LITERATURE REVIEW

Engine Sensors

In order to provide the correct amount of fuel for every operating condition, the engine control
unit (ECU) has to monitor a huge number of input sensors. Here are just a few:

 Mass airflow sensor - Tells the ECU the mass of air entering the engine
 Oxygen sensor(s) - Monitors the amount of oxygen in the exhaust so the ECU can
determine how rich or lean the fuel mixture is and make adjustments accordingly
 Throttle position sensor - Monitors the throttle valve position (which determines how
much air goes into the engine) so the ECU can respond quickly to changes, increasing or
decreasing the fuel rate as necessary
 Coolant temperature sensor - Allows the ECU to determine when the engine has
reached its proper operating temperature
 Voltage sensor - Monitors the system voltage in the car so the ECU can raise the idle
speed if voltage is dropping (which would indicate a high electrical load)
 Manifold absolute pressure sensor - Monitors the pressure of the air in the intake
manifold
 The amount of air being drawn into the engine is a good indication of how much power it
is producing; and the more air that goes into the engine, the lower the manifold pressure,
so this reading is used to gauge how much power is being produced.
 Engine speed sensor - Monitors engine speed, which is one of the factors used to
calculate the pulse width

There are two main types of control for multi-port systems: The fuel injectors can all open at the
same time, or each one can open just before the intake valve for its cylinder opens (this is called
sequential multi-port fuel injection).

The advantage of sequential fuel injection is that if the driver makes a sudden change, the system
can respond more quickly because from the time the change is made, it only has to wait only
until the next intake valve opens, instead of for the next complete revolution of the engine.
Manifold system

In automotive engineering, an intake manifold or inlet manifold is the part of an engine that
supplies the fuel/air mixture to the cylinders. An exhaust manifold or header collects the
exhaust gases from multiple cylinders into one pipe. The word manifold comes from the Old
English word manigfeald (from the Anglo-Saxon manig [many] and feald [fold]) and refers to
the folding together of multiple inputs and outputs.

The primary function of the intake manifold is to evenly distribute the combustion mixture (or
just air in a direct injection engine) to each intake port in the cylinder head(s). Even distribution
is important to optimize the efficiency and performance of the engine. It may also serve as a
mount for the carburetor, throttle body, fuel injectors and other components of the engine.

Due to the downward movement of the pistons and the restriction caused by the throttle valve, in
a reciprocating spark ignition piston engine, a partial vacuum (lower than atmospheric pressure)
exists in the intake manifold. This manifold vacuum can be substantial, and can be used as a
source of automobile ancillary power to drive auxiliary systems: power assisted brakes, emission
control devices, cruise control, ignition advance, windshield wipers, power windows, ventilation
system valves, etc.

This vacuum can also be used to draw any piston blow-by gases from the engine's crankcase.
This is known as a closed crankcase ventilation or positive crankcase ventilation (PCV) system.
This way the gases are burned with the fuel/air mixture.

The intake manifold has historically been manufactured from aluminum or cast iron but use of
composite plastic materials is gaining popularity (e.g. most Chrysler 4 cylinders, Ford Zetec 2.0,
Duratec 2.0 and 2.3, and GM's Ecotec series).
Introduction of manifold absolute pressure sensor.

A manifold absolute pressure sensor (MAP) is one of the sensors used in an internal

combustion engine's electronic control system. Engines that use a MAP sensor are typically fuel
injected. The manifold absolute pressure sensor provides instantaneous manifold
pressure information to the engine's electronic control unit (ECU). The data is used to calculate
air density and determine the engine's air mass flow rate, which in turn determines the required
fuel metering for optimum combustion (see stoichiometry). A fuel-injected engine may
alternately use a MAF (mass air flow) sensor to detect the intake airflow. A typical configuration
employs one or the other, but seldom both.

MAP sensor data can be converted to air mass data using the speed-density method.
Engine speed (RPM) and air temperature are also necessary to complete the speed-density
calculation. The MAP sensor can also be used in OBD II (on-board diagnostics) applications to
test the EGR (exhaust gas recirculation) valve for functionality, an application typical in OBD II
equipped General Motors engines.
Type of map sansor

Analog map sensor

The MAP sensor consists of two chambers separated by a flexible diaphragm. One chamber is
the "reference air" (which may be sealed or vented to the outside air), and the other is the
vacuum chamber which is connected to the intake manifold on the engine by a rubber hose or
direct connection. The MAP sensor may be mounted on the firewall, inner fender or intake
manifold.

A pressure sensitive electronic circuit inside the MAP sensor monitors the movement of the
diaphragm and generates a voltage signal that changes in proportion to pressure. This produces
an analog voltage signal that typically ranges from 1 to 5 volts.

Analog MAP sensors have a three-wire connector: ground, a 5-volt reference signal from the
computer and the return signal. The output voltage usually increases when the throttle is opened
and vacuum drops. A MAP sensor that reads 1 or 2 volts at idle may read 4.5 volts to 5 volts at
wide open throttle. Output generally changes about 0.7 to 1.0 volts for every 5 inches Hg of
change in vacuum.

Ford Digital Map Sensors

Ford BP/MAP sensors (barometric pressure/manifold absolute pressure) also measure load but
produce a digital frequency signal rather than an analog voltage signal. This type of sensor has
additional circuitry that creates a 5 volt "square wave" (on-off) voltage signal. The signal
increases in frequency as vacuum drops.

At idle or when decelerating, vacuum is high and the BP/MAP sensor output may drop to 100 Hz
(Hertz, or cycles per second) or less. At wide open throttle when there is almost no vacuum in
the intake manifold, the sensor's output may jump to 150 Hz or higher. At zero vacuum
(atmospheric pressure), a Ford BP/MAP sensor should read 159 Hz.
ttp://www.aa1car.com/library/map_sensors.htm

http://auto.howstuffworks.com/fuel-injection4.htm

Reference