Engine management

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Index

Subject Page
Development steps of engine control 3
Basics about combustion 4
Influence of mixture composition 5
Mixture control 7
Control unit 8
Subsections of the engine control system 9

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Fuel delivery overview 10

Fuel pump 11
Fuel pump control 13
Delivery pipe and pressure regulator 14
Returnless fuel system 16
Injectors 17
Air induction overview 18
Intake air chamber and manifold 19
ISC system 20
ETC throttle body 21
ETC block diagram 22
Variable intake system 23
CVVT control 26
CVVT system mapping 27
Emission control 28
ECU control of injection duration 30
Fuel injection correction 32
Starting and engine warm up control 33
Acceleration and deceleration condition 34
Injection mode and timing 35
Ignition system overview 36
Essential components 37
Advance and dwell angle control 38
Spark advance strategy 39
Basic ignition advance angle 40
Timing correction 41
Over temperature correction 42
Knock control and ionic current detection 43
Diagnosis functions 44

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Development steps of engine control

The requirements for safety, convenience, economy, and environmental protection have increased
continuously, which required an improvement of the related technology. Looking at the engine
control system in the beginning the control was made by mechanical means, such as the
carburetor and the mechanical distributor. With these systems it was very difficult to acquire
optimal engine efficiency with simultaneously satisfying emission control regulations. The next
development stages were mechanical fuel injection systems such as so called the K- Jetronic from
Bosch, followed by the first electronically controlled systems such as the L Jetronic also from
Bosch. Some systems applied only one centralized injector, but usually the latest EMS system
uses independent injectors, which can be controlled individually. The systems maintain the
optimum conditions for fuel and air intake rate as well as ignition timing in order to provide the
required torque and power and keeping the emissions low at the same time. The EMS systems
nowadays consist of various sensors detecting the operating conditions of the engine, actuators
which are used to influence the operating conditions accordingly, both processed by an electronic
device, the control unit. The control unit is processing the data acquired by the sensors in order to
determine the best operating conditions and then drives the actuators accordingly. Let’s start with
the basic engine operation to understand the control requirements precisely.

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Basics about combustion

The gasoline engine is a combustion engine with externally supplied ignition. It has usually a
mixture formation system located outside the combustion chamber to form an air-fuel mixture. The
injectors are installed in the intake manifold and inject the fuel right in front of the intake valve (port
injection), where it mixes with the air. As the piston descends, the mixture is drawn into the
combustion chamber. Then it is compressed as the piston moves upward. Next it is ignited by the
spark plug to start the combustion. The heat released in the combustion process raises the
pressure within the cylinder, so that the piston is pushed down, thereby delivering the engine
output. When the piston moves up again the burned gases are pushed out and the process
restarts. Let’s have a closer look at the combustion stroke: within a perfect combustion the
hydrocarbons in the gasoline react with the oxygen contained in the fuel air mixture to form water
vapor (H2O) and carbon dioxide (CO2). Unfortunately the combustion in the engine is not perfect,
so that the exhaust gas contains harmful ingredients such as for example HC and CO.
Furthermore: under certain engine operating conditions, the nitrogen contained the air also reacts
with the oxygen to nitrogen oxides (NOX), which are poisonous (gas) . Therefore the amount of
NOX and the other harmful components contained in the exhaust gas must be reduced by
appropriate counter measures. To reach this many reduction many countermeasures where
implemented where the most important one is the three way catalyst, but there are others as well
as you will notice during the course.

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Influence of mixture composition

As just learned: for its operation the gasoline engine requires oxygen and fuel. The oxygen is
delivered by the atmosphere, which contains approximately 21% of Oxygen (O2) and 78%
Nitrogen (N2). The remaining part consists of various other gases. The fuel is stored in the tank of
the vehicle and contains hydrocarbons as main component. Hydrocarbons are consisting of
hydrogen atoms which are chemically bond with carbon atoms. The chemical energy stored in the
fuel is changed into mechanical energy by combustion. The theoretical ideal for a complete
combustion of gasoline and air is 14.7: 1, and is referred to as stoichiometric ratio. As the fuel
consumption of a spark ignition engine is largely dependant upon the air fuel ratio an excess air
amount (lean mixture) is required to achieve the minimum fuel consumption. This is limited in
practice by mixture flammability and the time available for combustion. On modern engines,
minimum fuel consumption occurs at an A/F ratio of 15-18:1, 15-18 kg of air for each 1kg of fuel,
which means that around 10.000 liters of air are required to burn one liter of fuel. To provide better
performance at idle and at full throttle, a „richer“mixture is required. The mixture-formation system
must be capable of meeting these differing demands. The excess-air factor (lambda) indicates how
the actual A/F ratio differs from the theoretical optimum of 14.7: 1. The term lambda 1, has been
adopted for this specific mixture. A catalytic converter is installed in the exhaust system in order to
change the harmful components within the exhaust gas into harmless components. To ensure the
correct operation of the three way catalytic converter it is essential that in average l = 1 is
maintained.

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In order to meet these requirements, the precise quantity of incoming air must be measured, and
fuel accurately metered accordingly. High cylinder temperature and pressure can cause the
nitrogen to react with oxygen to Nitrogen Oxides (NOX). Although there are various forms of
nitrogen based emissions nitric oxide (NO) makes up the majority, about 98% of all NOX emissions
produced by the engine. The largest amount of NOX is produced during moderate to heavy load
conditions, but small amounts can also be produced during cruise and light load. NOX production
is very high, when the A/F ratio is slightly leaner than the ideal mixture range. On the other hand as
indicated in the chart the HC and CO levels are relatively low near the theoretically ideal 14.7:1
air/fuel ratio. This reinforces the need to maintain strict air/fuel mixture control. This inverse
relationship between HC/CO production and NOX production poses a problem when controlling
total emission output. Because of this relationship, it is complex to reduce all three emissions at the
same time. Main causes of excessive NOX includes faulty EGR , to lean air/fuel mixture, high
intake air temperature. But even harmless components of the exhaust gas such as CO2, must be
reduced as it causes global warming. The only way for CO2 reduction is to reduce the fuel
consumption. Of the total energy released by the combustion process, about 20% is used to drive
the vehicle; the remaining 80% is lost to friction, aerodynamic drag, accessory operation or simply
wasted as heat. Therefore another important task is to improve the engine efficiency in order to
reduce the fuel consumption.

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Mixture control

As mentioned earlier the most important counter measure is the three way catalyst. This name was
given due to the fact that it reduces the amount of HC, NOX, and Co within the exhaust gas. To
operate with optimum efficiency the catalyst requires a special relation between combusted
amount of air and fuel. This relation is the mixture required for an complete reaction of the
components and is called the stoichiometric mixture. As can be seen in the chart, if the mixture is
out of this range the amount of pollution increases. Therefore the modern injection system applies
a control cycle, where the actual condition is fed back to the control unit, which then adjusts the
mixture to the required level continuously. This kind of control is called closed loop control.

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Control unit

All this controls must be made by the ECU. In order to make this possible, the engine operating
condition is detected by special devices, the so called sensors. They detect for example the engine
speed, the throttle opening and many others. Details about the sensors will follow in section 2 of
engine management system. The ECU is processing the input information from the sensors and
controls the output commands accordingly. The output devices are called actuators. The most
important actuators are the injectors and the ignition coils, but there are much more actuators in
the system. As for the input signals a detailed description of them will follow later on. The signal
processing and output functions can be divided into six areas: Fuel Injection Control, Ignition
Control, Idle Speed Control, Engine and Emission Control, Failure Management (fail-safe and
back-up) Self Diagnosis. The ECM employs stored functions and programs to process the input
signals transferred by the sensors. These signals serve as a basis for calculating the control
signals to the actuators (e.g. ignition coils, injectors).

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Subsections of the engine control system

A modern electronic fuel injection system can be divided into four basic sub systems (or even five
sections if the emission control systems are viewed independently). We will look at the system
basically in four sections, as the emission related devices are related or integrated into one of the
sub systems which are: the fuel delivery system, air induction system, the electronic control system
and finally the ignition system. Before we have a look at the first subsystem lets go back a little bit
in the history and have a look at the brief development stages of the fuel injection system.

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Fuel delivery overview

As we now have a overview about the requirements of precise engine control, let’s have a look at
the systems applied in Hyundai vehicles. Lets start with the first sub system, the fuel delivery
system which consists of the fuel tank, fuel pump, fuel filter, fuel delivery pipe, fuel injector, fuel
pressure regulator and fuel return pipe. Fuel is delivered from the tank to the injector by the electric
fuel pump which is typically located in or near the fuel tank. Contaminants are filtered out by a high
capacity fuel filter. In most systems so far the fuel pressure is kept constant in relation to the
manifold pressure by the pressure regulator, to keep the injection amount at the correct level based
on the injector opening time. Excessive fuel is returned to the tank. But recently return-less
systems are also available. Both types will be described in detailed later on. Additional parts such
as the charcoal canister are installed to reduce the emission of vaporized fuel escaping into the air.
Also this system will be described in detail in the course.

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Fuel pump

Over the years, Hyundai has used two types of electric fuel pumps on EFI systems. The early
system used an externally mounted in line pump (roller cell type), which incorporates an pressure
pulse damper / silencer to smooth out pressure pulses and provide quiet operation. It has an
discharge rate of about 1.5∼2.5 l/min and produces a pressure of 3.0∼6.0kg/㎠. Nowadays
internal fuel pumps are used, they are installed inside the tank (WESCO type). This type has the
following advantages: low operation noise, to less discharge pulsation of fuel, low torque and high
revolution type motor enables compact and light design. They have great characteristics to prevent
fuel leak and vapor lock. Latest models are integrated with the fuel sender unit. Despite the
differences both pumps share many features. They are referred to as wet pumps because the
electric motor operates immersed in fuel. Passing fuel through the pump motor aids in cooling and
lubrication. A relief valve is incorporated for the case the supply line is clogged. The valve will
open, if fuel pressure exceeds a specified value, in order to route the high pressure fuel back to the
pump’s inlet side. A check valve is installed, which will close the outlet when the pump is stopped.
This maintains the pressure in the fuel line, to prevent vapor lock. This ensures better start ability
at the next start. A fuel filter is installed in the fuel supply line to prevent dirt entering and damaging
or clogging the injectors. If the filter becomes restrictive to fuel flow, the engine will suffer from
surging, loss of power under load and hard starting problems. Despite the rare change of
completely clogged filters, it may occur for example due to bad fuel quality, in this case the engine
can not operate anymore. Because of this it is essential to keep the service interval for the fuel
filter.

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During the change it is required to take care to the correct installation direction of the filter, as most
of them have a specific flow through direction. Fuel filter replacement and fuel pump check refer to
the section vehicle operation, service and maintenance.

Warning
When a pressurized fuel line is opened, it poses a fire hazard. Therefore it is important to relieve
fuel system pressure prior to opening the line at the filter. It is also important to disconnect the
battery negative cable prior to opening fuel lines due to the proximity of some filters to the +B
terminal of the starter. Use the Shop manual and follow the safety precautions and replacement
procedure strictly.

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Fuel pump control

The fuel pump control differs slightly, depending on the actual control system manufacturer, but in
general the fuel pump is switched on by a signal of the control unit. This signal is given after
receiving the CKP signal by the ECU. To facilitate testing and allow pump operation independent of
the ECU control, a fuel pump test connector is used, where it is possible to supply current directly
to the fuel pump. Another method of forced pump activation is the actuation test (HI-SCAN PRO).
Some models are equipped with the auto fuel cut system. This is a safety device to prevent fire
when the vehicle is crashed, it cuts the power to the fuel pump if the sensor detects the crash. If
the vehicle is crashed, a steel ball is moved up, pushes the “moving contact” so that the switch is
turned off. Above a frontal crash speed of 15miles/hour the fuel pump is surely switched off, below
a speed of 8 miles/hour it is not switched off. The range from 9 to 14 miles per /hour is a grey zone,
where on or off is possible, depending at exact crash conditions and manufacturing tolerances.
The sensor location is on the left hand side strut housing in the engine room. Resetting the sensor
by pushing down the button is required to start the engine after a crash.

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Delivery pipe and pressure regulator

Up to now most of the fuel delivery systems belong to the so called return type fuel delivery
systems. In these systems the fuel pressure is regulated by the pressure regulator in relation to the
manifold pressure. Excessive fuel is returned to the tank. Delivered by the pump the pressurized
fuel flows from the filter to the fuel rail (fuel delivery pipe). The fuel delivery pipe acts as a reservoir.
Mounted to the fuel delivery pipe is the fuel pressure regulator. The pressure regulator installed at
the end of the pipe keeps the pressure in the rail at a specified value above intake manifold
pressure to have a constant effective injection pressure. Basically the injection quantity depends
on the pressure, the injection time and the orifice size of the injector. As the orifice size is fixed and
the pressure is kept constant compared to the manifold pressure the injected fuel quantity can be
controlled by the ECM precisely by varying the opening time of the injector. Excessive fuel is
returned to the tank via the fuel return line. The basic setting of the fuel pressure regulator is made
based on atmospheric pressure, where the pressure is kept at 3,35 bar. This is reached by closing
the return line to the tank with a spring loaded valve, which only opens the return if the pressure is
above 3,35 bar. The spring closes the valve via a diaphragm, which is part of a vacuum chamber.
This vacuum chamber is connected to the intake manifold in a way that the pressure inside of the
chamber is the same than in the manifold. If vacuum is existing in the manifold, the diaphragm is
pulled against the spring, thereby reducing the closing force of the spring. The reduced closing
force results in a reduced fuel pressure in the rail. By this the fuel pressure is always at the preset
level above the manifold pressure.

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As an over pressure would increase the closing force, the system can be also used for turbo
charged engines.

Pressure regulator check

In order to check the fuel pressure regulator refer to the section Vehicle operation, service and
maintenance. Use the shop manual and follow the safety precautions and procedures strictly.

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Returnless fuel system

The latest models of injection systems are return less fuel systems (RLFS), without return line to
the fuel tank. The reason for this is to reduce not only fuel vapor escaping the return line, but also
to avoid higher evaporation due to the fact that the returned fuel from the regulator increased the
temperature of the fuel in the tank and thereby also the amount of vapor. The system was
developed due to enhanced fuel vapor regulations. The pressure regulator is now installed at the
fuel pump module and is set at a fixed value (3.8bar). Therefore the effective injection pressure
now varies with the manifold pressure. The necessary adjustment to the manifold pressure now is
done by a compensating factor of the injection time. To much pulsation of the pressure dampers
are installed at the end of the fuel rail. The latest stage is a plastic fuel with integrated damper. The
damper is installed inside of the rail and consists of a deformable steel chamber.

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Injectors

An injector is a metering valve which can be controlled by the ECM. They consist mainly of the
injector housing the injector nozzle and the solenoid. The nozzle is opened or closed in response
to the solenoid, which is activated, deactivated by the ECM. One terminal of the solenoid coil is
supplied with power as long as the ignition is switched on. This is done either directly or via the
MFI main relay. The second terminal of the coil is grounded via the ECM. When the ECU driver
circuit turns on, current flows to ground through the injector solenoid coil. The magnetic field
causes the injector to open against spring tension. When the ECU driver circuit turns off, the spring
closes the injector valve. There are two common types of driver circuits currently used on Hyundai
engines. Both of these drivers work on the ground control principle, but one uses an external
solenoid resistor and a low resistance injector (0,6 -3 Ohm), the other one uses a high resistance
injector ( 12 -17 Ohm) without separate resistor. As an injector needs to fulfill the following criteria :
precise fuel flow rate, good linearity, wide active range, good spray characteristics, no leakage,
low noise and durability many different types are available to cope with the different needs of the
different engines. A typical sample for this are the different amount of spray holes, the different
shapes of the spray patterns. When installing injectors always use new O rings to avoid leakage
and make sure that they are installed correctly in the rail and the manifold.

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Air induction overview

The sub system air induction measures and controls the air required for the combustion. It mainly
consists of the air cleaner, air amount measuring device ( air flow meter in the sample), the throttle
valve incorporated in the throttle body, the air intake chamber (intake manifold) and finally the
intake valve. When the throttle valve is opened, air sucked in by the piston flows through the air
cleaner, the air flow meter, passing the throttle, the intake manifold and finally reaching the cylinder
by passing the intake valve. The air velocity is increased due to the long, narrow intake manifold
runners, resulting in improved engine volumetric efficiency. The air delivered to the engine
depends on the throttle valve opening angle and the engine rpm. If the throttle valve is opened
further, more air is allowed to enter the engine cylinders. The position of the throttle is detected by
the throttle position sensor TPS. Hyundai uses four different methods to measure the intake air
volume: The Manifold Absolute Pressure sensor (MAP), and three different types of airflow meters:
The Karman Vortex-, the Hot wire-, and the Hot Film Mass Air flow meter. The idle speed controller
ISC is installed to control the idle speed precisely and to supply sufficient air to by-pass the closed
throttle valve to provide cold start fast idle below a certain engine temperature.

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Intake air chamber and manifold

The throttle body consists of the throttle valve, the idle air by pass circuit, the throttle position
sensor and also houses various ports of vacuum sources to operate for example emission
reducing devices such as the EGR valve. The basic adjustments of the throttle and the ISC are
made at the factory, so that no basic idle adjustment is required. The performance and emissions
can be optimized through the design of the intake air chamber and manifolds. The optimization
improves the volumetric efficiency of the engine thereby improving engine torque and horsepower.
Two different types of manifolds are used on Hyundai vehicles: the integrated type and the
separated type. In both cases the injection of the fuel is made at the end of the manifold close to
the intake valve. These port delivered injection systems have the advantage that no fuel moves
through the intake manifold. This leads to reductions in emission and improves fuel economy.
Recently Variable Intake System (VIS) are implemented to further improve the volumetric efficiency
for different operating. The throttle and / or the throttle position may need to be checked / adjusted
in the case of idle speed problems. Cleaning of the throttle housing may be required during
maintenance. Refer to the section Vehicle operation, service and maintenance.

Use the Shop manual and follow the precautions and the procedure strictly.

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ISC system

The idle speed is controlled by the ECM via the Idle Speed Control Valve. The idle speed control
system regulates the idle speed by adjusting the volume of air that is allowed to by-pass the closed
throttle valve. The idle speed is controlled by this system for all conditions such as Cold start, hot
start, AC load applied, Electrical load applied, N/ D (R) position etc. In Hyundai vehicles 2 different
types of ISC systems are used: the stepper motor type and the rotary valve type.
Basic adjustment of the idle speed system may be required in the case of idle speed problems.
Refer to the section Vehicle operation, service and maintenance. Use the Shop manual and follow
the safety precautions and procedures strictly.

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ETC throttle body

By controlling intake air amount and engine RPM accurately, the ETC is used for establishing the
optimized driving convenience. Furthermore the ETC is used for easier ESP / TCS control, idle
control etc. In addition, the failure occurrence rate is reduced and the reliability will be enhanced
due to the simplified wirings and reduced connectors. In case of a system failure the limp home
mode is ensured by an throttle opening angle of 5 degree (made by the spring force of the internal
spring). Also it is easy to adopt a cruise control system or to make the traction control available,
which in the past could be done either only via the ignition timing or a sub mechanism at the
throttle was required.

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ETC block diagram

As the electric throttle has no mechanical linkage to the accelerator pedal, the position of the
accelerator is detected by the accelerator pedal position sensor. The signal from the APS is sent to
the ECM, which in turn sends an output signal to the throttle motor. The throttle motor opens or
closes the throttle based on this signal. To allow a precise control and to ensure safety the position
of the throttle is detected by the TPS and fed back to the ECM. This allows a precise control and
ensures reliable operation. Due to this system torque reduction request signals from other system
can be easily fulfilled. Also no additional device for idle control is required.

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Variable intake system

A system to improve the volumetric efficiency is the variable intake system. Depending on the
actual layout it changes either the length of the effective intake line or the volume of the intake
chamber or an combination of these two possibilities. The VIS is controlled by the ECM and
provides optimal engine performance under different operating conditions, according to the engine
rpm and load. Hyundai has different layouts of the VIS applied, depending on the actual vehicle
and engine model. The first system, shown here operates in two stages. At low to medium engine
speeds the throttle is closed. Therefore the intake air has to take the long path through the intake
manifold. Because of the long traveling distance the resonance effect supports the cylinder filling at
low engine speeds. But at higher engine speeds the oscillation of the air column would be to slow
and hinder the air intake, resulting in low efficiency. Because of this the throttle is opened at higher
speeds, thereby changing the resonance effect in such way that it assists the cylinder filling at
higher speeds. For the relevant criteria of a specific engine please refer to the WM.

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The system, shown here operates in three stages: Low, Middle and High. At low rpm the
interference valve and the manifold valve is closed, improving the volume efficiency by preventing
cylinder interference at low engine speeds. At medium engine speed (around 3000 rpm, refer to
WM) the interference valve opens, connecting the left hand and right hand banks. An additional
charge effect is created by the influence of the pressure pulsation caused by the intake of the other
cylinders. At high engine speeds also the manifold valve opens (around 5000 rpm, refer to WM ) to
have a higher air quantity and shorter intake length available to reach a better filling of the cylinder.
For the relevant criteria of a specific engine please refer to the WM.

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This version of the VIS (Variable intake system) is used to improve the volumetric efficiency from
low to middle rpm range. Below and above a given engine speed the VIS valve is open. In the
middle range the valve is closed if the TPS angle is above a specific value and the intake air is
supplied to each cylinder bank individually increasing the volumetric efficiency, therefore improving
torque and emissions. The operating criteria given in the sample are: between 1400 ~ 3950 rpm
and a TPS value over 25% the valve is closed, otherwise it is open. For the relevant criteria of a
specific engine please refer to the WM.

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CVVT control

The latest technology to further improve the volumetric efficiency is the continuously variable valve
timing. In this system the valve timing is adjusted by a rotor vane. For example: the starting
position is the fully retarded position, which means there is no overlap of the valve opening
anymore. This ensures that the air just succeed in is escaping partly through the exhaust valve
already. But at higher speeds this setting would hinder the quick discharge of exhaust gas and
thereby reducing the filling with fresh air, therefore at higher speeds a valve opening overlap is
required for better engine performance. In a conventional engine a compromise is made between
these two requirements, but with the CVVT system both can be fulfilled, even adjusted to the
different engine speeds, as the overlap angle is variable. In the actual applied systems only the
opening time of the intake side is varied, but technology wise both would be possible. The position
of the rotor vane and thereby the overlap is controlled by the EVM via an solenoid valve. The valve
is duty controlled. I f the duty is 0 percent the CVVT mechanism is in the fully retarded condition,
as only the retard chamber is supplied with oil pressure, whereas the advance chamber is fully
drained. A duty of 100 percent means fully advanced condition. To ensure proper operation the
control unit a self cleaning cycle is made each time the ignition is turned from off to on. The OCV
will operate quickly 10 times to remove all possible deposits. If the customer starts the car before
the cleaning cycle is finished it will complete the cycle at engine switch off.

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CVVT system mapping

This charts shows the intake opening and closing time according to engine speed and load
conditions. Beside the advantage of better efficiency, another point is: reduced emissions , namely
reduced NOX by an EGR effect because of valve overlap optimization. Furthermore improved fuel
consumption through reduced pumping loss because of more valve overlap at high rpm and lower
idle rpm because of stable combustion by minimized valve overlap at idle condition. Overall
advantages: better performance, better torque at low speeds, reduced emissions.

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Emission control

The most important factor for the reduction of the harmful emissions is the closed loop control of
the MPI system. Closed loop operation means that the composition of the exhaust gas is checked
by the system and the result is feed back to the control unit, which than influences the actuators in
a way that a given target range is kept. As this cycle is continuously made, it is called closed loop
control. The target range is given by the best operating range of the three way catalyst : lambda 1.
The exhaust gas composition is detected by the oxygen sensor. Depending on the engine type and
the specific injection system several oxygen sensors may be installed. Under specific operating
conditions, primarily cruise and idle, the ECU corrects the injection duration value based on signals
from the exhaust oxygen sensor. The oxygen sensor monitors the oxygen concentrations in the
exhaust gas stream and outputs a voltage signal to the ECU. The ECU monitors the output voltage
from the sensor which allows the ECU to determine whether the air/fuel ratio is leaner or richer
than lambda 1. During closed loop operation the oxygen sensor signal rapidly switches between
these two conditions. This happens due to the fact that the corrections of injection amount are not
precise enough to reach exactly lambda 1. Therefore the compensation is switching between to
high and to low around lambda 1 condition and so does the signal from the sensor accordingly. But
as the change between reach and lean condition is fast and the exhaust gases are mix on their
way through the exhaust manifold and catalyst, overall lambda 1 is reached.

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Approximately 20% of all hydrocarbon emissions from the automobile originate from evaporative
sources, such as tank ventilation. The Evaporative Emission Control System (EVAP) is designed to
store and dispose fuel vapors in the fuel system, created mainly in the fuel tank by simple
evaporation. Instead of just letting the contaminated air escape thereby preventing its escape to
the atmosphere, the vapor is collected in a charcoal canister, not only while driving, but also during
standstill and engine off. The EVAP system delivers these vapors later on to the intake manifold to
be burned with the normal air fuel mixture. The delivery to the intake is controlled by the ECM via
the purge control solenoid valve. This solenoid is operated to add the recycled fuel vapor only
during closed loop operation when the additional enrichment can be compensated. Therefore the
solenoid operates only under the following conditions: coolant temperature above 80°C, partial
engine load and closed loop control. The ECU controls the solenoid operation by the following
input signals: engine speed, coolant temperature, oxygen sensor signal, intake air amount and
purge system monitoring. The system uses manifold vacuum to operate the purge control valve.
The vacuum supply is switched on and of by a duty controlled solenoid valve. By monitoring the
oxygen sensor and injection pulse width as the canister is being purged, the ECU can detect the
reduction of the exhaust oxygen content and correct for this momentary rich condition. The
solenoid valve operation can be checked by: Measuring the wave form (duty cycle), checking the
valve with a vacuum gauge an improper operation of the EVAP system may cause the following
problems: engine is hard to start, drivability problems, mixture to rich.

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ECU control of injection duration

In order to adjust the injection quantity as precisely as possible, the calculation is made in three
steps:
Step 1, Basic Injection Duration
The inputs used for this are: Mass Air Flow Sensor or Manifold Absolute Pressure Sensor and
Engine rpm (CKP). The ECU calculates basic injection duration based upon engine speed and air
flow volume as these represent the engine load. As either of these increases, injection duration is
increased.

Step 2, Injection Duration Correction Factors

Input sensors used for the correction are: Engine Coolant Temperature (ECT), Intake Air
Temperature (IAT), Throttle Position Sensor (TPS), Oxygen Sensor (only in closed loop operation).
The basic injection time is adjusted based on these changing variables. As engine and intake air
temperatures move from cold to warm, injection duration is decreased. As the throttle opens
injection amount is momentarily increased. Fuel injection amount increases and decreases based
on the signals from the oxygen sensor.

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Step 3 , Battery Voltage Correction

The final step is a battery voltage correction. There is an operational delay between the time the
ECU sends the injection signal to the driver circuit and the actual opening of the injector. This delay
changes with the strength of the magnetic field around the injector coil. The delay increases as the
battery voltage falls. The battery voltage correction increases the injection duration as battery
voltage falls.

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Fuel injection correction

Correction for Intake Air Temperature

The density of air varies with temperature; the basis for fuel correction related to the air
temperature is 20°C. The fuel amount for this is the base factor: 1. A increase in injection is
indicated by higher numbers e.g. 1.1 for 10 percent increase. A decrease is indicated by smaller
numbers. This factor cannot be seen in the current data.

Correction for Coolant Temperature (Warm-up Enrichment)

When the engine is cold, fuel vaporization is poor. At temperatures below 70°C the air/fuel ratio is
enriched based on engine coolant temperature, to prevent lean drivability problems. At extremely
cold temperatures, injection duration can be increased to almost double normal warm engine
values.

Power Enrichment Correction

Under moderate to heavy load injection duration is increased up to 30%. This is based on the air
intake amount, the throttle position and the engine rpm. As engine load increase, injection duration
is increased.

Battery Voltage Correction

If the system voltage is low, the injector opening time has to be increased as it takes longer until
the injector is fully open .Therefore the injection duration has to be adjusted by a voltage correction
coefficient to achieve a proper injection duration

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Starting and engine warm up control

To provide accurate fuel injection duration during cranking / starting the ECU uses a program which
determines a basic injection volume based on engine coolant temperature. Once a basic injection
duration is calculated, corrections are made for intake air temperature and battery voltage as it is
typically low under cranking load. There are two signals which are necessary to start the operation
of the fuel injectors. CKP and CMP (Crankshaft Position Sensor) signal. If the CKP signal is not
present during cranking, the ECU will not be able to identify when to produce the injection signal.
The CMP (Camshaft Position Sensor) is used to determine the timing of the injection (detect
cylinder 1 TDC). The CMP Signal is only necessary for starting; as once it is detected the control
unit can determine the position solely by the crank angle. As the rpm and intake air volume signals
are erratic at cranking speed, all injectors are pulsed in an asynchronous mode immediately after a
CMP and CKP signal are received. The then injection mode changes, but still the graph represents
the basic cranking enrichment strategy used by the ECU. Note that at temperatures below
freezing, basic injection duration increases drastically to overcome the poor vaporization. The
graph represents the basic cranking enrichment strategy used by the ECU. To stabilize the engine
immediately after starting, for a short period of time after starting, the ECU supplies extra fuel the
engine to ensure a smooth transmission from cranking to running. The maximum enrichment is
determined by the coolant temperature signal. Note that at temperatures below freezing, basic
injection duration increases drastically to overcome the poor vaporization. Once the engine has
stabilized, engine rpm information and intake air volume measurements are used to determine
basic injection duration.

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Acceleration and deceleration correction

When the engine is accelerated, a momentary lean condition exists as the throttle begins to open,
due to the fact that fuel is more dense than air and cannot move into the cylinder as quickly. To
prevent stumble or hesitation, the ECU uses an acceleration enrichment fuel strategy. When the
idle signal goes from on to off, additional fuel is injected. When the engine operating conditions are
in transition, either accelerating or decelerating, the injection volume must be increased or
decreased slightly to improve engine performance and fuel economy. During closed throttle
deceleration periods from higher engine speeds, fuel delivery is not necessary. In fact, deceleration
emissions and fuel economy are adversely affected if fuel is delivered during deceleration. Fuel cut
off and resumption are variable, depending on coolant temperature and A/C clutch status. With the
A/C clutch on, fuel cutoff and resumption speeds will be increased. With the stop light switch on,
fuel cutoff and resumption speeds will be decreased (some applications only). If the engine speed
is to high, the fuel is cut to avoid over revolution and thereby damage to the engine. The over rev
rpm threshold varies depending on engine design and application.

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Injection mode and timing

The injectors in a modern injection system can be driven in different operation modes
There are two basic injection operating modes used by the ECU, depending on engine operating
conditions. These modes are called synchronous and asynchronous. Synchronous Injection simply
means that injection events are synchronized with ignition events at specific crankshaft angles.
Synchronous injection is used a great majority of time. Asynchronous Injection is only used during
acceleration, deceleration and starting. It occurs independently of ignition events based on change
in TPS position without regard to crankshaft angle. Beside this injection can also be described by
simultaneous injection, group injection, and sequential injection. In the case of simultaneous
injection all injectors are injecting at the same time. Group injection takes places when a group of
injectors injects at the same time, for example cylinder 2 and 3 in a 4 cylinder engine. And finally
the sequential injection which means the injectors are controlled independently in relation to the
position of the piston of the related cylinder.

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Ignition system overview

In the computer controlled Ignition System, the engine is provided with nearly ideal ignition timing
characteristics. The ECU determines ignition timing based on sensor inputs. The internal memory
of the ECU contains the optimal ignition timing for each engine running condition. Despite the fact
that the ignition system is integrated and controlled by the engine management system, the
components are somehow independent from the injection system, even they share some input
signals. But also some sensors are used exclusively for the ignition system. Therefore we will have
a look at the ignition system control from here onwards. The ignition systems are divided into two
basic categories: distributor type and distributor less ignition system (DLI). All recent models use
the DLI type ignition system.

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Essential components

The purpose of the ignition system is to ignite the air/fuel mixture in the combustion chamber at the
proper time. In order to maximize engine output efficiency, the air /fuel mixture must be ignited so
that the maximum combustion pressure appears about 10° after Top Dead Center (TDC). The
required ignition timing depends on: the engine speed, the mixture etc. The picture shows the main
input signals required for the ignition timing control: Throttle position sensor, MAF or MAP sensor
input, engine coolant temperature sensor, crankshaft position sensor, ignition switch, camshaft
position sensor, the knock sensor. Based on the inputs the control unit sends the ignition timing
signal (IGT) to the igniter (power transistor). When the IGT signal goes off, the igniter will turn on
and shut off primary current in the ignition coil, which then produces a high voltage spark (7kV-
35kV).

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Advance and dwell angle control

Dwell control
Generally the available time for current supply to the primary coil decreases as the engine speed
increases. Therefore the induced voltage in the secondary coil decreases also. To keep the
secondary voltage as high as possible the control unit keeps the on time as long as possible (dwell
angle) in order to minimize this adverse effect.

Lock Prevention
The power transistor is switched off if it locks up (if current flows continuously for a period longer
than specified), to protect the ignition coil and power transistor. Over Voltage Prevention Circuit:
shuts off the power transistor(s) if the power supply voltage becomes too high, to protect the
ignition coil and the power transistor.

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Spark advance strategy

The ignition spark advance varies depending on many factors. To provide optimum spark advance
under a wide variety of engine operating conditions, a spark advance map is stored in the ECU.
This map provides for accurate spark timing during any combination of engine speed, load, coolant
temperature and throttle position while using feedback from a knock sensor to adjust for variations
in fuel octane. The ECU advances the spark angle for cold engine operation and retards for over-
temperature conditions, high altitude operation and especially if knocking is detected.

Effective ignition timing = Initial Ignition Timing + Basic Ignition Advance Angle + Corrective Ignition
Advance (Retard) Angle

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Basic ignition advance angle

Basic Ignition Advance Angle

The ECU calculates the basic advance angle by evaluating engine rpm and intake air volume
signals. These sensor signals have the most significant effect on basic timing calculation.
There are other sensor inputs which also affect the basic spark advance angle. The A/C
compressor clutch signal advances basic spark angle when the idle switch contact is on and on
some engines basic advance angle is retarded/advanced if the ECU judges that regular fuel is
being used, based on the signals from the engine knock sensor.

Engine Temperature Correction

To improve drivability if the engine is cold, the ignition is advanced. The ECU considers intake air
volume and the status of the idle switch to determine how much cold advance to be added to the
basic spark calculation.

Fuel Feedback Idle Stabilization Correction

To prevent surging due to closed loop air/fuel ratio swings, the ECU advances timing if lean
commands are sent to the injectors (fuel injection volume decreased). This very small amount of
advance added to the basic advance angle stabilizes engine idle.

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Timing correction

EGR Flow Correction

Timing is advanced from the basic calculation when the idle contact is off and EGR is active.

High Altitude Correction

Improves the engine performance and idle quality during high altitude operation by further
advancing timing (some systems only).

ECT (Transmission) Shift Correction

On some applications with integrated ECT (Electronically Controlled Transmission), the Engine and
Transmission ECU retards the basic advance angle temporarily during gear shifting. This strategy
helps reduce shift shock by reducing engine torque.

Engine Load Idle Stabilization Correction

When the idle changes due to increased load, the ECU adjusts the timing to stabilize idle speed.
The ECU constantly monitors and calculates average engine speed. If the average speed is below
a target rpm, the ECU will add advance to the basic spark angle.

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Over temperature correction

When the engine temperature approaches over temperature, the ECU will advance the timing if the
idle switch contact is on to prevent overheating. When the idle contact is off, the ECU will retard
spark to prevent detonation. With the knock sensor the engine and ignition system can be operated
at its peak efficiency close to the borderline of knocking. If knocking is sensed, timing is retarded
based on a map value stored in the ECU, after this it will step by step try to return to the basic
value. If again knocking is detected during this process the timing is retarded again, if not the
advancing is continued until the base value is reached. If the difference between knock signal and
noise level is smaller or higher than the threshold during a defined time period, a DTC is set and
the ignition is retarded to a fixed value. The knock sensor needs to be tightened with the specified
tightening torque given in the Shop Manual. Wrong tightening can lead to unnecessary retardation
of the ignition timing or in the worst case leads to engine damage!

Detonation Correction
The ECU constantly monitors the signal from the knock sensor to detect knocking. If so the basic
advance angle is retarded depending on the strength of the knock sensor signal. Once detonation
stops, the ECU gradually returns to the basic advance angle. The detonation correction strategy
allows the engine to operate at optimum timing regardless of fuel octane, maximizing engine
performance when high octane fuel is used.

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Knock control and ionic current detection

With the knock sensor the engine and ignition system can be operated at its peak efficiency close
to the borderline of knocking. If knocking is sensed, timing is retarded based on a map value stored
in the ECU, after this it will step by step try to return to the basic value. If again knocking is
detected during this process the timing is retarded again, if not the advancing is continued until the
base value is reached. If the difference between knock signal and noise level is smaller or higher
than the threshold during a defined time period, a DTC is set and the ignition is retarded to a fixed
value. The knock sensor needs to be tightened with the specified tightening torque given in the
Shop Manual. Wrong tightening can lead to unnecessary retardation of the ignition timing or in the
worst case leads to engine damage! Another method for the detection of knocking or better
optimum combustion is the ionic current measurement. The Ionic Current Detection module uses
the spark plug electrode as an ion probe. It applies low energy to the spark plug and measures the
current flow across the electrodes. The signal is used to control injection and ignition to reach an
optimum value for each single cylinder. When combustion of the gas mixture is performed in the
cylinder, molecules in the cylinder are ionized. When a voltage is applied to an ion current
detecting electrode provided within the cylinder (spark plug in this case) under an ionization
condition, a current can flow : the ionic current. Since the ion current flow is sensibly changed in
response to combustion conditions within a cylinder, the combustion quality can be judged by
measuring the ion current. Even knocking can be detected by the waveform of this ion current, as
it is vibrated when knocking occurs. Therefore the combustion conditions in the cylinder can be
directly detected.

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The MPI system allows the standard diagnosis methods: Reading the diagnosis trouble codes,
read out current data and doing actuator tests. For more information on the High scan operation,
please refer to the relevant section in tools and equipment. There are additional advanced
functions, such as signal simulation and to use the oscilloscope function. These advanced
functions are part of level 2 information, which follows later on.

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