How To Calibrate ECU and Engine - SAE

ECUs and Engine Calibration 201

Jeff Krummen Performance Electronics, Ltd. www.pe-ltd.com
Page 1

Before we get started.. The goal of this presentation is to explain the PRACTICAL application of engine control theory.
Throughout the presentation, examples will be provided using the PE3 engine control system. However, the fundamental principles apply to almost any type of controller.
How do we turn this collection of parts into a well running engine?
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1) Control System Overview
Wiring Manifold pressure Throttle position Coolant Temp Etc
Sensors
Engine Control Unit
Actuators
Wiring
Controller Tuning
Injectors Ignition coils Cooling fan Etc
Page 3

2) Sensors
In its most basic form, only 2 kinds of sensors are ABSOLUTELY REQUIRED to electronically control a fuel injected, spark-ignition engine.
Load Indication (MAP, TPS, MAF) Engine Position/Speed (Crank or Cam)
However, limiting the inputs severely hinders the control systems ability to perform at a high level.
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2) Sensors Pressure
Manifold Absolute Pressure (MAP) Sensor Used to indicate engine load, provides indirect
measurement for mass of air entering cylinder
Example PE3 ECU Software Setup
Sensors read in Absolute pressure not Gauge pressure

High pressure = low vacuum = high load
Available up to several bar for forced induction engines

MAP measurement can be latched at startup for barometric pressure compensation or separate BARO/MAP sensor can be used
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2) Sensors Throttle Position
Throttle Position (TPS) Sensor Used to approximate engine load by
measuring throttle angle Also very important for determining acceleration/deceleration compensation when the throttle is opened or closed Sensor creates a voltage divider as the wiper moves along a fixed resistance
Page 6

2) Sensors Temperature
Intake Air Temperature (IAT) Sensor Thermistor element, non-linear
resistance change with temperature Compensates for changes in air density due to temperature changes
Coolant Temperature (CLT) Sensor Thermistor element, non-linear

resistance change with temperature Compensates for startup conditions where more fuel and timing may be required
Page 7

2) Sensors Crank/Cam Position
Hall Effect Sensor 3-wire sensor, creates square wave output
Requires power to function Edge of the trigger tooth corresponds to a rising or falling signal voltage
Variable Reluctance Sensor

2-wire sensor, sine wave output, amplitude
a function of speed, material and gap Center of the tooth corresponds to zerocrossing. The zero-crossing is what the ECU uses to indicate position.
Page 8

2) Sensors Lambda
Narrow Band Sensor Efficient at measuring lambda at or around
stoichiometric ratios
Generally used as a switch to indicate rich condition or lean condition Characterized as having 1-4 wires depending on presence of heating element
Wide Band Sensor Much wider range of measurement. Can be used to

accurately measure rich and lean air-fuel ratios More than 4 wires to the sensor More costly and more complicated to control but worth the added expense
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2) Sensors Generic Inputs
Analog Inputs 0-5v and 0-22v analog inputs
Can be used to modify fuel, modify ignition timing or log for data acquisition Very useful for adding on-the-dash fuel and ignition trims
Digital Inputs Active pulled high and active pulled to GND Many possible functions including:
Measuring speeds
Cutting fuel and/or ignition Secondary rev limit Traction control Shift cut etc
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2) Actuators
For this discussion, actuators are defined as any component or device that are controlled by the ECU for the purpose of running the engine.
There are many types of actuators but the two most important actuators for running an engine are.
Fuel Injectors
Ignition Coils
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2) Actuators Fuel Injectors
Gasoline injectors are just valves, capable of two states open and closed.
Reliable operation depends on a clean flow of pressurized fuel at a predictable pressure. Two types of injectors: Saturated High impedance (>10 ohms), easy to drive by just flowing 12v through the injector Peak and Hold Low Impedance (<3 ohms), more difficult to drive because they require high peak current to open (~4 amps) then lower hold current to stay on without burning up (~1 amps)
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2) Actuators Fuel Injectors, Types Pros/Cons
Type Saturated Pros Cons Slower response Lower flow rates Require more complicated drive electronics and setup More expensive and less readily available
Used for almost all production systems Readily available in many sizes Easy to drive and configure
Faster response Very large flow rates available
Peak and Hold (P&H)
P&H and Saturated Injectors typically look the same. Easiest way to tell them apart is to measure the electrical resistance.
TIP
If the engine that you are using came from the factory with fuel injection, use the stock injectors. There are very few cases where doing otherwise provides any real benefit.
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2) Actuators Fuel Injectors, Setup
Whether using P&H or Saturated injectors, one VERY important setting is sometimes overlooked when configuring the control system...
Battery Voltage Compensation (A.K.A. Injector Dead-time) 1. 2. 3. Added term to the final calculated injector open time Compensates for decreased battery voltage at the injector when supply drops (3.5ms @ 15v = 3.5ms @ 10v with correct Battery Comp) By definition, the correct Battery Voltage Compensation creates a LINEAR relationship between the final open time and mass of fuel.
Example PE3 ECU Software Setup For Battery Voltage Compensation
Page 14

2) Actuators Fuel Injectors, Battery Compensation (cont)
Injectors open faster with more voltage (non-linear)
For given base open time, with constant fuel pressure and temperature, more voltage = more fuel flow
If no compensation is applied, at a fixed load and rpm, open time will provide different mixtures proportional to electrical load on system. This is impossible to tune well! Battery voltage compensation accounts for latency of injector and cant be measured electrically. It must be measured and calculated using mass flow! With the correct compensation, a xx% change in pulse width corresponds to a xx% change in fuel flow. This makes it much easier to tune as well as keeping all of the compensation terms happy.
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2) Actuators Saturated Fuel Injector Trace
Open Time
Induced Voltage Spike
Vbat
Page 16

2) Actuators Ignition Coils
Ignition coils are step up transformers that use primary side voltage and current to induce large secondary voltages. There are several types of coils. Inductive (Dumb) Used on most modern production applications
Uses 12v to charge the primary side of the coil High turns ratio (high inductance)
Inductive (Smart)
Same basic construction as dumb inductive coils except they have a built in ignition driver (igniter). GM LS series motors use smart coils Have 3 or more wire connections
Capacitive Discharge Ignition (CDI)

Used on many pre-computer controlled, production, small engines Still used for some performance applications (MSD) Requires much higher primary voltage (>150v) Generally, lower primary resistance than inductive coils
Page 17

2) Actuators Ignition Coils
Inductive and CDI coils require entirely different types of ignition drivers. They ARE NOT interchangeable.
If you have an existing OEM coil and are unsure of the type, there are several ways for determining inductive or CDI.
Turn on ignition key. If the coil measures 12v, the coils are inductive. Refer to the stock wiring diagram. If the one side of the primary goes to 12v it is inductive. If both sides of the primary go to an ignition box, it is likely CDI.
The PE3 engine controller has built in inductive ignition igniters. It can drive inductive smart or dumb coils directly from the ECU.
TIP
If possible use the stock coils. There are very few cases where doing otherwise provides any real benefit. Most 600cc engines can benefit from running the hottest available plugs. This helps to reduce fouling.
Page 18

2) Actuators Ignition Coils, Inductive Charge Time
Inductive coils require a specific amount of time to charge, Charge Time. To obtain the same output under all operating conditions, charge time must be a function of battery voltage.
Inductive Coil Current
Charge time is best determined by measuring current through the coil using an oscilloscope at different voltages.
Generally the charge time is set so max current is at least 3 time constants. As the coil current approaches saturation, extra charge time simply heats up the coil and the driver.
Page 19

2) Actuators Inductive Ignition Coil Trace (Primary)
Vbat
Spark Duration
Dwell
Coil Oscillation
Page 20

2) Actuators Coil and Injector Driver Explanation
The following example applies only to saturated (high impedance) injectors and inductive (not CDI) ignition coils. More on the types of injectors and ignition coils later.
Simplified Driver Circuit with Switch
Page 21

3) Control Strategies Overview
The two main jobs of an engine control system is to control the fuel flow and the ignition timing.everything else is just fluff.
Optimized fueling and ignition timing are dependent on many different factors. All of these factors must be measured and accounted for in order to produce a well running engine under all conditions.
Page 22

3) Control Strategies Calculation of Inj Open Time
Open Time (ms) = (BOT x AT x CT x ST x AC x BP x MP x STF x LTF x CC x UI) + BA
Where: BOT = Base open time from the main fuel table AT = Air temperature compensation CT = Coolant temperature compensation ST = Starting compensation AC = Acceleration compensation BP = Barometric pressure compensation MP = MAP compensation STF = Short term factor for closed loop lambda compensation LTF = Long term factor for closed loop lambda compensation CC = Individual cylinder compensation UI = User selectable input compensations (could be several if configured) BA = Battery voltage compensation
Page 23

3) Control Strategies Calculation of Ignition Timing Total Ignition Timing (deg) = BIT + AT + CT + BP + MC + CC + UI
Where: BIT = Base ignition timing from the main ignition table AT = Air temperature compensation CT = Coolant temperature compensation BP = Barometric pressure compensation MC = MAP compensation CC = Individual cylinder compensation UI = User selectable input compensation (could be several if configured)
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4) Engine Tuning Overview
Successful Engine Tuning
1) 2) 3) 4) 5) General ECU setup (engine type, # cylinders, sensor setup, etc) Tune main fuel table Tune main ignition table
Must iterate to best tune
Add in additional compensation (air, coolant, starting, etc.) Setup additional inputs and outputs (idle air, fuel cut, secondary rev limiter, etc)
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4) Engine Tuning General ECU Setup, Engine
Cylinders Number of cylinders in the engine Trigger and Sync Types Variable Reluctance or Hall Effect Pick the tooth arrangement on your trigger and sync from the drop down menu Choose which edge to trigger on (Positive or negative going) Enable peak track low for signals that vary by more than 30% from one peak to the next Load Control Controls which input is used to indicate engine load Tach Pulses per Rev Sets the number of tach pulses for every crank revolution
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4) Engine Tuning General ECU Setup, Fuel
Injection Type Sequential, Semi-Sequential, Throttle Body, Random Sequential Min Open Time Defines the minimum allowable pulse width for injection Peak And Hold Enable peak and hold mode and set peak and hold currents Open Time Range Sets the maximum base table open time. (The higher the range, the less resolution) Staged Injection Enable secondary injectors and set the thresholds where they are activated. Flood Clear With this enabled, when TPS is above 98% and RPM is less than cranking speed, no fuel is injected Every other Rev Used to aid in idling and part throttle loads with large injectors Page 27

4) Engine Tuning General ECU Setup, Ignition
Ignition Type Sequential, Wasted-Spark, Distributor (External drivers for smart coils) Ignition Range Defines the adjustable range of timing BDTC Charge Time Sets charge time of the ignition coil
Page 28

4) Engine Tuning General ECU Setup, Sensors
Sensors can accept a user defined calibration or choose a predefined sensor calibration.
Units are selectable (SI or English). Sensors can be turned on or off independently.
High and low out-of-range limits can be set as well. Errors will be latched each time a sensor goes out of range.
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Page 30

4) Engine Tuning Main Fuel and Ignition Tables
Current Engine Conditions
3-D Table View
Red Box Highlights 4 cells being used by ECU at all times Blue X Shows exact operating condition within cells
Main Fuel Table
Bar Graph of Comp Terms
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Page 32

4) Engine Tuning Temperature Compensation Terms
3-D Tables 100% = No modification for fuel compensation terms Air temp fuel compensations can be approximated using Ideal Gas Law (PV=nRT) Coolant temp compensations are determined through testing
Page 33

4) Engine Tuning Starting Compensation Terms
0F, 80F, 160F, 240F Compensation factors at coolant temperature values. Applied as long as the RPM is less than Fuel Starting RPM. Duration The number of revolutions that the compensation decays over once the engine is above Fuel Starting RPM. Initial Fuel Pulse Length of time the injectors are opened for a priming pulse on the first revolution.
Page 34

4) Engine Tuning Accel Compensation Terms
Type Choose Map or TPS Min TPS Rate Determines the Accel circuit's sensitivity to throttle changes. The larger the number is, the less sensitive the circuit is. Min TPS This is the minimum required throttle position before the Accel compensation is allowed to take effect. Max Factor Maximum compensation percent.
Duration This is the amount of time that the Accel compensation degrades over.
Max RPM This is the maximum RPM allowed for Accel compensation.
Page 35

4) Engine Tuning Decel Comp and Start Ignition
Decel Fuel Cut-Off If the throttle position is less than Min TPS and the RPM is greater than Max RPM the ECU assumes that the engine is being motored and does not open the injectors until either the TPS increases or the RPM slows down to below Max RPM RPM Delta.
Starting-Ignition When Enabled, this fixes the timing at specified degrees BTDC until RPM is > Ignition Starting RPM
Page 36

4) Engine Tuning User Inputs
2-D Array
8 User Input compensation terms that can be configured for analog inputs, frequency inputs, PWM duty cycle, IAC position, etc Can be used to modify fueling or ignition timing 100% = no modification for Fuel. 0 = no modification for ignition
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Page 38

4) Engine Tuning Digital Outputs
PWM Table
10 Digital Outputs, 8 can be Pulse Width Modulated (PWM) at 5 950 Hz On/Off as a function of any on-board parameter If PWM selected, each PWM channel has an 8x8 3D adjustable indices table
Page 39

4) Engine Tuning Digital Inputs
5 Digital Inputs active when pulled high (5-22 volts) 2 Digital Inputs active when pulled low (< 2 volts) Can be configured to Cut Fuel and/or Ignition or to bump idle speeds, enable launch or traction control, etc. 4 channels can also be used to measure frequencies (0-6000 Hz)
Page 40

4) Engine Tuning Rev Limits
Can have multiple rev limits activated by MAP, RPM or Digital Input Each rev limit can be activated by controlling fuel or ignition or both Each rev limit is equipped with a Deadband. The rev limit is activated at the RPM specified, but is not de-activated until RPM drops below (RPM Deadband In this case 6500-250 = 6250 RPM) The Soft option retards the timing when RPM is reached. If RPM still increases, then ECU will cut ignition
Page 41
Thank You and Happy Tuning!

Jeff Krummen Performance Electronics, Ltd. www.pe-ltd.com
Copyright 2011 Jeff Krummen. All rights reserved.
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ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

Engine Control Unit

Injectors Ignition coils Cooling fan Etc

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

Sensors read in Absolute pressure not Gauge pressure

Available up to several bar for forced induction engines

ECUs and Engine Calibration 201

Example PE3 ECU Software Setup

ECUs and Engine Calibration 201

Coolant Temperature (CLT) Sensor Thermistor element, non-linear

ECUs and Engine Calibration 201

Variable Reluctance Sensor

ECUs and Engine Calibration 201

Wide Band Sensor Much wider range of measurement. Can be used to

ECUs and Engine Calibration 201

Example PE3 ECU Software Setup

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

Peak and Hold (P&H)

ECUs and Engine Calibration 201

Example PE3 ECU Software Setup For Battery Voltage Compensation

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

Induced Voltage Spike

ECUs and Engine Calibration 201

Capacitive Discharge Ignition (CDI)

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

Simplified Driver Circuit with Switch

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

Must iterate to best tune

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

Must iterate to best tune

ECUs and Engine Calibration 201

3-D Table View

Bar Graph of Comp Terms

ECUs and Engine Calibration 201

Must iterate to best tune

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

ECUs and Engine Calibration 201

Must iterate to best tune