Operating logic

OPERATING LOGIC

• Identification of the "operating point":
  the "point of operation of the engine" is located mainly through two sensors: the rpm sensor informs the control unit of the speed of rotation of the engine; the air flow meter supplies the value of the mass of air actually entering the cylinders, defining the instantaneous volumetric yield of the engine.
• Adjustment of injection times (quantity of fuel):
  the control unit controls the injectors very quickly and precisely, calculating the opening time on the basis of engine load (rpm and air flow), also taking into account the battery voltage and the temperature of the engine. Injection is "sequential", i.e. the injectors are opened in correspondence of the exhaust stroke of the corresponding cylinder.
• Ignition adjustment (calculation of advances):
  the control unit calculates the advance on the basis of the engine load (rpm and air flow); the value is also corrected according to the temperature of the intaken air and that of the engine: ignition is "static" as described previously.
• Cold starting control:
  during cold starts the control unit uses special advance values and injection times.
  When a determinate temperature/rpm ratio is reached, the control unit resumes normal operating conditions.
• Control of enrichment during acceleration:
  upon the need for acceleration, the control unit increases injection in order to reach the required rpm as quickly as possible.
  This function takes place through the potentiometer located on the throttle which instantaneously informs the control unit of the need to accelerate.
• Fuel cut-off during deceleration:
  with the throttle closed and an engine speed above a certain threshold, the control unit de-activates fuel injection; this way the rpms decrease rapidly towards idle speed reducing the speed and fuel consumption. The cutoff threshold value varies according to the temperature of the engine and the speed of the car.
• Control of idle speed:
  the adjustment of the engine idle speed is carried out through the special actuator which acts on the throttle by-pass.
  This device acts as a regulator for cutting in the various services (e.g. conditioner compressor): in fact, when the throttle is closed, this valve adjusts the by-pass gap compensating the load required by the services in order to ensure that idle speed is as constant as possible.
• Maximum Rpm limiting:
  above a certain threshold the control unit automatically stops the injection of fuel preventing the engine from "over-revving".
• Combustion control -lambda probe-:
  the oxygen sensor (or "lambda" probe) informs the control unit of the amount of oxygen at the exhaust, and therefore the correct air-fuel metering.
  The optimum mixture is obtained when the lambda coefficient = 1 (optimum stoichiometric mixture). The electric signal sent by the probe to the control unit changes abruptly when the composition of the mixture departs from lambda = 1. When the mixture is "lean" the control unit increases the amount of fuel, reducing it when the mixture is "rich" so that in this way the engine operates as far as possible around the ideal lambda rating.
  The signal from the lambda probe is processed inside the control unit by a special integrator which prevents sudden "oscillations".
  The probe is heated by an electrical resistance so that it quickly reaches the correct operating temperature (approx. 300 °C).
  Through this probe it is therefore possible to adjust engine carburetion precisely. Among other items, this makes it possible to meet emission limit regulations.