Ignition system
The process of applying a spark to the spark plugs is controlled by an electronic engine management system (further ECM). The ECM uses the following information to determine ignition timing: engine speed, crankshaft position, coolant temperature, intake air temperature, intake manifold pressure, atmospheric pressure. The ignition system sends an impulse to the cylinders in pairs (1st and 4th, 2nd and 3rd). The ignition coil is a maintenance-free item and cannot be repaired.
Crankshaft position sensor (TFR)
The TFR consists of a Hall sensor and a phonic wheel mounted on the crankshaft. The phonic wheel has 58 grooves around the circumference, one of which is wider than the others. At the moment of coincidence of the wide groove and the Hall sensor, the TFR generates a synchronizing pulse, which is the starting point for determining the position of the crankshaft.
Camshaft position sensor (SMR)
The principle of operation of CMP is similar to the principle of operation of the crankshaft position sensor. The ECM uses the CMP to determine the timing of fuel injection and to recognize strokes in the engine cylinders. In the event of a sensor malfunction, the synchronization of the operation of the fuel injectors is carried out in the calculated mode according to the signals from the crankshaft position sensor.
Idle speed controller
The ECM, by controlling the idle valve, regulates the idle speed of the engine crankshaft depending on the conditions.
Fuel injection system
Fuel injection uses injectors installed in the intake manifold, one for each cylinder. The ECM regulates the amount of fuel supplied based on information received from the intake manifold pressure sensor (IDA) and oxygen sensors (H02S). With an optimal composition of the air-fuel mixture, the best conditions for the operation of the engine and the exhaust gas catalyst are achieved.
Start mode
When the ignition is turned on, the ECM, based on information received from the coolant temperature sensor and the throttle position sensor, adjusts the air-fuel mixture to start the engine. The ratio changes from 1.5:1 at -36'C to 14.7:1 at 96'C.
Driving mode
While driving, the engine operates according to one of two programs: open circuit, closed circuit.
Open loop
The program is activated when the engine is started and the crankshaft speed is less than 400 rpm. The ECM does not take into account information from the oxygen sensors and focuses only on the intake manifold pressure sensor and the coolant temperature sensor.
Closed circuit
The program is activated if the temperature of the oxygen sensors and/or coolant temperature sensor approaches the value set in the program, or after the programmed time has elapsed. The air to fuel ratio is kept at 14.7:1.
Acceleration mode
As the vehicle accelerates, the ECM increases the amount of fuel supplied depending on the throttle position.
Braking mode
When braking, the ECM reduces the amount of fuel supplied depending on the throttle position. When the throttle is fully released and the engine speed is more than 1200 rpm, the fuel supply is temporarily completely turned off (forced idle mode).
Fuel Evaporation System
The system prevents vapors from the fuel tank from entering the atmosphere during refueling and vehicle operation. Fuel vapors enter the adsorber, where they are accumulated and held for some time. The adsorber is filled with granular activated carbon. The fumes are disposed of by burning them in the engine. The purge of an adsorber is carried out by the electromagnetic valve. The process is controlled by the ECM.
A malfunctioning purge valve or damage to the canister can cause the engine to run unstable or stop.
Crankcase ventilation system
Clean air is forced into the crankcase through the air filter, which forces toxic crankcase gases into the intake manifold. Thus, the gas is burned while the engine is running.
Malfunction of system elements can lead to unstable operation of the engine or its stop.
Knock sensor
The sensor, using a piezoelectric element, captures and converts the vibration from fuel detonation into an electrical signal that enters the ECM. Based on the magnitude of the signal, the ECM sets the optimal ignition timing.
Specifications
Intake air temperature sensor (1AT) /coolant temperature sensor (EATING).
Temperature, С° | Resistance, Ohm | |
EATING | IAT | |
100 | 177 | 187 |
90 | 241 | 246 |
80 | 332 | 327 |
70 | 467 | 441 |
60 | 667 | 603 |
50 | 973 | 837 |
45 | 1188 | 991 |
40 | 1459 | 1180 |
35 | 1802 | 1412 |
30 | 2238 | 1700 |
25 | 2796 | 2055 |
20 | 3520 | 2500 |
15 | 4450 | 3055 |
10 | 5670 | 3760 |
5 | 7280 | 4651 |
0 | 9420 | 5800 |
-5 | 12300 | 7273 |
-10 | 16180 | 9200 |
-15 | 21450 | 9200 |
-20 | 28680 | 15080 |
-30 | 52700 | 25600 |
-40 | 100700 | 45300 |
Intake manifold pressure sensor (IDA)
Pressure, kPa | Sensor output voltage, V |
100 | 4,9 |
90 | 4,4 |
80 | 3,8 |
70 | 3,3 |
60 | 2,7 |
50 | 2,2 |
40 | 1,7 |
30 | 1,1 |
20 | 0,6 |
10 | 0,3 |
0 | 0,3 |