Throttle-By-Wire
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Marine Engine Electronics C7 –
C7 - C32 Marine Engine Electronics Application and Installation Guide APPLICATION AND INSTALLATION GUIDE MARINE ENGINE ELECTRONICS C7 – C32 Caterpillar: Confidential Yellow 1 C7 - C32 Marine Engine Electronics Application and Installation Guide 1 Introduction and Purpose…………………………………….…………………5 1.1 Safety……………………………………………………………………………5 1.2 Replacement Parts…………………………………………………………….6 2 Engine System Overview……………………………………………………….7 2.1 Electronic Engine Control……………………………………………………..7 2.2 Factory Configuration Parameters……………………………………………8 2.3 Engine Component Overview…………………………………………………9 2.4 Engine Component Locations……………………………………………….12 3 Customer System Overview…………………………………………………..13 3.1 Customer Configuration Parameters……………………………………….13 3.2 Customer Component Overview…………………………………………….14 4 Power and Grounding Considerations……………………………………….15 4.1 Power Requirements…………………………………………………………15 4.2 Engine Grounding…………………………………………………………….18 4.3 Suppression of Voltage Transients…………………………………………20 4.4 Battery Disconnect Switch…………………………………………………...21 4.5 Welding on a Machine with an Electronic Engine…………………………22 5 Connectors and Wiring Harness Requirements………………………….…23 5.1 Wiring Harness Components………………………………………………..23 5.2 Wiring Harness Design………………………………………………………29 5.3 Service Tool Connector (J66) Wiring……………………………………….32 5.4 SAE J1939/ 11 - Data Bus Wiring…………………………………………..34 6 Customer Equipment I.D. and Passwords…………………………………..37 6.1 Equipment Identification……….……………………………………………..37 6.2 Customer Passwords.………………………………………………………..37 7 Factory -
Conversion of a Gasoline Internal Combustion Engine to a Hydrogen Engine
Paper ID #3541 Conversion of a Gasoline Internal Combustion Engine to a Hydrogen Engine Dr. Govind Puttaiah P.E., West Virginia University Govind Puttaiah is the Chair and a professor in the Mechanical Engineering Department at West Virginia University Institute of Technology. He has been involved in teaching mechanical engineering subjects during the past forty years. His research interests are in industrial hydraulics and alternate fuels. He is an invited member of the West Virginia Hydrogen Working Group, which is tasked to promote hydrogen as an alternate fuel. Timothy A. Drennen Timothy A. Drennen has a B.S. in mechanical engineering from WVU Institute of Technology and started with EI DuPont de Nemours and Co. in 2010. Mr. Samuel C. Brunetti Samuel C. Brunetti has a B.S. in mechanical engineering from WVU Institute of Technology and started with EI DuPont de Nemours and Co. in 2011. Christopher M. Traylor c American Society for Engineering Education, 2012 Conversion of a Gasoline Internal Combustion Engine into a Hydrogen Engine Timothy Drennen*, Samual Brunetti*, Christopher Traylor* and Govind Puttaiah **, West Virginia University Institute of Technology, Montgomery, West Virginia. ABSTRACT An inexpensive hydrogen injection system was designed, constructed and tested in the Mechanical Engineering (ME) laboratory. It was used to supply hydrogen to a gasoline engine to run the engine in varying proportions of hydrogen and gasoline. A factory-built injection and control system, based on the injection technology from the racing industry, was used to inject gaseous hydrogen into a gasoline engine to boost the efficiency and reduce the amount of pollutants in the exhaust. -
3Gr-Fse Intake Eg 89
ENGINE – 3GR-FSE INTAKE EG 89 3GR-FSE INTAKE General ● A surge tank with a built-in ACIS (Acoustic Control Induction System) and an intake manifold with a built-in SCV (Swirl Control Valve) are used. ● A hot-wire type Mass airflow meter (with a built-in intake air temperature sensor) is provided in the air cleaner cap. ● The ETCS-i system is used and a single-valve, electronically controlled throttle body is installed. Purge VSV Resonator Throttle Body Mass Air Flow Meter SCV Position Sensor Air Cleaner Motor for SCV (Swirl Control Valve) Air Cleaner Inlet Intake Manifold Serge Tank Link Mechanism Rotary Solenoid for ACIS Link Mechanism Resonator Throttle Body Exhaust Manifold Air Cleaner Intake Air Control Valve SCV Serge Tank Mass Air Flow Meter Rotary Solenoid for ACIS Engine Exhaust Manifold Sensor ECM SCV Position Sensor Intake Manifold Motor for SCV (Swirl Control Valve) A4270050P ENGINE – EG 90 3GR-FSE INTAKE Air Cleaner ● A removable cap type air cleaner case is used for enhanced serviceability. Also, an Mass airflow meter (with a built-in intake air temperature sensor) is provided in the air cleaner cap. ● A dry type air cleaner element is used and provided with an ample filtering surface area. ● A compact resonator is provided in the air cleaner hose to reduce intake noise. ● A full fabric air filter element, which does not contain an outer frame or rubber seal, is used. As a result, the case could be made compact, with recyclability in mind. ● A carbon filter,which adsorbs the HC that accumulates in the intake system when the engine is stopped ,has been adopted in the air cleaner cap in order to reduce evaporative emissions.(For U.S.A.,Canada,Koria,Taiwan) Mass Air Flow Meter Air Cleaner Cap Carbon Filter Air Cleaner Hose Full Fabric Air Filter Element Resonator Air Cleaner Element Air Cleaner Case Air Cleaner Inlet A4270051P Mass Air Flow Meter ● This mass air flow meter, which is a plug-in type, allows a portion of the intake air to flow through the detection area. -
Automotive Sensors Commercial Vehicle Sensors Circuit Protection Solutions Automotive Sensors
Automotive Division PRODUCT PROFILE Automotive Sensors Commercial Vehicle Sensors Circuit Protection Solutions Automotive Sensors he Bourns Automotive Division has played a leading role in Tthe design, development and manufacture of potentiometer sensors for over 70 years. At our engineering centers in Riverside/ California, Taufkirchen/Germany and Auburn Hills/Michigan we develop and design a range of customized automotive position, speed and torque sensors. These products are manufactured in Ajka/Hungary, Chihuahua & Tijuana/Mexico and Xiamen/China. Bourns, Inc. is a privately held company with headquarters in Riverside, California. Currently, there are about 5,300 employees located in 14 different Bourns-owned design and manufacturing locations worldwide. Our research and development work combined with close collaboration with customers helps to ensure that our products meet the highest standards set for the automotive industry. Using state-of-the-art development software and world-class production methods, Bourns can provide innovative and cost-effective solutions for your applications. 2 Automotive Division ur phenolic paper, high aluminum oxide ceramics, Othermosetting plastics and specially developed Bourns® resistor inks are designed to withstand the harshest operating conditions within rated limits, with many of our sensors used in rigorous on and off highway applications. Our non-contacting sensors are developed with a wide range of magneto resistance- based angular sensor solutions supplemented by competitive Hall Effect and 2 Axis Hall Effect technology. Bourns can assist in the selection of the most appropriate technology for your specific applications. Bourns TS16949 certified quality system and the Bourns Production System (BPS) help ensure uncompromised quality and maximum reliability. Lean production methods are also used during the design and manufacturing phases of a project. -
2012 12 Tnoreport Noisevsfuel.Pdf PDF, 280.5 Kbyte
Maatwerkadvies Verkeersemissies Title Road Vehicle Noise versus fuel consumption and pollutants emissions Authors P.J.G. van Beek ([email protected]) M.G. Dittrich ([email protected]) Search terms Engine noise, exhaust emission, CO2 emission Introduction In the context of proposed changes to EU regulations for both vehicle noise and exhaust emissions, clear information on current technology trends is required to be able to identify correlation between these parameters. In this memo a comparison is made between noise emission, fuel consumption and CO 2 emissions of road vehicles. The main focus here is on passenger cars and small delivery vans, but the basic principles also apply to trucks, lorries, buses and motorcycles. In real traffic, vehicle operating conditions vary widely from low to high vehicle speed and/or acceleration accompanied by full (WOT = Wide Open Throttle), partial or idle engine load. All these operating conditions have their own characteristic noise emission, fuel efficiency and exhaust emissions including CO 2. Noise The main exterior noise sources of road vehicles are powertrain noise, tyre-road noise and aerodynamic noise. Powertrain noise is produced by the engine (and turbocharger, if present), intake and exhaust, cooling system and the transmission (gearbox and drive axles). For the relation between noise and fuel efficiency, the engine, the intake and the exhaust are the most important components for which a possible conflict between these two parameters may occur. In contrast, the transmission can be optimized to minimize noise emission, without affecting the fuel consumption. However, all these components are interconnected and therefore interact to a certain degree. -
Virtual Sensor for Automotive Engine to Compensate for the Map, Engine Speed Sensors Faults
Virtual Sensor For Automotive Engine To Compensate For The Map, Engine Speed Sensors Faults By Sohaub S.Shalalfeh Ihab Sh.Jaber Ahmad M.Hroub Supervisor: Dr. Iyad Hashlamon Submitted to the College of Engineering In partial fulfillment of the requirements for the degree of Bachelor degree in Mechatronics Engineering Palestine Polytechnic University March- 2016 Palestine Polytechnic University Hebron –Palestine College of Engineering and Technology Mechanical Engineering Department Project Name Virtual sensor for automotive engine to compensate for the map, engine speed sensors faults Project Team Sohaub S.shalalfeh Ihab Sh.Jaber Ahmad M.Hroub According to the project supervisor and according to the agreement of the testing committee members, this project is submitted to the Department of Mechanical Engineering at College of Engineering in partial fulfillments of the requirements of the Bachelor’s degree. Supervisor Signature ………………………….. Committee Member Signature ……………………… ……………………….. …………………… Department Head Signature ………………………………… I Dedication To our parents. To all our teachers. To all our friends. To all our brothers and sisters. To Palestine Polytechnic University. Acknowledgments We could not forget our families, who stood by us, with their support, love and care for our whole lives; they were with us with their bodies and souls, believed in us and helped us to accomplish this project. We would like to thank our amazing teachers at Palestine Polytechnic University, to whom we would carry our gratitude our whole life. Special thanks -
Throttle Position Sensor (Tps) [ Removal & Installation ]
Printer Friendly View Page 1 of 14 1988 Pontiac Grand Am 2.3L Eng SE 1Search™ TPS THROTTLE POSITION SENSOR Removal Disconnect electrical connection from TPS. Remove TPS retaining screws. Remove TPS sensor. Installation 1. With throttle valve in closed position, install TPS on throttle body. Ensure TPS lever engages with drive lever on throttle shaft. Install retaining screws and electrical connection. 2. On 2.0L and 2.8L (VIN 9) models, tighten screws. No adjustment is required. On all other models, adjust TPS to specification and tighten retaining screws. See THROTTLE POSITION SENSOR under ADJUSTMENTS in this article. THROTTLE POSITION SENSOR (TPS) [ REMOVAL & INSTALLATION ] Removal Remove air cleaner and disconnect TPS electrical lead. Remove attaching screws, lock washers, retainers and TPS sensor. If necessary, remove screw holding TPS actuator lever to end of throttle shaft. NOTE: On 4.3L engines, TPS is nonadjustable. After servicing, perform nonadjustable TPS output check. See appropriate article in TUNE-UP section. Installation 1. With throttle valve in idle (closed) position, install TPS on throttle body. Ensure that TPS pick-up lever is located above TPS actuator lever. Install retainers, screws using thread locking compound (Loctite 262), and lock washers. 2. Connect electrical lead and install air cleaner. With ignition on, connect digital voltmeter to TPS "A" and "B" terminals, rotate TPS to obtain .45-.60 volt. Tighten attaching screws and recheck voltage. THROTTLE POSITION SENSOR (TPS) CHECK/ADJUST The Throttle Position Sensor is not adjustable. This ECM auto-zeros the TPS voltage at idle. This means the ECM reads the TPS voltage at idle as indicating 0% throttle opening (as long as the voltage is within the specified range). -
7 3 85 P1299-Vacuum Leak Found (Iac Fully Seated)
DRIVEABILITY Symptom: P1299-VACUUM LEAK FOUND (IAC FULLY SEATED) When Monitored and Set Condition: P1299-VACUUM LEAK FOUND (IAC FULLY SEATED) When Monitored: With the engine running. Set Condition: The MAP sensor signal does not correlate to the TPS signal. POSSIBLE CAUSES VACUUM LEAK MAP SENSOR DEFECTIVE (OUT OF CALIBRATION) TPS DEFECTIVE (VOLTAGE GREATER THAN 1.5 AT REST) TPS DEFECTIVE (VOLTAGE LESS THAN 3.4 AT WIDE OPEN THROTTLE) TEST ACTION APPLICABILITY 1 Note: A large vacuum leak is the most likely cause of this DTC. All Inspect the Intake Manifold for vacuum leaks. Inspect the Power Brake Booster for any vacuum leaks. Inspect the PCV system for proper operation or any vacuum leaks. Were any problems found? Yes → Repair vacuum leak as necessary. Perform the Powertrain Verification Test - Ver 5. No → Go To 2 2 Note: Throttle must be fully closed and against throttle stop. All Turn ignition on. With the DRB in Sensors, read the Throttle Position Sensor voltage. Is the voltage 1.5 volts or less with the throttle closed? Yes → Go To 3 No → Replace the Throttle Position Sensor. Perform the Powertrain Verification Test - Ver 5. 3 Turn ignition off. All Tee-in a vacuum gauge to a manifold vacuum source. Start the engine and allow to idle. Note: If the engine will not idle, maintain a constant RPM above idle. With the DRB in Sensors, read the MAP Sensor Vacuum value. Is the DRB reading within 1Љ of the teed-in vacuum gauge? Yes → Go To 4 No → Replace the MAP Sensor. Perform the Powertrain Verification Test - Ver 5. -
Page: 1 BA-2125RD 42MM MIKUNI FLATSLIDE CARBURETOR
BA-2125RD Page: 1 42MM MIKUNI FLATSLIDE CARBURETOR Revision: 1.1 - 02/23/2010 INSTRUCTIONS: Your new Mikuni HSR carburetor comes pre-jetted with a #160 main jet and #20 pilot (42mm carb) or a 175 main jet and a #25 pilot jet (45mm carb). Also included in the kit will be other main jets for fine tuning the carb for your application (167.5, 170, 172.5). To install, remove the stock carb per Yamaha shop manual procedures. Remove stock throttle cables. Install Mikuni HSR carb into intake manifold and tighten manifold clamp. Install new HSR series throttle cables and adjust cable slack per Yamaha shop manual procedures. Hook fuel line to HSR carb and fasten clamp.* Start motorcycle and fine tune HSR carb for proper running per supplied Mikuni tuning manual. *NOTE: Mikuni HSR series carburetors are designed for gravity-feed fuel systems. You should bypass your stock fuel pump and directly feed your HSR carb right from the fuel petcock. We have noted, though, that you may not be able to get good fuel flow from your Road Star fuel tank in low-fuel situations. You may run your stock fuel pump with the HSR carb, but to do so requires the purchase and installation of an adjustable fuel pressure regulator (set at 1/2 to 1 lb. of pressure). These are available from most auto parts stores. The stock carb has 2 wires running to the lower rear of the float bowl , these were for a carb warmer, they are not used in this application. Unplug these wires at the main wire harness and retain with your stock carb. -
'09-'11 R1 Yamaha Wiring Harness Connector Identification Guide
‘09-‘11 R1 Yamaha Wiring Harness Connector Identification Guide Whether you have recently received a freshly converted harness or are working with a more seasoned harness, you may find it useful to familiarize yourself with the harness and the different connectors that it is comprised of. This guide is focused on the wiring harness for a 2009 – 2011 Yamaha R1. Please note that when referencing cylinder # designations, the outermost cylinder (left side of the car) is #1. The second one is #2 and so on. If the harness is installed into the racecar and has been used, remove it and place it onto a bench or table. This will allow you to easily identify any potential problems or other areas which may require attention. Start at one end of the harness and work towards the other, looking for areas of worn-through tape, broken wires or connectors and any signs of melting. If any of these conditions exist, gently peel pack a section of tape to further assess the damage. Any areas where bare wires are exposed have potential to cause catastrophic damage to the harness and other electronic components of the car. It’s best to consult a professional at Hyper Racing for repair instructions and services. ECU Connectors (1) The ECU (Engine Control Unit) Connectors are some of the most identifiable because of the multitude of wires leading to them. These will be the largest and most populated connectors on the harness. Intake Air Temperature Sensor Connector (2) The Intake Air Temperature Sensor measures the ambient air temperature. -
Closed Loop Engine Management System
Information Sheet #105 CLOSED-LOOP CONTROL SYSTEMS ON GASEOUS GENERATORS Frequently the engine used to drive the generator in a standby or prime power generator system is a 4-stroke spark ignition (SI) engine. While many smaller portable generators use SI engines fueled by gasoline, the majority of SI engine driven generators above 10kW are fitted with SI engines fueled by gaseous fuel, either natural gas (NG), or liquid petroleum gas (LPG). The majority of gaseous powered SI engines within a generator system are frequently referred to as having a Closed-Loop Engine Control System. In understanding Buckeye Power Sales necessary maintenance required to maintain optimum operation and performance of an SI engine using a closed-loop system, it is Reliable Power Professionals Since 1947 important to be aware of all the components within the system, their functions, and the advantages a closed-loop system. 1.0 WHAT IS A CLOSED-LOOP SYSTEM: The term “loop” in a control system refers to the path taken through various components to obtain a desired output. Used in conjunction with the word “closed” it refers to sensors measuring actual output along the path against required output. The various outputs measured along the path, or loop, are referred to as feedback signals. In a closed- loop system, the feedback along the path constantly enables the engine control system to adjust and ensure the right output is maintained as variations in ambient temperature, load, altitude, and humidity influence combustion and required output. So, in brief, closed-loop systems employ sensors in the loop to constantly provide feedback so the ECU can adjust inputs to obtain the required output. -
Fuel and Engine Control
FUEL AND ENGINE CONTROL Specifications General Information Idle Speed 975 + or – 125 RPM Spark plug Bosch 7955/fr7dc + Spark Plug gap 0.36”/0.90mm Ignition Coil Primary resistance at room temp XXX ohms Ignition Coil Secondary resistance at room temp XXX ohms Fuel Tank Capacity 5.0 gallons/ 18.92 liters Reserve 0.5 gallons/ 1.89 liters General The engine management system is as follows: The MAP sensor is located on the intake manifold. The . Engine Control Unit (ECU) MAP sensor monitors the intake manifold pressure and . Body Control Module (BCM) sends the signal to the ECU. Crank Position Sensor (CPS) . Ignition Coil The TPS, MAP, ETS and ATS are sensors are input . Manifold Absolute Pressure sensor (MAP) information to the ECU that aid in control of the fuel . Throttle Position Sensor (TPS) delivery and ignition curves. Idle Air Control Valve( IAC) The O2 sensor monitors the exhaust gas for oxygen . Air Temp Sensor (IAT) content. The fuel/air mixture is adjusted accordingly to . Vehicle Speed Sensor (VSS) maintain an optimal air/fuel ratio. Oxygen Sensor (O2) . Engine Temperature Sensor (ETS) The VSS is located at the rear engine side of the inner primary. The VSS information is used by the ECU to The ECU is located inside the center fairings. It maintain idle speed control, gear information, and fuel computes the ignition timing and fuel mapping based delivery and ignition curves on sensor inputs (CPS, MAP, TPS, ATS and O2 sensors) The ECU is fully enclosed to protect all internal components and is non-repairable. In the event that the ECU itself fails, it must be replaced.