide feedback to the ECU to optimize the air-fuel ratio for better performance and fuel efficiency while meeting emission standards.
An anti-lock braking system (ABS) prevents wheels from locking up during hard braking by modulating brake pressure. It uses speed sensors to monitor each wheel and an electronic control unit to quickly release and reapply brake pressure as needed. ABS provides improved vehicle control and stopping ability, especially on loose surfaces or during emergency braking and steering maneuvers. It allows the driver to steer during hard braking and improves safety, though ABS systems do increase vehicle costs.
This document discusses three common types of small engine carburetors: natural or side draft, updraft, and downdraft. The natural or side draft carburetor is used when space is limited above the engine and allows air to flow horizontally into the manifold. The updraft carburetor is placed low on the engine and uses gravity to feed fuel from an above tank to the carburetor, forcing the air-fuel mixture upward. The downdraft carburetor operates with lower air velocities and larger passages, providing larger volumes of fuel when needed and allowing gravity to assist the air-fuel mixture flow.
This document discusses multi-cylinder engines and port fuel injection systems. It describes how port fuel injection helps ensure a uniform air-fuel mixture in each cylinder by injecting the same amount of gasoline into the intake manifold. It then provides details on the components and working of port multi-point fuel injection (MPFI) systems, including electronic control systems, fuel systems, air induction systems, sensors that feed information to the engine control unit, and how this helps precisely control fuel injection.
Electronic Brake force distribution (EBFD)Felis Goja
EBD is an automobile brake technology that automatically varies the amount of force applied to each of a vehicle's wheels based on road conditions, speed, loading on wheel etc.
The document discusses the history and development of on-board vehicle diagnostics (OBD) from the early OBD-I systems introduced in 1980 up to the current OBD-II standard. It describes how OBD has evolved from simple fuel injection monitoring on early systems to a standardized diagnostic protocol (OBD-II) that provides access to diagnostic data for various vehicle subsystems. The OBD-II standard specifies aspects like the connector, communication protocols, trouble codes, and has expanded the use of diagnostic data beyond emissions monitoring alone. While offering benefits, security research has also shown vulnerabilities in how OBD systems have been implemented.
This document provides an overview of different braking systems used in vehicles. It discusses mechanical, air/pneumatic, hydraulic, drum, disk, vacuum, and magnetic braking systems. Mechanical brakes use linkages to transfer brake force, while air/pneumatic, hydraulic, and vacuum brakes use air, brake fluid, or vacuum pressure respectively to transmit brake force over longer distances or with higher force. Drum brakes use pads that press outward against a rotating drum, while disk brakes use calipers to squeeze pads against a disk. Magnetic brakes generate braking through magnetic fields without friction.
This document provides an overview of powertrains and discusses key topics like emission requirements, energy sources, transportation energy usage, industry inertia, thermodynamic principles, engine types, sizes, and the convergence of SI and CI technology. It summarizes emission standards over time that have driven a factor of 10 reduction in pollutants every 15 years. It also outlines the energy density benefits of liquid hydrocarbons as a fuel source and charts the historical usage of transportation energy in the US by vehicle type.
The document discusses two engine systems: MPFI and DTSI. MPFI stands for multi-point fuel injection and involves injecting fuel at multiple points along the air intake path to achieve more uniform air-fuel blending. DTSI stands for digital twin spark ignition and involves using two spark plugs in each cylinder for improved combustion. Both systems aim to improve fuel efficiency, power, and reduce emissions.
The engine control module (ECM), also known as the powertrain control module or engine control unit, uses sensors to monitor various aspects of the engine and control actuators based on the sensor data. The document lists 10 common sensors that the ECM uses, including temperature, pressure, airflow, crankshaft position, throttle position, oxygen content, and knock sensors. It also describes the basic function of each sensor and what happens when a sensor fails, such as the ECM displaying a check engine light.
This document provides an overview of fuel systems, including the main components and how they work. It compares carbureted and fuel injected systems, describing the different types of fuel injection. Electronic fuel injection uses sensors, actuators, and a computer to precisely meter fuel delivery. The computer receives feedback from oxygen sensors to continuously adjust the air-fuel ratio for optimal performance and emissions.
This document is a seminar report on automatic transmission systems submitted by Vijay Kumar, an 8th semester mechanical engineering student at VVCE Mysore. It discusses the key components of automatic transmissions including planetary gear sets, hydraulic systems, torque converters, clutches, bands and computer controls. It also covers rear-wheel drive and front-wheel drive transmissions, common problems, and repair options. The conclusion emphasizes the importance of keeping transmissions and fluid at the proper operating temperature for long life. References include technical websites and manuals.
The document discusses different types of fuel injection pumps used in diesel engines, including inline, rotary, and common rail diesel injection pumps. It describes the basic components and functioning of each type of pump. Inline pumps have separate plunger units for each cylinder and are activated by a camshaft. Rotary pumps use a single plunger connected to different ports on a distributor head via springs. Common rail diesel pumps operate at very high pressure and can vary the timing and amount of fuel injection independently for each cylinder.
Automobile Engineering Unit 2 - Anna universitysuresh n
The 2nd unit of automobile engineering describe about carburetor, types of carburetor, ignition system such as coil ignition, magneto ignition and electric ignition system. And also it describe about supercharger and turbocharger
Multipoint fuel injection (MPFI) systems provide better control of the air-fuel ratio compared to carburetors. MPFI systems use multiple fuel injectors, with one injector per cylinder, to inject fuel into the engine's intake ports or manifold. This allows supplying the optimum air-fuel ratio to each cylinder for all operating conditions. MPFI systems are electronically controlled using sensors to monitor various engine parameters and optimize fuel delivery and emissions performance. While more complex than carburetors, MPFI systems improve fuel efficiency, power, and reduce emissions.
In automobiles, charging system maintains the charge in the vehicle's battery, which provides the main source of electrical energy when engine is running. In an automobile, energy is supplied to the battery by charging system from where it is distributed to the other parts like ignition system, lighting system and other important systems. The two main essential parts of charging system are alternator and voltage regulator.
Automobile engineering - FUEL SUPPLY SYSTEMAltamash Ali
The document discusses different fuel supply systems for automobiles, including carburetion, multi-point fuel injection (MPFI), diesel fuel systems, and common rail direct injection (CRDI). It provides details on how each system works to supply the proper fuel-air mixture to engine cylinders. Carburetion mixes fuel and air before admission to the cylinder, while MPFI uses fuel injectors near each cylinder controlled by a computer. Diesel fuel systems precisely inject pressurized fuel into cylinders, and CRDI features a high-pressure rail and solenoid valves to optimize fuel injection timing and quantity.
An automatic transmission changes gear ratios automatically as the vehicle accelerates or decelerates, freeing the driver from manually shifting gears. It has planetary gear sets to provide various forward and reverse gears, a torque converter to transmit torque like a clutch, and a hydraulic system with fluid, pumps, valves and clutches to control the gear shifts. The transmission fluid pressurized by the oil pump is directed by the valve body to shift valves and clutches/bands to smoothly shift between the transmission's 3-4 forward gears and reverse gear based on vehicle speed and throttle position.
The document discusses various fuel feed systems for petrol engines. It describes gravity, air pressurized, vacuum, pump, and fuel injection systems. It explains that modern vehicles primarily use fuel injection systems with separate injectors for each cylinder. The fuel injection system provides more accurate control of the air-fuel mixture than earlier carburetor systems. Key components of fuel systems are also outlined, including the fuel tank, filters, fuel lines, carburetor or injectors, and engine management systems.
Automatic climate control systems in vehicles allow occupants to set a desired temperature without manual intervention. Sensors monitor the vehicle's interior temperature and a computer system regulates the heating, cooling, and ventilation to match the setting. The system uses a plenum chamber to create air pressure differences for fresh air intake. Hot coolant from the engine powers the heater, while air conditioning cools and dehumidifies air using an evaporator. Some advanced systems provide separately controlled climate zones for each occupant. Automatic climate control increases comfort by maintaining a consistent temperature.
This document discusses the MPFI (Multi-Point Fuel Injection) system. It includes sections on the working principle, components like the air intake system, fuel delivery system, and electronic control system. The emission control system uses a catalytic converter to reduce emissions by promoting complete combustion. Key sensors provide feedback to the ECU to optimize the air-fuel ratio for better performance and fuel efficiency while meeting emission standards.
An anti-lock braking system (ABS) prevents wheels from locking up during hard braking by modulating brake pressure. It uses speed sensors to monitor each wheel and an electronic control unit to quickly release and reapply brake pressure as needed. ABS provides improved vehicle control and stopping ability, especially on loose surfaces or during emergency braking and steering maneuvers. It allows the driver to steer during hard braking and improves safety, though ABS systems do increase vehicle costs.
This document discusses three common types of small engine carburetors: natural or side draft, updraft, and downdraft. The natural or side draft carburetor is used when space is limited above the engine and allows air to flow horizontally into the manifold. The updraft carburetor is placed low on the engine and uses gravity to feed fuel from an above tank to the carburetor, forcing the air-fuel mixture upward. The downdraft carburetor operates with lower air velocities and larger passages, providing larger volumes of fuel when needed and allowing gravity to assist the air-fuel mixture flow.
This document discusses multi-cylinder engines and port fuel injection systems. It describes how port fuel injection helps ensure a uniform air-fuel mixture in each cylinder by injecting the same amount of gasoline into the intake manifold. It then provides details on the components and working of port multi-point fuel injection (MPFI) systems, including electronic control systems, fuel systems, air induction systems, sensors that feed information to the engine control unit, and how this helps precisely control fuel injection.
Electronic Brake force distribution (EBFD)Felis Goja
EBD is an automobile brake technology that automatically varies the amount of force applied to each of a vehicle's wheels based on road conditions, speed, loading on wheel etc.
The document discusses the history and development of on-board vehicle diagnostics (OBD) from the early OBD-I systems introduced in 1980 up to the current OBD-II standard. It describes how OBD has evolved from simple fuel injection monitoring on early systems to a standardized diagnostic protocol (OBD-II) that provides access to diagnostic data for various vehicle subsystems. The OBD-II standard specifies aspects like the connector, communication protocols, trouble codes, and has expanded the use of diagnostic data beyond emissions monitoring alone. While offering benefits, security research has also shown vulnerabilities in how OBD systems have been implemented.
This document provides an overview of different braking systems used in vehicles. It discusses mechanical, air/pneumatic, hydraulic, drum, disk, vacuum, and magnetic braking systems. Mechanical brakes use linkages to transfer brake force, while air/pneumatic, hydraulic, and vacuum brakes use air, brake fluid, or vacuum pressure respectively to transmit brake force over longer distances or with higher force. Drum brakes use pads that press outward against a rotating drum, while disk brakes use calipers to squeeze pads against a disk. Magnetic brakes generate braking through magnetic fields without friction.
This document provides an overview of powertrains and discusses key topics like emission requirements, energy sources, transportation energy usage, industry inertia, thermodynamic principles, engine types, sizes, and the convergence of SI and CI technology. It summarizes emission standards over time that have driven a factor of 10 reduction in pollutants every 15 years. It also outlines the energy density benefits of liquid hydrocarbons as a fuel source and charts the historical usage of transportation energy in the US by vehicle type.
The document discusses two engine systems: MPFI and DTSI. MPFI stands for multi-point fuel injection and involves injecting fuel at multiple points along the air intake path to achieve more uniform air-fuel blending. DTSI stands for digital twin spark ignition and involves using two spark plugs in each cylinder for improved combustion. Both systems aim to improve fuel efficiency, power, and reduce emissions.
The document compares and contrasts MPFI and DTSI fuel injection systems. MPFI stands for multi-point fuel injection and involves injecting fuel at multiple points to achieve more uniform air-fuel blending, improving mileage. DTSI is digital twin spark ignition and involves two spark plugs per cylinder for better combustion. DTSI provides faster flame propagation, more complete burning of fuel, higher efficiency and power compared to traditional single spark plug systems. Both MPFI and DTSI improve engine performance over traditional fuel injection systems.
The document describes an Advanced Engine Management System (AEMS) developed for a 1000cc internal combustion engine. The AEMS uses an oil-operated valve system, turbocharger, and electronic control module to operate the engine in different modes for improved efficiency and power. The ECM can selectively activate cylinders and control the turbocharger and fuel injection to run the engine in either a sport mode with all cylinders, economy mode with only half cylinders, or auto mode selected based on driving conditions. Experimental results showed the AEMS engine provides variable power from 36-80hp while increasing fuel efficiency by 40% compared to a normal IC engine.
The document compares and contrasts MPFI and DTSI fuel injection systems. MPFI stands for multi-point fuel injection and involves injecting fuel at multiple points to achieve more uniform air-fuel blending, leading to improved mileage. DTSI is digital twin spark ignition, which uses two spark plugs in each cylinder for more complete combustion. This results in higher fuel efficiency, power and torque compared to traditional single spark plug engines. Both systems provide improvements over traditional fuel injection designs.
The document discusses the importance of vehicle electronics in Formula One cars and Formula Student cars. It notes that Formula One cars have over 800 sensors collecting over 1 gigabyte of data per race. The electronic control unit (ECU) precisely controls engine parameters like air-fuel ratio, timing, and power delivery. For Formula Student cars, the ECU also manages key components without a direct link between driver and engine. Future plans for the next car include implementing clutchless shifting, improved data acquisition, and launch control.
This document discusses monitoring an engine control unit using LABVIEW. It begins with an abstract discussing the importance of engine control units for controlling engine functions like fuel injection and ignition timing. It then discusses using LABVIEW simulation software to illustrate the performance of engine controlling. The document is divided into sections that discuss LABVIEW, how internal combustion engines work, the role of the ECU in minimizing emissions while maximizing power and efficiency, the different operating modes of the ECU, and how the ECU protects the engine from damage.
The spark advance control system maximizes engine efficiency by continuously adjusting spark timing based on engine operating conditions like load and speed. Incorrect spark timing can increase emissions and reduce performance and driveability. The ECM determines proper spark timing based on sensor inputs, but incorrect initial timing setting or faulty sensors could cause it to incorrectly advance or retard timing.
Development of Electronic Control Unit for a Hybrid Electric Vehicle Using AM...Nihal Pol
This document describes the development of an electronic control unit (ECU) model for a hybrid electric vehicle powertrain using AMESim simulation software. The model divides torque between an internal combustion engine and electric motor based on optimization strategies to maximize fuel efficiency. Simulation results show the engine and motor speeds over various drive cycles and validate the model by achieving a higher estimated highway fuel economy than a Honda Insight vehicle with a similar powertrain architecture. The ECU model provides efficient control of the engine operating mode, torque splitting between components, throttle position, and other parameters to improve the vehicle's fuel consumption and emissions performance.
This document discusses the differences between carbureted and fuel injected motorcycle engines. It explains how carburetors and fuel injection systems work, as well as the benefits of fuel injection such as improved fuel efficiency and emissions. It also discusses how more motorcycle manufacturers are switching to fuel injection systems to meet emissions regulations, and how the aftermarket industry and mechanic training is adapting to this transition.
2009 Yamaha YZFR1000Y R-1 Service Repair Manual.pdfzipa382028
The document is a service manual that provides information on identifying the vehicle, key features of the fuel injection system, and the Yamaha Chip Controlled Throttle and Intake systems. The fuel injection system uses sensors and injectors to precisely control fuel delivery based on riding conditions. The YCC-T system controls throttle valves electronically to optimize torque and power. The YCC-I system switches the intake pipe length using a motor to improve power characteristics across the engine's rpm range.
The document discusses control systems in automobiles, specifically focusing on electronic control units (ECUs) and knock sensors. It provides details on how ECUs act as the "brain" of a vehicle by collecting sensor data to control engine functions like fuel injection and spark timing. Knock sensors detect engine knocking through vibrations and send signals to the ECU to optimize ignition timing and prevent damage. Microcontrollers play an important role in both ECUs and knock sensors to process signals and precisely manage engine performance and emissions.
2008 Yamaha YZFR600XB Service Repair Manual.pdfyuf8621246
The document is a service manual that provides specifications and troubleshooting information for a 2008 YZFR6X motorcycle. It includes the following sections: general information, specifications, periodic checks and adjustments, chassis, engine, cooling system, fuel system, electrical system, and troubleshooting.
The general information section provides details on vehicle identification, model labeling, and features of the motorcycle. It describes the FI fuel injection system, which uses various sensors and electronic control to precisely regulate fuel injection. It also outlines the Yamaha Chip Controlled Throttle and Intake systems, which use electronic motor control to actively adjust the throttle valves and intake pipe length to optimize power and response.
2008 Yamaha YZFR600XBC Service Repair Manual.pdfyuf8621246
This service manual provides information on servicing a 2008 YZFR6X motorcycle. The document includes:
- Identification of the vehicle using the VIN and model label.
- An overview of the features of the motorcycle, including its fuel injection system which uses sensors and electronic control units to precisely control fuel delivery.
- Descriptions of the functions and operation of the multi-function meter display and instruments like the tachometer and clock.
- Important information for technicians on preparation for removal and disassembly, replacement parts, and bearing and seal installation.
- A table of contents listing the sections of the manual covering topics like the chassis, engine, cooling system, and electrical system.
2008 Yamaha YZFR600XL Service Repair Manual.pdfyuf8621246
The document is a service manual that provides specifications and troubleshooting information for a 2008 YZFR6X motorcycle. It includes the following sections: general information, specifications, periodic checks and adjustments, chassis, engine, cooling system, fuel system, electrical system, and troubleshooting.
The general information section describes the vehicle identification number and model label locations. It also provides an overview of the motorcycle's fuel injection system, which uses electronic fuel injection controlled by a microprocessor to precisely regulate fuel delivery based on sensor inputs. The system aims to provide optimal fuel supply, improved engine response, better fuel economy, and reduced emissions.
The document discusses the functions of an electronic control unit (ECU) in modern vehicle engines. The ECU controls various engine functions like air-fuel ratio, ignition timing, idle speed, and variable valve timing based on sensor readings. It does this by interpreting data from sensors using lookup tables and adjusting actuators accordingly. The ECU allows for optimal engine performance and improved fuel efficiency compared to older mechanical controls.
2010 YAMAHA XT1200Z SUPER TENERE Service Repair Manualuksjemm
This is the Highly Detailed factory service repair manual for the2010 YAMAHA XT1200Z SUPER TENERE, this Service Manual has detailed illustrations as well as step by step instructions,It is 100 percents complete and intact. they are specifically written for the do-it-yourself-er as well as the experienced mechanic.2010 YAMAHA XT1200Z SUPER TENERE Service Repair Workshop Manual provides step-by-step instructions based on the complete dis-assembly of the machine. It is this level of detail, along with hundreds of photos and illustrations, that guide the reader through each service and repair procedure. Complete download comes in pdf format which can work under all PC based windows operating system and Mac also, All pages are printable. Using this repair manual is an inexpensive way to keep your vehicle working properly.
Service Repair Manual Covers:
General information
Specifications
Periodic checks and adjustments
Chassis
Engine
Cooling system
Fuel system
Electrical system
Troubleshooting
File Format: PDF
Compatible: All Versions of Windows & Mac
Language: English
Requirements: Adobe PDF Reader
NO waiting, Buy from responsible seller and get INSTANT DOWNLOAD, Without wasting your hard-owned money on uncertainty or surprise! All pages are is great to have2010 YAMAHA XT1200Z SUPER TENERE Service Repair Workshop Manual.
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REMAPPING AND SIMULATION OF EFI SYSTEM FOR SI ENGINE USING PIGGYBACK ECUBarhm Mohamad
The document describes remapping and simulating the electronic fuel injection (EFI) system of a BMW engine using a piggyback ECU. An experimental EFI system was reconstructed using a piggyback ECU and the control algorithms were simulated in LabVIEW. The simulation results were compared to experimental results for different engine loads and speeds. The piggyback ECU evaluation showed it can independently control fuel dose without depending on the factory ECU, with advantages of low cost and easy installation compared to remapping the factory ECU.
The document discusses how a DynoJet system can be used on a boat's engine to control the air/fuel ratio from a laptop. The system intercepts signals from the computer to the fuel injectors, allowing modification of fuel delivery for optimal power and fuel economy. The author installed the system on a 1996 boat with a 454 engine modified with a cam and exhaust. Initially the engine was running too lean, but using the DynoJet's auto-tune function while driving, a new fuel map was generated that kept the engine from further damage or misfiring. The system gives boaters control over air/fuel ratios for various conditions like different altitudes or engine modifications.
Charging Fueling & Infrastructure (CFI) Program Resources by Cat PleinForth
Cat Plein, Development & Communications Director of Forth, gave this presentation at the Forth and Electrification Coalition CFI Grant Program - Overview and Technical Assistance webinar on June 12, 2024.
Expanding Access to Affordable At-Home EV Charging by Vanessa WarheitForth
Vanessa Warheit, Co-Founder of EV Charging for All, gave this presentation at the Forth Addressing The Challenges of Charging at Multi-Family Housing webinar on June 11, 2024.
Charging and Fueling Infrastructure Grant: Round 2 by Brandt HertensteinForth
Brandt Hertenstein, Program Manager of the Electrification Coalition gave this presentation at the Forth and Electrification Coalition CFI Grant Program - Overview and Technical Assistance webinar on June 12, 2024.
Understanding Catalytic Converter Theft:
What is a Catalytic Converter?: Learn about the function of catalytic converters in vehicles and why they are targeted by thieves.
Why are They Stolen?: Discover the valuable metals inside catalytic converters (such as platinum, palladium, and rhodium) that make them attractive to criminals.
Steps to Prevent Catalytic Converter Theft:
Parking Strategies: Tips on where and how to park your vehicle to reduce the risk of theft, such as parking in well-lit areas or secure garages.
Protective Devices: Overview of various anti-theft devices available, including catalytic converter locks, shields, and alarms.
Etching and Marking: The benefits of etching your vehicle’s VIN on the catalytic converter or using a catalytic converter marking kit to make it traceable and less appealing to thieves.
Surveillance and Monitoring: Recommendations for using security cameras and motion-sensor lights to deter thieves.
Statistics and Insights:
Theft Rates by Borough: Analysis of data to determine which borough in NYC experiences the highest rate of catalytic converter thefts.
Recent Trends: Current trends and patterns in catalytic converter thefts to help you stay aware of emerging hotspots and tactics used by thieves.
Benefits of This Presentation:
Awareness: Increase your awareness about catalytic converter theft and its impact on vehicle owners.
Practical Tips: Gain actionable insights and tips to effectively prevent catalytic converter theft.
Local Insights: Understand the specific risks in different NYC boroughs, helping you take targeted preventive measures.
This presentation aims to equip you with the knowledge and tools needed to protect your vehicle from catalytic converter theft, ensuring you are prepared and proactive in safeguarding your property.
Implementing ELDs or Electronic Logging Devices is slowly but surely becoming the norm in fleet management. Why? Well, integrating ELDs and associated connected vehicle solutions like fleet tracking devices lets businesses and their in-house fleet managers reap several benefits. Check out the post below to learn more.
Charging Fueling & Infrastructure (CFI) Program by Kevin MillerForth
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IC Engine Tuning
1. Internal Combustion Engine Tuning
Mano C. (B11127)
IIT Mandi, Mandi
Email: manoc1993@gmail.com
(Name and email of Reviewer: Mahendra Singh Meena
mahendra_singh@students.iitmandi.ac.in)
Contents Outline
1. Introduction: What is engine tuning?
2. How is engine tuning done?
3. Functioning of the ECU
3.1 Data logging in perspective
4. Engine tuning parameters
4.1 Spark/ignition timing
4.2 Lambda/air-fuel ratio
4.2.1 Throttle body control
4.3 Valvetiming and lift
4.4 Boost pressure
5. The caveats
6. Prospects: What does the future hold?
7. References
2. 1. Introduction:What is engine tuning?
Chip tuning refers to changing or modifying an erasable programmable read only memory
(PROM)chipin an automobile's electronic control unit (ECU) to achieve superior
performance – this could be more power, cleaner emissions, or better fuel efficiency.
Modern engines are equipped with an engine management system (EMS)/Engine Control
Unit (ECU)whichcan be modified to different settings, producing different performance
levels. Manufacturers oftenproduce a few engines whichare used in a wider range of models
and platforms, and this allows them to sell automobiles in various markets with different
regulations without having to spend money developing and designing differentengines to fit
these regulations.
Operationslike settingthe idle speed, fuel/air mixture, fuel flow,spark plug and distributor
point gaps, and ignition timing on modern engines are electronically controlled.
Engine tuning is typically done after adjustments to the car’s stock configuration -
aftermarket camshafts, fuel injectors, supercharger, turbocharger, nitrous, higher
compression pistons, ported cylinder head, intake runner, header, and/or exhaust - have
been made. Withoutre-mapping the fuel tables, some of the performance gains from the
modifications may not be realized.
The larger and more powerful the engine in the first place, then generally the more gains
you'llget fromremapping. The cost of an ECU remap in India starts at around 70,000 INR
and goes up to around 3 lakh INR depending on the capacity of the engine, level of tuning,
and remapping brand.
Figure 1: An ICU chip
Evena car getting a relatively low power gain from a remap will actually be livelier to drive.
The engine's response under acceleration and its torque curveare the primary reasons for
getting into chip tuning.
3. 2. Howis engine tuning done?
The most common way to "upgrade" the electronic controlunit is using either plug-in
modules as mentioned aboveor using a specialist tuner whowill use an On Board
Diagnostics (OBD)Flash tool. These devices generally plug into the diagnostic port although
in some cases the reprogramming is done directly on the circuit board. Maps are supplied by
tuners. Software upgrades will generally be less expensive than either ECU or chip
replacement.
i. ECU Flashing: Most new cars are able to be “flashed” through the factory OBD-IIscan
port. Flash tuning an ECU allows fordirect control overall functions similar to a modified
stockECU, but without the need to remove/modify the ECU.Flash tuning is oftentimes
the best choicefor tuning on newer cars due to being able to retain emissions
functionality and cost, reduce time, and provide a one-size-fits-all standard map.
ii. Modified stockECU: A modified stock ECU is typically one that is EPROM chip based.
Using a real time programmer in place of a chip replacement, a custom tune can be
performed. A modified stock ECU allows fordirect control over all functions of the
factory ECU,so excellent performance, fuel economy,and overallrunning can be
achieved.
Another alternative is to have a custom remap for yourvehicle. The car/van is connectedup to a
laptop just like with a standard map, but instead of a one-size- fits-all map being uploaded, the
parameters foryour individual vehicle can be altered. This is usually combined with runs on a
dynamometer, so your vehicle'sperformance and fuelling all the way through the rev range is
checkedand tweaked.
3. Functioning ofthe ECU:
The ECU, the manager of processor-intensive functions,uses closed-loopcontrol, a control
scheme that monitors outputs of a system to controlthe inputs to a system, managing the
emissions and fuel economy of the engine (as well as a host of other parameters). With the data
it gleans fromsensors, it performs millions of calculations each second, including looking up
values in tables to decide on the best spark timing and determining how long the fuel injector is
open. A modern ECU might contain a 200-MHz processor at its core.
3.1 Data logging in perspective:
Data logging is essentially the ability to accumulate values of parameters - such as engine rpm,
coolant/air temperature, engine load (PSI),air/fuel, injector duty cycle,throttle position, vehicle
speed - related to engine operation. All of these parameters can help you get the maximum
performance for a given application, as well as be vital in troubleshooting issues that arise.
Data logging can show something as simple as boost leak, being too rich/lean, or not being full
throttle. It gives youthe ability to compare runs, and make changes to the tune or other settings
4. based on results. You can achieve much greater results in much shorter time when having as
much information as possible on engine/car performance. Some of the sensors used are:
1) Camshaft position sensor: The camshaft sensor determines which cylinderis
firing to establish injectorsynchronization and coilfiring sequence.
2) Intake Air Temperature (IAT)sensor: The air charge/manifold temperature
sensor is used by the computer to measure air density for fuel mixture control.
3) Lambda (AFR)sensor: It monitors the proportion of oxygen in the exhaust
stream.
4) Crankshaft speed sensor: It monitors the position or rotational speed of the
crankshaft.
5) Coolant temperature sensor: It measures the temperature of the engine coolant.
6) Knock sensor: When a given frequency of knockis detected, it in turn sends a
signal back to the ECU warning of detonation, and the ECU retards timing.
7) Throttle position sensor: Itsends a voltage signal to the computer indicating throttle
angle and speed of movement data.
8) Mass airflow sensor (MAF):It measures the amount of airflow entering the
intake manifold using a heated grid or wire.
9) Manifold absolute pressure sensor (MAP):It converts engine vacuum/
manifold pressure to an electrical signal so the computer knows how much
load the engine is under.
5. 10) Boost pressure sensor: It is a deviceto control the boost level
produced in the intake manifold of a turbocharged or supercharged
engine.
The changes in the readings of these sensors manifests itself withthe aid of actuators (ignition
coils, fuel injectors, cooling fans, etc.) whichrespond to the ECU’s commands.
4. Engine tuning parameters:
4.1 Spark/ignition timing:
Differenttiming may result in differing performance. However,to cope with advanced timing,
one must run high-octane gasoline to avoid pre-ignition detonation. Manufacturers design fora
specific timing and this may limit performance accordingly.
Ideally, a spark map is developed on a chassis-loading dynamometer. The car is run on the
dynamometer and for every RPM and load, the ignition timing is advanced by tweaking the ECU
until torque starts to drop off.The point right before the torque drops off is called MBT or mean
best torque. Most engines, especially high-compression and forced-inductiontypes, will
encounter knockbefore reaching MBT. Typically,the low-loadignition timing that the engine
uses stock is best. It's really only under high load and with higher-compression
pistons, etc. that other areas in the spark map might need to have some ignition advance
removed.
IAT sensor: The higher the intake air temperature, the higher the chances of knock.If intake
temperatures can be lowered, more ignition-timing advance can be added, which adds power.
.
Figure 2: Ignition timing tuning window
6. Electronic Timing Controllers:
The programmable ECU allows us to make changes at any point of the map we encounter knock,
leaving the rest alone. With the lower end types, you may have to retard the timing forthe whole
RPM map, even though it may only knockat 4500 RPM.
4.2 Lambda/air-fuel ratio:
Most manufacturers tune fuelmaps foroptimum emissions (running rich to protect the catalytic
converter)and fuel economy purposes which can limit performance. This will make the power
delivery a lot more linear, which in turn willmake the vehicle feel a lot livelier to drive and the
engine more flexible.
When we remap a vehicle, especially when fuel saving is the priority,we focus on improving the
low-end torque in particular and widening the power-band as far as we can. This increase in low
end torque will mean less throttle pedal input is required to maintain cruising speeds, when fully
laden or when on a gradient. It willalso mean that the vehiclewill be more comfortablein higher
gears at slowerspeeds as wellrequiring fewergear changes overall.
One of the most important and basic engine tuning aspects is dialling in the AFR or air-fuel ratio.
Unfortunately,14.7:1 is no magical AFR that will net maximum power. Ideally, an engine should
be tuned to have different AFRs under different engine loads and RPM. Rich mixtures control
knocking but yield lowerfuel efficiency,whereas lean mixtures increase emissions and lead to
knocking. For naturally-aspirated cars, AFR's should usually range from 14.7:1 at idle and very
light throttle, 14:1 to 13:1 at part throttle, and around 12.5:1 at wide-open throttle. Engines
under boost usually are tuned to run rich, which leaves extra fuel in the chamber forcooling and
reduces the chances of detonation. On pump gas (91 octane), conservativeAFR targets under
boost (around 11:1 to 12:1) are used.
Fuel maps:
This is a grid with engine speed on one side and engine load on the other.
Figure 3: Air-fuel tuning window
7. The MAP (or MAF)sensor signal tells us engine load and, based on this and the engine speed, the
ECU looks up the two coordinates on the fuelmap and injects the correctamount of fuel.
Programmable ECUsallow youto change these values and change the AFRs throughout the
operating range on the engine.
4.2.1 Throttlebodycontrol:
The throttle response, the response of the throttle body to stepping on the accelerator pedal, can
be varied to provide different driving experiences. These different settings coded into the ECU
chip lead to the availability of different driving 'modes',which provide diverse throttle response
setting from whichto choose. The throttle position sensor comes into play here. Some different
modes are:
a) Normal mode: This is the default mode of throttle response that comes with the stock engine.
It ensures a balance between performance and efficiency.
b) Sport/Dynamic mode: In this mode, there is aggressive throttle response (whichtranslates
to quicker acceleration)and the gear shift points are remapped into the ECU at higher RPMs for
a sporty feel. This means that fuel efficiency takes a hit by letting the engine to rev higher.
c) Economy/Ecomode:Here, the gear shift points are moved to lower RPMskeeping in mind
fuel consumption and emissions norms. The accessory load in the form of running the air-
conditioner is kept a minimum.
Eco-friendly carenthusiasts are obsessed with the Economy mode, whereas those crave the
adrenaline rush would swear by the Sport mode.
Figure 4: Different fuel-air ratio modes
The fuel map shown above is equipped with two map sets: a primary and a secondary. These are
the two different 'modes' in whichthe fuel willbe supplied differently,and in accordancewith
8. the engine RPMand load.
4.3 Valve timing and lift:
Variable valvetiming and liftelectronic control is necessary to improve the volumetric efficiency
of an engine.
It provides the engine with multiple cam lobe profiles optimized forboth low and high RPM
operations. In basic form, the single barring shaft-lockof a conventionalengine is replaced with
twoprofiles: one optimized for low-RPMstability and fuel efficiency,and the other designed to
maximize high-RPM power output. The switching operation between the twocam lobes is
controlled by the ECU which takes account of engine oil pressure, engine temperature, vehicle
speed, engine speed and throttle position. Using these inputs, the ECU is programmed to switch
from the low liftto the high lift cam lobes when the conditions mean that engine output will be
improved. From this point on, the valves open and close according to the high-lift profile, which
opens the valve further and for a longer time. The switch-overpoint is variable, between a
minimum and maximum point, and is determined by engine load. The switch-downbackfrom
high to low RPM cams is set to occur at a lower engine speed than the switch-up (representing a
hysteresis cycle)toavoid a situation in whichthe engine is asked to operate continuously at or
around the switch-overpoint.
4.4 Boost pressure:
Cars with a turbo fitted can have the requested and allowable boost levels raised, these
applications usually have the most effectif the turbo fitted is a low pressure turbo which leaves
the most room for improvement.
The ECU alters the turbo spool up rates to give maximum power gains. Electronic boost control
adds an air control solenoid and/or a stepper motor controlledby an electronic control unit.
Figure 5: Boost tuning window
Wastegate actuators are installed to workin sync with the ECU modifications. The fuel pressure
is ramped up earlier in the RPM range but still peak pressure is kept within the factory defined
maximum limits, giving a good mid-range powerboost and improving the pick-up under
acceleration as long as boost pressure is below a predetermined allowable ceiling, the EMS will
9. open the boost control solenoid to allow the turbocharger to create overboostbeyond what the
wastegate wouldnormally allow. Once desired boost is reached, closed loop based systems react
by allowing more air pressure to reach the wastegate actuator to stop the further increase in air
pressure so desired boost levels are maintained. This reduces turbocharger lag and lowersboost
threshold.
The partial throttle control greatly increases driver control overthe engine and vehicle.As
overboost reaches the programmable maximum, the EMS begins to decrease the bleed rate
through the control solenoid to raise boost pressure as seen at the wastegate actuator
diaphragm so the wastegate opens enough to limit boost to the maximum configured level of
over-boost.
It is also possible to have a small turbo and large turbo set up withthe ECU to use the small
turbo at low revs and kickin the larger one as the revs increase.
Variable-geometry turbochargers (VGTs), (also knownas Variable NozzleTurbines or VNTs), are
a family of turbochargers, usually designed to allow the effectiveaspect ratio (A:R) of the turbo
to be altered as conditions change. This is done because optimum aspect ratio at low engine
speeds is very different from that at high engine speeds. If the aspect ratio is too large, the turbo
will fail to create boost at low speeds; if the aspect ratio is too small, the turbo willchoke the
engine at high speeds, leading to high exhaust manifold pressures, high pumping losses, and
ultimately lower power output.
The vanes are optimally controlled by a membrane vacuum actuator, whichresponds to the
actions of the ECU. Turbolag is also cut down considerably.
Generally speaking, any carwill see a benefit fromengine tuning, but the largest gains are from
turbocharged applications. NA (naturally aspirated) engine power gains are around 10-20%
and turbocharged engines have around 30-40% on average.
5. The caveats:
Life is full of compromises. This statement holds forengine tuning, too.
i. A poorly tuned electronic control unit can result in decreased performance, driveability,
and may even cause engine damage.
ii. It is very important to use only reputable companies for any sort of vehicle modification
in order to prevent serious engine or ECU damage.
iii. Remember that other safety-related items, such as the brakes, suspension and tyres, may
also require upgrading. You must also inform yourinsurance company of any
modifications and it is advisable to check,before investing in any kind of engine tuning,
how much yourpremium could be affected.Finally, youshould checkthat any
modifications are not invalidating any new or used car warranty.
iv. By chip tuning, youare effectively reducingthe safe margin of error the makers build in.
10. v. Sub-standard fuels, extremes in temperature and altitude, differing emission laws and
even the possibility that vehicle may not be serviced on a regular basis and in accordance
with the manufacturers recommended instructions.
vi. If a gasoline-powered car is remapped, then there is a need to run the car on premium,
high octane fuel – which pushes costs - to avoid engine pre-detonation.
vii. Vehicles with a remapped ECU may be more sensitive to fuel quality and service
schedules.
Not all engine makes can be remapped. Some older engines cannot be remapped, whereas
car tuning agencies are increasingly looking at new ways to tune those engines whichwere
thought to be not capable of being remapped.
6. Prospects:What does the future hold?
a) It is possible to do away with the camshaft entirely, and to move the valves by hooking
them up to electromagnetic actuators. Then, you can trigger the valves individually, and
controltheir timing, simply by feeding power to the electromagnet. Since this is done by
controlling electric power,it is quite easy to have the valvesactuated by the ECU. In addition,
it drastically reduces the number of rubbing moving parts, whichincreases engine reliability
and means that the engine is less likely to suffer a catastrophic failure.
b) Fuel ratio also can be used to regulate or controltwofuel types. Forexample, an engine
may have the ability to run on gasoline and ethanol, one being port injected and the other
directly injected. Although the implementation of this may require two separate fuel lines
and separate fuel tanks, the ratio of the two fuels may be of interest to future ECU
programmers.
7. References:
a)http://www.importtuner.com/tech/0612_impp_engine_tuning_basics/viewall.html
b) http://www.evans-tuning.com/tech-articles/tuning-101/
c) http://www.cittech.co.uk/engine_re_mapping.php
d) http://everything2.com/title/Internal+combustion+engine+valve+actuation+method
e) http://iaesjournal.com/online/index.php/IJAAS/article/viewFile/1197/750
f) http://www.powermod.com.au/index-2.html
g) http://www.torquecars.com/tuning/chip-tuning.php