INFORMACIÓN DEL SISTEMA DE GESTIÓN DEL MOTOR
Jump to: - Sensors Actuators
Descripción del Sistema (Speed Triple 97 - 01)
Ir a
Speed Triple 02 - 04 Ir a
Speed Triple 1050 Ir a
Daytona 675
Ir a
Rocket III
Each
model is fitted with an electronic
engine
management system which
encompasses control of both
ignition and
fuel delivery. The electronic control module (ECM) draws information from
sensors positioned
around the engine, cooling and air intake systems and precisely
calculates
ignition advance and fuelling requirements for all engine speeds and
loads. In
addition, the system has hardware diagnostic functions similar to the
US state
of California requirements for on-board diagnostics (OBDII). This
function
ensures that, should a malfunction occur in the system, the malfunction
type
and engine data at the time the malfunction occurred are stored in the
ECM
memory.
Sistema de Sensores (varía según el año y modelo)
Intake air
temperature sensor -
situated in the airbox, between the air filter
element and the Air intakes at the front
of the airbox. Because the density of
the air (and therefore the amount of oxygen available to ignite the
fuel)
changes with temperature, an intake air temperature sensor is fitted.
Changes
in air temperature (and therefore air density)
are compensated for by adjusting
the amount of fuel injected to a level consistent with clean combustion
and low
emissions.
Barometric
pressure sensor -
situated in the airbox, between the air filter
element and the throttle butterflies- on
all models equipped with the MC 2000 ECM. The ECM MC 1000, the air
pressure sensor
located directly in the ECM and
is
connected to the airbox via a hose. The barometric pressure sensor
measures the
air pressure in the airbox.
From this measurement the air density is
calculated, and when added to other inputs to the ECM, the engine load
is
calculated. With this information, the amount of fuel per injection is
adjusted
to suit the prevailing conditions.
Crankshaft
position sensor -
situated inside the right hand engine cover. The
crankshaft position sensor detects movement of a toothed wheel attached
to the
right hand end of the crankshaft. The wheel has 21 teeth which are
evenly
spaced, and one triple length tooth next to a triple length gap. The
triple
length tooth/gap gives a reference point from which the actual
crankshaft
position is calculated. The crankshaft position sensor information is
used by
the ECM to determine engine speed and crankshaft position in relation
to the point
where fuel is injected and ignition of the fuel occurs.
Because
each cylinder fires once per two revolutions
of the crankshaft, it is not possible to determine by crankshaft
position alone
which cylinder is approaching top dead centre on a firing stroke and
which is
on an exhaust stroke.
To do this, the
ECM takes a further input from a camshaft
position sensor.
+Camshaft
position sensor + - situated
in the cam cover. The sensor detects a
feature on the camshaft which rotates once per engine firing stroke.
The
combination of crankshaft and camshaft position sensor inputs allows
the ECM to
determine which cylinder is on its firing stroke and which is on its
exhaust
stroke. In this way, the correct point of ignition for each cylinder is
determined.
+
Removed from later models and
the system reconfigured to operate without these sensors.
Engine
coolant temperature sensor -
situated in the thermostat housing above the
airbox. Coolant
temperature information,
received by the ECM, is used to optimise fuelling at all engine
temperatures
and to calculate hot and
cold start fuelling requirements.
Throttle
position sensor -
situated at the right hand end of the throttle
spindle. The throttle position sensor gives a reading in the fully
closed position
and all other throttle opening angles are calculated using the fully
closed
position
as a base. Throttle angle is used by the ECM to determine fuelling
requirements for all throttle positions.
+Vehicle
speed sensor + -
situated at the rear wheel. The vehicle speed sensor detects movement
of the
rear disc bolts which rotate at the same speed as the rear wheel. By
comparing
engine speed (as measured by the crankshaft sensor) with the actual
vehicle
speed, a determination of which 'gear is selected can be made.
Fuelling, air
flow and ignition requirements are then adjusted according to gear
position. In
addition, the vehicle speed sensor input is also used as part of the
mechanism
which engages the idle speed control system.
+
Removed from later models and
the system reconfigured to operate without these sensors.
Neutral
switch -
situated in the gearbox. The neutral switch indicates when the
transmission is
in neutral. In addition, the neutral switch provides an interlock
facility
preventing the rider from riding off with sidestand down. If a gear is
selected
with the sidestand down, the supply to the ECM is removed causing the
engine to
cut out.
Los actuadores del sistema (varía según el año y modelo)
In
response to signals received from the
sensors, the ECM directs messages to a series of electronic and
electro-mechanical
actuators. The function and location of the actuators is given below.
Idle Air
Control System -
located below the airbox adjacent to the throttle bodies or, on later
models, inside
the airbox. The system comprises an air control valve fitted with a
stepper
motor. The system has a controlling influence over the following:
- Idling.
- Induction
air supply during engine
overrun.
- Air/fuel
ratio correction when operating
at altitudes above sea level.
- Cold
and hot start air/fuel ratio
correction.
When
in operation, the stepper motor opens
the air control valve by a variable distance, allowing a controlled
supply of
air to flow along a series of pipes, into the induction system. The air
is fed
to a point between the throttle plates and the inlet valves.
Idling - When the engine is idling,
the stepper motor
opens the idle air control valve allowing air to be fed to the engine
even
though the throttles are closed. The distance that the idle air control
valve
is opened is controlled by the ECM using information received from the
coolant
temperature sensor, barometric pressure sensor etc. Idle air fuel ratio
is
adjusted by feeding more or less air to mix with the fuel supplied by
the
injectors.
Overrun - During overrun conditions,
where air flow into
the cylinder is very low, the idle air control system feeds additional
air to
the induction system allowing normal air/fuel ratios to be maintained.
Without
the additional air flow, incomplete combustion may take place which
could cause
unburnt fuel to collect in the exhaust system resulting in backfiring
when the
throttle is re-opened.
Altitude
correction -
If
the vehicle is operated at high altitude, the reduced air density will
be compensated
for by varying the amount of air fed to the engine via the idle air
control
system. For example, at high altitudes, the idle air control system
feeds a
greater volume of air to the induction system to compensate for the
air's
reduced oxygen content.
Cold and
hot start -
Except
in very cold conditions where a small amount of throttle opening aids
cold start
performance, the engine is usually started with the throttle in the
closed
position. The idle
air control system
regulates the start-up air supply to the induction system.
Canister
purge valve (California models only) - situated
in the vapour return line between
the carbon canister and the throttle. The purge valve controls the
return of
vapour which has been stored in the carbon canister during the period
when the engine
is switched off. The valve is `pulsed' by the ECM to give control over
the rate
at which the canister is purged. If the valve was not pulsed, all the
stored
vapour would immediately be drawn into the engine briefly causing a
rich
mixture and very high emissions.
Injectors
- located
in the throttle body assembly. The engine is fitted with 3 twin-jet
injectors
which are targeted as close as possible to the back face of the inlet
valves.
The spray pattern of the injectors is fixed but the length of time each
injector remains open is variable. The duration of each injection is
calculated
by the ECM using data received from the various sensors in the system.
Plug top
ignition coils
-
mounted directly onto the top of each spark plug. The ECM controls the
point at
which the coils are switched on and off. In calculating the switch-on
time, the
ECM allows sufficient time for the coils to charge to a level where a
spark can
be produced. The coils are switched off at the point of ignition, the
timing of
which is optimised for good engine performance.
The
coils may be operated in two modes.
During normal operation (engine running) the coils spark once every 720
° of
crankshaft rotation (once every firing stroke).
If
the camshaft sensor were to fail, the
crankshaft and camshaft signals would not synchronise. The ECM would
not be
able to resolve which was an ignition stroke and which was an exhaust
stroke.
To ensure continued engine operation with this fault, the coils are
fired every
360° of crankshaft rotation (every firing and every exhaust stroke).
Main power
relay -
situated adjacent to the ECM, beneath the motorcycle seat. When the
ignition is
switched on, the main power relay is powered up to provide a stable
voltage
supply for the ECM.
When
the ignition is switched off, the ECM
holds the main power relay on so that it can carry out the power down
procedure
which includes:
- writing
data to the ECM memory,
- referencing
the position of the idle air
control valve stepper motor,
- running
the cooling fan until the engine
is sufficiently cool.
Once
all the power down procedures have
been carried out, the main power relay is turned off.
Fuel pump -
located inside the fuel tank.
The electric pump delivers fuel into the fuel system, via a pressure
regulator,
at a constant 3 bar pressure. The pump is run continuously when the
engine is rotating
and is also run briefly when the ignition is first switched on to
ensure that 3
bar is available to the system as soon as the engine is cranked.