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The principle of operation of the engine management system

Since power system is a part of the control system, ignition system and the unifying and reducing emissions, to consider them separately is not possible. Below is a description of the engine management system.

The components of the engine management system in the engine compartment

The circuit operation of the engine management system

Locating components engine management system, part 1

Locating components engine management system, part 2

Fuel is sucked from the fuel tank electric fuel pump and is supplied through the fuel filter to the fuel distribution manifold. The pressure regulator maintains the pressure in the fuel system at the level of 3.5 atm.

On a drive through Power fuel injector pulse is injected into the intake ports are located directly in front of the intake valves of the engine. The engine control module (ECM) defines the optimum injection and ignition timing and fuel injection amount in coordination with the other vehicle systems. High voltage sparks are generated by the signal ECM ignition coils mounted on the spark plugs.

The crankshaft position sensor (CKP) control unit provides information on the number of revolutions of the crankshaft and its exact position. This information is used to determine the moment of injection and ignition. CKP sensor located on the rear side of the motor and working on the Hall-effect scanning tine rotor mounted on the crankshaft.

Camshaft position sensor (CMP) is the back end of the cylinder head, and operates similarly to the sensor CKP, scanning gear rotor at the end of the intake camshaft. CMP sensor together with a sensor CKP is used to determine the TDC of the piston of the first cylinder, dynamically adjusting the phase timing (by e / m phases of the regulator valve and the intake valve), the selective control detonation in the cylinders and to determine the sequence of injection.

The air required for the formation of a working mixture is sucked through the engine air filter and flows through the throttle body and the intake manifold to the intake valves. The amount of intake air is controlled throttle e / drive controlled by the signals from the accelerator pedal position sensor. Thanks to the electronic management of the mass flow rate of air in the intake manifold can be set independently of the position of the gas pedal and at idle throttle is opened at an angle required to set the desired engine speed. The amount of intake air is determined by a pressure sensor in the intake manifold (MAP) sensor with integrated intake air temperature (IAT).

Knock sensor (KS) is screwed into the cylinder block side and prevents the shock of combustion. Due to this ignition timing is held at the knocking limit, which ensures better utilization of fuel energy and thus reducing fuel consumption.

The information from the other sensors and the control voltage is supplied to the executive bodies, provide optimum engine performance in any situation. If some of the sensors fail, the control unit switches to the emergency program in order to avoid possible damage to the engine and to drive further. In emergency mode, the injectors are activated at the same time, 2 times per working cycle.

The ventilation system consists of a fuel tank of petrol vapor absorber and e / m of the valve. In the absorber concentrated fuel vapor generated in the tank by heating the fuel. During engine operation fuel vapor is pumped from the absorber and labor involved in the formation of the mixture.

Reduced exhaust emission by using a 3-functional catalytic converter and lambda probe (before and after the catalytic converter).

Also, to eliminate leakage of unburned hydrocarbons into the atmosphere used crankcase ventilation (PCV). Gases and oil vapors formed in said housing to fall into the inlet conduit (due to the pressure difference - in the crankcase is higher) and combusted in the cylinders with the fuel.

To many electronic control units can exchange data with each other, these units are combined speed data bus CAN. CAN bus consists of two lines (H and L), thereby reducing the amount of wiring. Each control unit may simultaneously transmit and receive data, however, each particular block read from the CAN bus he only necessary data.

Scheme of the CAN bus