ECU (An engine control unit), generally called the (PCM) power train control module, is a type of electronic control unit that controls a chain of actuators on an internal combustion engine to make sure the optimum running. It does this by analysis values from a multitude of sensors within the engine bay, interpreting the data using multidimensional performance maps (called look up tables), and adjusting the engine actuators as a result.
Before ECUs, air/fuel mixture, ignition timing, and inactive speed were mechanically set and dynamically controlled by mechanical and pneumatic means. One of the initial attempts to use such a unitized and automated device to run multiple engine control functions simultaneously was the “Kommandogerät” created by BMW in 1939, for their 801 14-cylinder aviation radial engine. This device replaced the 6 controls used to begin hard acceleration with one control in the 801 series-equipped aircraft. However, it had some problems: it would flow the engine, making close formation flying of the Fw 190 somewhat difficult, and at first it switched supercharger gears unsympathetically and at random, which could throw the aircraft into an extremely dangerous stall or turn.
Working of ECU:
Control of Air/Fuel ratio
Fuel injection for an engine with, (ECU) an engine control unit will determine the amount of fuel to inject based on a number of parameters. If the throttle position sensor is screening the throttle pedal is pressed further down, the mass flow sensor will measure the amount of additional air being sucked into the engine and the ECU will inject fixed quantity of fuel into the engine ( most of the engine fuel inlet quantity is fixed). If the engine coolant temperature sensor is showing the engine has not warmed up yet, additional fuel will be injected (causing the engine to run slightly ‘rich’ until the engine warms up). combination control on computer controlled carburetors works similarly but with a mixture control solenoid or stepper motor incorporated in the float bowl of the carburetor.
Control of ignition timing
A spark ignition engine requires a spark to start combustion in the combustion chamber. An electronic control unit can adjust the exact timing of the spark (called ignition timing) to give better power and economy. If the electronic control unit detects knock, a condition which is potentially destructive to engines, and “judges” it to be the result of the ignition timing near the beginning in the compression stroke, it will delay (retard) the timing of the spark to prevent this. Since knock tends to occur more easily at lower rpm, the ECU might send a signal for the automatic transmission to downshift as a first try to alleviate knock.
Control of speed
The majority engine systems have idle speed control built into the electronic control unit. The engine RPM is monitored by the crankshaft position sensor which plays a main role in the engine timing functions for fuel injection, spark events, and valve timing. Idle speed is controlled by a programmable throttle stop or an unoccupied air bypass control stepper motor. Early carburetor-based systems used a programmable throttle stop using a bidirectional DC motor. Early TBI systems used an idle air control stepper motor. Effectual idle speed control must anticipate the engine load at idle. Changes in this idle load might come from HVAC systems, power steering systems, power brake systems, and electrical charging and supply systems. Engine temperature and transmission status, and lift and duration of camshaft also may change the engine load and/or the idle speed value desired.
A full authority throttle control system may be used to control idle speed, provide cruise control functions and top speed limitation.
Control of variable valve timing A number of engines have Variable Valve Timing.
In such an engine, the electronic control unit controls the time in the engine cycle at which the valves open. The valves are usually opened sooner at superior speed than at lower speed. This can optimize the flow of air into the cylinder, increasing power and economy.
Electronic valve control Experimental engines have been completed and tested that have no camshaft, but have full electronic control of the intake and exhaust valve opening, valve closing and area of the valve opening. Such engines can be started and run without a starter motor for certain multi-cylinder engines equipped with accuracy timed electronic ignition and fuel injection. Such a static-start engine would provide the efficiency and pollution-reduction improvements of a mild hybrid-electric drive, but without the expense and complexity of an over sized starter motor.
The earliest production engine of this type was invented ( in 2002) and introduced (in 2009) by Italian automaker Fiat in the Alfa Romeo MiTo. Their Multiair engines use electronic valve control which drastically improves torque and horsepower, while reducing fuel consumption as much as 15%. Basically, the valves are opened by hydraulic pumps, which are controled by the ECU. The valves can open some times per intake stroke, based on engine load. The ECU then decides how much fuel should be injected to optimize combustion.
For example, when driving at a steady speed, the valve will open and a bit of fuel will be injected, the valve then closes. But, when you unexpectedly stamp on the throttle, the valve will open again in that same intake stroke and much more fuel will be injected so that you start to accelerate immediately. The ECU then calculates engine load at that exact RPM and decides how to open the valve: early, or late, wide open, or just half open. The optimal opening and timing are always reached and combustion is as precise as possible. This, of course, is impossible with a normal camshaft, which opens the valve for the whole intake period, and always to full lift.
And not to be overlooked, the removal of cams, lifters, rockers, and timing set not only reduces weight and bulk, but also friction. An important portion of the power that an engine actually produces is used up just driving the valve train, compressing all those valve springs thousands of times a minute.
Electronic valve operation will yield even more benefits. Cylinder deactivation, for instance, could be made much extra fuel efficient if the intake valve could be opened on every down stroke and the exhaust valve opened on every upstroke of the deactivated cylinder or “dead hole”. Another even more important advancement will be the elimination of the convention throttle. When a car is run at part throttle, this interruption in the airflow causes excess vacuum, which causes the engine to use up precious energy acting as a vacuum pump. BMW attempted to get around this on their V-10 powered M5, which had individual throttle butterflies for each cylinder, placed just before the intake valves. With electronic valve operation, it will be possible to control engine speed by modifiable valve lift. At part throttle, when less air and gas are needed, the valve lift would not be as great. Full throttle is achieved when the gas pedal is depressed, distribution an electronic signal to the ECU, which in turn regulates the lift of each valve event, and opens it all the way up.
Modern ECU Modern electronic control unit’s use a microprocessor which can route the inputs from the engine sensors in real-time. An electronic control unit contains the hardware and software (firmware). The hardware consists of electronic components on a PCB (printed circuit board), ceramic substrate or a thin laminate substrate. The main component on this circuit board is a micro-controller chip (CPU). The software is stored in the micro-controller or other chips on the PCB, typically in EPROMs or flash memory so the CPU can be re-programmed by uploading modernized code or replacing chips. This is also referred to as an (electronic) Engine Management System (EMS).
Classy engine management systems receive inputs from other sources, and control other parts of the engine; for instance, some changeable valve timing systems are electronically controlled, and turbocharger waste gates can also be managed. They also may communicate with transmission control units or in a straight line interface electronically-controlled automatic transmissions, traction control systems, and the like. The Controller Area Network or CAN bus automotive network is often used to get communication between these devices. Modern ECUs sometimes include features such as cruise control, transmission control, anti-skid brake control, and anti-theft control, etc. GM(general moters) first ECUs had a small application of hybrid digital electronic control unit’s as a pilot program in 1979, but by 1980, all active programs were using microprocessor based systems. Due to the large ramp up of volume of ECUs that were produced to meet the Clean Air Act requirements for 1981, only one ECU model could be built for the 1981 model year. The high volume ECU that was installed in GM vehicles from the first high volume year, 1981, onward was a modern microprocessor based system. GM moved rapidly to replace carburation with fuel injection as the chosen method of fuel delivery for vehicles it manufactured. This process first saw fruition in 1980 with fuel injected Cadillac engines, followed by the Pontiac 2.5L I4 “Iron Duke” and the Chevrolet 5.7L V8 L83 “Cross-Fire” engine powering the Chevrolet Corvette in 1982. The 1990 Cadillac Brougham powered by the Oldsmobile 5.0L V8 LV2 engine was the last carburetted passenger car manufactured for sale in the North American market (a 1992 Volkswagen Beetle model powered by a carburetted engine was available for purchase in Mexico but not offered for sale in the United States or Canada) and by 1991 GM was the last of the major US and Japanese automakers to abandon carburation and manufacture all of its passenger cars exclusively with fuel injected engines. In 1988 Delco (GM’s electronics division), had produced more than 28,000 ECUs per day, making it the world’s largest creator of on-board digital control computers at the time