ISC( Idle Speed Kontrol ) yang terletak pada bodi thortel yang eda soket mempunyai 3kabel. aku buka ISCnya aku bersihin sama katembad atau korek kuping dibasahi bensin. ISC ( Idle Speed Kontrol ) bekerja mengontrol angin yang masuk kedalam. ISC ini bekerja atas perintah ECU. ECU cara basaku adalah sama saja dengan otak yang memerintahkan atau
Idle Speed Control System adalah sebuah sistem yang berfungsi untuk mengatur kecepatan putaran idling langsam agar selalu tetap stabil guna mencegah mesin mati akibat perubahan beban mesin. Idle Speed Control System tidak hanya ada pada mobil bersistem Electronic Fuel Injection EFI saja, mobil dengan karburator pun juga memiliki Idle Speed Control System. Hanya saja yang membedakan adalah bentuk komponen dan cara kerjanya, jika karburator lebih bersifat mekanikal, sedangkan mobil injeksi lebih bersifat elektrikal. Namun pada artikel kali ini, kita hanya membatasi pembahasan cara kerja ISC Idle Speed Control yang terdapat pada mesin injeksi EFI saja. Simak penjelasannya dibawah iniSekilas tentang Idle Speed Control ISC System Selama mesin hidup, putaran mesin akan selalu berubah-ubah mengikuti kondisi beban mesin dan perilaku pengemudi. Ketika pedal gas tidak digunakan, maka mesin akan kembali ke putaran idling, yaitu putaran yang sudah diset untuk selalu berada pada posisi efisien bagi mesin dan nyaman bagi pengemudi. Namun begitu, jika mesin diberikan beban penuh saat rpm idling, maka rpm mesin akan turun dan bisa saja mengakibatkan mesin menjadi mati. Berikut adalah beberapa contoh kondisi saat mesin mengalami beban penuh Saat mesin pertama kali dihidupkan pada kondisi mesin dingin Saat ada beban listrik seperti radiator fan yang menyala atau saat lampu headlamp menyala Saat terjadi perpindahan tuas transmisi matic ke posisi D Saat Air Conditioner AC mobil menyala Disaat ini, mesin membutuhkan udara tambahan untuk mencegah terjadinya penurunan putaran mesin. Penambahan jumlah udara saat idling dengan beban penuh akan meningkatkan putaran rpm mesin secara otomatis. Sebagai contoh, jika putaran idling mesin saat AC mati adalah 800 rpm, maka pada saat AC menyala ada beban mesin, maka putaran idling mesin akan meningkat menjadi 850 rpm. Oleh karenanya dibutuhkanlah Idle Speed Control System agar mesin bisa hidup dengan normal dan tetap nyaman digunakan. Cara kerja Idle Speed Control ISC System Idle Speed Control ISC system pada mobil bermesin injeksi bekerja secara elektrikal, dimana system ini dikontrol dan diatur oleh Engine Control Unit ECU. Perhatikan pada diagram ISC sistem dibawah ini. ECU, akan menerima data-data masukkan dari berbagai macam sensor yang ada di mesin seperti Crank Angle Sensor mengukur putaran mesin, Coolant Temperatur Sensor mengukur temperatu air pendingin, Air Flow Meter mengukur udara yang masuk, dan lain-lain Data-data tersebut kemudian di olah oleh komputer sehingga menghasilkan suatu kesimpulan data yang akan digunakan untuk menggerakkan ISC motor Stepper motor untuk menutup atau membuka idle port yang ada di Throttle Body sesuai dengan kebutuhan mesin. Saat Idling Tanpa BebanKetika mesin berada pada posisi putaran rpm idling tanpa beban, posisi ISC motor akan menutup lubang bypass dari idle port. Aliran udara yang masuk dari saringan udara hanya akan mengalir melalui lubang Speed Adjusting Screw SAS. Perhatikan posisi ISC motor yang menutup lubang saat kondisi idling tanpa beban pada gambar dibawah berikut. Speed Adjusting Screw ini bisa diputar secara manual oleh kita guna mendapatkan putaran rpm mesin untuk idling yang ideal umumnya rpm idling berkisar diantara 750 rpm - 850 rpm. Meskipun begitu, ISC motor ini tidak serta merta menutup penuh, namun mengikuti data real yang didapat dari masing-masing sensor. Selain itu, besarnya posisi menutup valve pada ISC motor sangat tergantung dari kondisi yang ada pada mesin saat itu, seperti misalnya saat kondisi suhu mesin sudah pada suhu ideal, putaran mesin normal dan tidak ada beban mesin yang hidup. Baca juga Fungsi throttle body dan 3 komponen penting lainnya Penyebab rpm naik turun pada mobil injeksi Saat Iding dengan bebanKetika ECU menerima data masukan bahwa mesin mendapatkan beban seperti AC menyala, Headlamp menyala, Suhu mesin panas sehingga motor Fan radiator menyala, maka ECU akan menggerakkan ISC motor untuk membuka lebar lubang Idle port agar mesin mendapatkan tambahan pasokan udara. Perhatikan posisi terbukanya ISC motor pada gambar dibawah ini Aliran udara saat rpm idling ada beban akan mengalir tidak hanya melalui lubang SAS saja, melainkan juga akan mengalir melalui lubang Idle port. Dengan begitu akan terjadi penambahan jumlah volume udara yang masuk ke mesin. Akibatnya akan terjadi peningkatan jumlah rpm mesin. Semua kondisi buka dan tutupnya ISC motor ini tidak serta merta terbuka penuh ataupun tertutup penuh. Sangat tergantung dari kondisi mesin baik putaran, suhu ataupun hal-hal lainnya berdasarkan data dari sensor yang ada diseluruh mesin, khususnya yang untuk Idle Speed Control ISC System.
Carakerja Idle Speed Control; Letak relay avanza dan posisinya; Cara reset ISC avanza; Catatan: Selain investigasi nilai tahanan, ada baiknya untuk melepas ISC dari mesin guna mengusut keadaan ujung pintle dan gerak motor ISC. Selain itu laksanakan pencucian seperlunya untuk menentukan ISC sanggup melakukan pekerjaan dengan normal.
Sistem ISC - Pada mobil EFI, kita tidak menemui sekrup penyetel putaran idle yang biasanya bisa kita atur pada mesin-mesin karburator. Hal itu karena sistem elektronik fuel injection sudah menggunakan pengatur elektronik untuk menentukan RPM langsam atau idle. Sistem ini, kita kenal sebagai ISC. Lantas bagaimana Rangkaian dan cara kerja ISC ? silahkan simal ulasan dibawah. img by Pengertian Idle Speed Control ISC ISC Idle speed control atau disebut juga IAC Idle air control merupakan rangkaian elektronika yang digunakan untuk mengatur banyak sedikitnya udara yang melewati idle port ketika katup gas dalam posisi tertup. Sistem ISC, digunakan pada mesin EFI sebagai pengganti sekrup idle speed yang diatur secara manual. Dengan adanya ISC maka kita tak perlu mengatur putaran idle pada mesin EFI. Sebelumnya, kalau kita membahas tentang sistem bahan bakar karburator konvensional terdapat dua sekrup penyetel, yakni sekrup ISAS dan sekrup IMAS. Sekrup ISAS idle speed air screw mengatur sudut pembukaan katup gas disaat katup gas tidak ditekan. Sekrup IMAS idle mixture air screw mengatur banyaknya udara yang melewati saluran idle. Sekrup inilah yang digantikan dengan ISC system. Pada sistem karbu, besar kecilnya IMAS akan mempengaruhi banyak sedikitnya udara yang masuk ke dalam intake manifold. Pada mesin EFI, sekrup pada saluran idle tersebut digantikan dengan komponen bernama idle speed control valve. ISC valve ini bekerja untuk membuka dan menutup saluran idle untuk mengatur banyak sedikitnya udara yang masuk ke intake. Sementara kinerja ISC valve diatur oleh ECU melalui serangkaian perhitungan sistematis dari berbagai sensor yang berhubungan. Sehingga, pembukaan katup ISC itu tidak bisa kita prediksi karena komponen ini akan bekerja berdasarkan hasil perhitungan ECU. Fungsi Idle Speed Control ISC Untuk mengatur banyak sedikit udara yang masuk ke intake saat gas tidak ditekan. Mengatur kecepatan langsam mesin baik saat AC off atau AC On. Menyesuaikan kecepatan RPM langsam mesin pada segala kondisi secara otomatis Komponen pada sistem ISC Selain katup ISC ada banyak lagi komponen yang berpengaruh pada sistem idle air control ini. Antara lain ; MAF Sensor, akan mengirimkan data berupa masa udara berdasarkan aliran. CKP Sensor, untuk mengukur kecepatan/RPM mesin sebagai feedback atas kinerja ISC system. TPS Sensor, mengetahui posisi katup gas untuk menentukan sudut pembukaan katup. Barometric Pressure Sensor, mengetahii tekanan udara pada suhu dan ketinggian mobil berada. ECT sensor, mengetahui suhu air pendingin mesin untuk mengetahui berapa suhu mesin. AC Refrigerant Pressure Sensor, mengukur tekanan freon AC agar mesin bisa hidup meski dibebani kompresor AC. Idle Air Controller ECU, sebagai kontroller yang akan melakukan perhitungan dari berbagai data sensor. ISC Valve, sebagai aktuator yang akan menutup dan membuka saluran idle berdasarkan perhitungan dari ECU. Bagaimana ECU memberikan perintah ke ISC valve ? img by ECU akan mengirimkan perintah berupe tegangan dengan nilai tertentu. Besar nilai ini akan mempengaruhi besar kecilnya katup ISC membuka. Besaran tegangan ini, diperoleh dari serangkaian perhitungan didalam ECU dari berbagai data dari sensor. Ketika mesin hidup, sensor TPS akan mengirimkan sinyal yang menunjukan katup dalam posisi tertutup. Sinyal yang dikirimkan, berupa tegangan dengan besaran antara 0 hingga 5 volt. Pada posisi katup tertutup rapat, maka tegangan yang dikirimkan sensor menyentuh 4,9 Volt. Saat katup terbuka maka tegangan sinyal akan semakin turun. Jika tegangan sinyal TPS berada pada 4,8-4,9 Volt maka ECU akan menyimpulkan katup gas dalam posisi tertutup atau mesin berada pada kecepatan idle. Maka tegangan ke ISC valve siap dikirimkan. Namun, ECU perlu data dari sensor lain untuk mengetahui berapa besaran tegangan ISC yang tepat sesuai kondisi mesin. Maka sensor MAP akan mengirimkan tegangan sinyal yang menunjukan beban mesin, ECT akan mengirimkan tegangan sinyal yang menunjukan suhu mesin, dan Refrigerant pressure sensor akan mengukur tekanan freon untuk mengetahui beban mesin terhadap kompresor. Untuk pengolahan atau kalkulasi didalam ECU, tidak kita ketahui secara pasti karena didalam ECU tegangan sensor tersebut akan diolah oleh serangkaian IC yang terintegrasi satu sama lain. Jadi, ECU berisi beberapa transistor dan IC. Sehingga kita akan terlalu rumit untuk membahas hingga kedalam IC tersebut. Namun intinya, ECU akan menkalkulasi data dari sensor tersebut dan hasilnya berupa output tegangan dengan value tertentu. Dalam sistem ini ada dua aktuator yang berperan, yakni injektor untuk menyuplai bensin dengan volume yang pas dan ISC valve untuk mengatur udara dengan volume yang pas. Bagaimana ISC Valve menerjemahkan tegangan perintah dari ECU ? ISC valve akan mengubah tegangan listrik yang diperoleh dari ECU ke gerakan mekanis. Gerakan ini akan dihubungkan pada sebuah katup yang bisa mengatur besar kecilnya saluran idle. Secara umum, ada dua macam idle speed actuator, yakni ; 1. Tipe Duty Cycle img by Tipe ini, menggunakan solenoid untuk mengubah tegangan listrik dari ECU ke arah gerakan maju mundur. Solenoid ini terletak pada sebuah poros yang terhubung dengan valve, valve ini bekerja layaknya sekrup saluran idle pada karburator. Dimana gerakan kebelakang akan memperbesar saluran idle sehingga jumlah udara yang masuk ke intake menjadi semakin besar. Pada posisi normal, katup ini akan menutup saluran idle. Ketika mesin hidup pada posisi idle, tegangan dari ECU akan membuat kemagnetan pada solenoid yang akan menarik poros dan membuka saluran idle. Besarnya pembukaan katup, dipengaruhi kekuatan solenoid yang melawan pegas. Sementara besarnya kekuatan solenoid dipengaruhi tegangan yang masuk ke solenoid. 2. Tipe Stepper Motor Tipe berikutnya tidak memakai gerakan maju mundur secara langsung, memang prinsipnya sama yakni dengan pergerakan kebelakang untuk membuka saluran idle. Namun, pembukaan katup ini dilakukan oleh putaran motor. Sebuah motor diletakan pada poros katup. Poros ini memiliki ulir sehingga ketika motor berputar, katup akan bergerak membuka saluran idle. Sinyal ECU pada tipe ini berbeda dengan tipe sebelumnya, dalam hal ini ada empat buah kabel yang dipakai untuk kontrol close dan open. Untuk nilai teganganya juga tetap, tidak seperti tipe duty cycle yang bervariasi. Untuk mengatur besar kecilnya saluran idle dipakai timer voltage, dengan mengatur berapa lama motor stepper berputar. Jika putaran motor berlangsung lama maka saluran idle akan terbuka lebar, begitu pula sebaliknya. Dan sensor terakhri, yang juga berpengaruh adalah sensor engine speed atau CKP. Memang, sensor ini dipakai untuk timming penyalaan dan penyemprotan busi. Tapi data dari CKPs juga dipakai sebagai feedback RPM yang dihasilkan oleh sistem ISC. Dari sensor inilah ECU mengoreksi kinerja ISC valve. Jika hasil pembacaan CKPs berbeda dengan perintah yang dikeluarkan oleh ECU ke ISC maka lampu check engine akan menyala. Hal itu mengindikasikan adanya masalah pada katup IAC. Katup ini mungkin bisa diperbaiki karena pada dasarnya sama seperti motor lain. Tapi jika element motor sudah mengalami high resistance, hal itu akan sedikot menyulitkan. Demikian artikel lengkap mengenai cara kerja sistem ISC pada mesin EFI semoga bermanfaat dan bisa menambah wawasan kita.
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Pengertian Sistem ISC - Di mobil EFI, kita tidak dapat menemukan sekrup untuk menyesuaikan putaran saat idle yang biasanya bisa kita setel pada mesin konvensional menggunakan karburator. Karena sistemnya Injeksi bahan bakar elektronik sudah menggunakan regulator elektronik untuk menentukan RPM idle atau Idle speed control atau disebut juga IAC Idle air control merupakan suatu rangkaian elektronika yang digunakan untuk mengatur banyak sedikitnya udara yang melewati idle port ketika katup gas dalam posisi tertup atau tidak diinjak pedal gas. Sistem katup ISC digunakan pada mesin EFI, sebagai ganti sekrup ISAS idle speed adjusting Screw atau sekrup penyetel kecepatan idle yang dapat disetel secara manual pada karburator dan sekrup IMAS Idle Mixture Adjusting Screw atau sekrup penyesuaian pencampuran kecepatan idle. Dengan ISC, kita tidak perlu mengatur idling secara manual pada mesin EFI karena katup ISC dikontrol secara elektronik oleh ISC IDLE SPEED CONTROLFungsi dan prinsip kerja Katup ISC idle speed control pada mesin EFI - Katup ISC idle speed control adalah rangkaian elektronik yang digunakan untuk mengatur jumlah udara yang melewati idle port pada saat katup udara tertutup, sehingga mesin dapat tetap berputar dan idle Atau stasioner 700 hingga 800 Rpm.Fungsi katup ISC idle speed control valve Mengatur jumlah udara yang masuk ke intake manifold saat gas tidak diinjak throttle valve kondisi tertutup. Mengatur putaran langsam atau idle mesin saat AC off dan atau saat AC On. Menyesuaikan putaran langsam mesin pada segala kondisi secara KERJA ISC IDLE SPEED CONTROLKerja katup ISC didasarkan pada kontrol ECU, dan berdasarkan sinyal input dari sensor TPS, sensor MAP, sensor MAF, sensor CKP dan CMP, serta sensor tekanan refrigerant AC, dan sensor WTS. ECU yang mengontrol dan menggerakkan rakitan katup ISC dibagi menjadi 4 jenis, yaitu motor stepper, jenis drum putar, jenis kontrol siklus tugas, dan jenis kontrol vacum switching valve VSV.ECU akan mengirimkan perintah tegangan dengan nilai tertentu. Nilai ini akan mempengaruhi ukuran bukaan katup ISC. Nilai tegangan diperoleh melalui serangkaian perhitungan yang dilakukan pada berbagai data dari sensor di mesin bekerja, sensor TPS akan mengirimkan sinyal yang menunjukkan bahwa katup tertutup. Sinyal yang dikirim adalah tegangan antara 0 dan 5 volt. Saat katup ditutup rapat, tegangan yang dikirim oleh sensor mencapai 4,9 volt. Saat katup dibuka, tegangan sinyal akan semakin berkurang. Jika tegangan sinyal TPS 4,8-4,9 volt, ECU akan menyimpulkan bahwa katup telah tertutup atau mesin dalam keadaan idle. Kemudian, tegangan dapat dikirim ke katup ECU membutuhkan data dari sensor lain untuk menemukan tegangan ISC yang benar berdasarkan kondisi mesin. Kemudian, sensor MAP akan mengirimkan sinyal tegangan yang menunjukkan beban mesin, ECT akan mengirimkan sinyal tegangan yang menunjukkan temperatur mesin, dan sensor tekanan refrigeran akan mengukur tekanan Freon untuk mengetahui beban mesin pada kompresor. Untuk pemrosesan atau perhitungan di ECU belum bisa memastikannya secara pasti, karena tegangan sensor di ECU akan diproses oleh rangkaian IC yang terintegrasi. Oleh karena itu, ECU berisi banyak transistor dan IC. Sehingga kita akan terlalu rumit untuk membahas hingga kedalam IC akhirnya, ECU akan menghitung data dari sensor, dan hasilnya berupa keluaran tegangan dengan nilai tertentu. Pada sistem ini terdapat dua aktuator yang berfungsi yaitu injektor yang menyediakan volume yang sesuai untuk bensin dan katup ISC yang mengatur udara ke volume yang ISC Valve Menerjemahkan Tegangan Perintah Dari ECU?Katup ISC mengubah tegangan yang diperoleh dari ECU menjadi gerakan mekanis. Gerakan ini nantinya akan dihubungkan ke katup yang dapat mengatur ukuran saluran idle. JENIS-JENIS ISC IDLE SPEED CONTROLSecara umum, ada beberapa jenis aktuator kecepatan idle, yaitu1. Tipe Duty CycleTipe ini menggunakan solenoid untuk merubah tegangan dari ECU ke arah gerakan maju mundur. Solenoida terletak pada poros yang terhubung dengan katup, katup bekerja seperti sekrup penyetel pada karburator. Dimana gerakan kebelakang akan memperbesar saluran idle sehingga jumlah udara yang masuk ke intake menjadi semakin besar. Saat engine start pada kondisi idle, tegangan dari ECU akan membangkitkan solenoid, sehingga menarik poros dan membuka saluran idle. Pembukaan katup dipengaruhi oleh kekuatan solenoid pada pegas. Pada saat yang sama, kekuatan solenoida dipengaruhi oleh tegangan yang masuk ke Tipe Stepper MotorTipe ini tidak menggunakan gerakan maju mundur secara langsung, prinsipnya sama yaitu membuka saluran idle dengan cara mundur. Namun, pembukaan katup dilakukan dengan perputaran motor listrik. Sebuah motor dipasang pada poros katup. Poros ini berulir, jadi saat motor berputar, katup akan bergerak untuk membuka jalur yang berjalan bebas. Sinyal ECU jenis ini berbeda dengan jenis sebelumnya, dalam hal ini terdapat empat kabel untuk kontrol tutup dan buka. Nilai tegangan juga ditetapkan, yang berbeda dari perubahan jenis siklus tugas. Untuk mengatur besar kecilnya saluran idle, tegangan timer dapat digunakan dengan mengatur waktu putaran motor stepper. Jika putaran motor berlanjut dalam waktu yang lama, saluran bebas akan terbuka penuh, begitu pula terakhir, ini juga akan berpengaruh pada sensor putaran mesin atau CKP. Padahal, sensor tersebut digunakan untuk timing pengapian dan penyemprotan busi. Namun, data dari CKP juga digunakan sebagai umpan balik RPM yang dihasilkan oleh sistem ISC. ECU mengoreksi kinerja katup ISC melalui sensor ini. Jika pembacaan CKP berbeda dengan perintah yang dikirim ECU ke ISC, maka indikator check engine akan Tipe VSV ControlJenis katup ISC yang dikendalikan oleh vacuum switching valve VSV memiliki komponen yang hampir sama dan cara pengontrolan saluran bypass seperti jenis duty control ISC, hanya saja sinyal tegangan input dari ECU digunakan untuk mendeteksi terbukanya katup ISC. Sinyal yang digunakan ECU untuk mengatur bukaan katup ISC adalah input dari nilai vakum di intake Tipe Rotary Selenoid ControlKatup ISC ini pada prinsipnya hampir sama dengan katup ISC motor stepper, tetapi komponen yang digunakan untuk mengatur ukuran saluran bypass berbeda. Dalam jenis katup ISC ini, rakitan drive menggunakan putaran dan kartrid toner. Peran selenide adalah membangkitkan kemagnetan agar alat pemutar dapat bergerak atau berputar. Saat bergerak, putaran dapat mengatur bukaan saluran bypass. Fungsi ini dibantu oleh plat bimetalik yang berfungsi sebagai penyeimbang dan pegas pembahasan kali ini mengenai Idle Speed Control ISC dari pengertian, cara kerja dan jenis ISC. Semoga dapat bermanfaat bagi teknika!
| Ос ጅзваχаծ иሊаւуዲасн | Тыղевαዌеዐо ሡπθжетрኞት ጎшухрοճθл |
|---|
| ፗслու ቶδыгጦςεթոх | Εጥаጳо մጌсвሢկխле шудድթ |
| Θщушовсሪδ ቻዉкиս | Φሤձо п յоζукυጺ |
| ደδа ፊσаնаղαվ | Εማጋслωትօ ռεрсу |
IdleSpeed Control atau disingkat dengan ISC merupakan salah satu aktuator pada engine EFI yang memiliki fungsi untuk mengatur jumlah volume udara yang masuk ke dalam intake manifold melewati saluran by-pass. ISC ini dikontrol oleh ECU (Elektronic Control Unit).
Idle Speed Control atau ISC - Idle speed control ISC adalah salah satu aktuator yang terdapat pada sistem EFI. Fungsi idle speed control ISC adalah untuk mengatur banyak sedikitnya udara yang masuk melalui idle port saat katup throtle tertutup penuh. Hal ini berfungsi untuk mengatur kecepatan mesin saat idle atau stationer. Idle speed control atau yang lebih dikenal dengan ISC biasanya terdapat pada throttle body. Idle speed control ISC biasanya menempel pada bodi throttle bodi. Dengan begitu maka idle speed control atau ISC dapat bekerja sesuai dengan fungsinya. Pada umumnya idle speed control ISC merupakan pengganti skrup penyetel yang digunakan pada sistem bahan bakar konvensional karburator. Skrup penyetel tersebut yaitu idle speed air screw ISAS dan idle mixture air screw IMAS. Skrup ini harus diatur secara konvensional menggunakan obeng. Oleh karena itu pada sistem EFI, kedua skrup penyetel ini diganti otomatis menggunakan idle speed control ISC yang akan bersinergi dengan ECU. Cara kerja idle speed control ISC sebenarnya sangat sederhana. Idle speed control ISC bekerja dengan kontrol dari ECU. Informasi dari berbagai sensor-sensor yang ada disistem EFI akan diolah dan digunakan untuk mengontrol kerja dari idle speed control ISC. Idle speed control atau ISC sebenarnya hanya seperti katup bypass yang akan membuka untuk mengontrol banyaknya udara yang masuk kedalam intake manifold ketika katup throttle menutup penuh. Seberapa besar pembukaann idle speed control ISC tergantung seberapa besar hasil perhitungan ECU berdasarkan berbagai informasi dari sensor-sensor sistem EFI. Tanpa adanya idle speed control ISC, maka kecepatan idle atau stationer mesin tidak dapat diatur sesuai dengan kondisi beban mesin. Oleh karena itu, efisiensi mesin akan berkurang. Mengingat hal pentingnya peran aktuator EFI satu ini maka perlu dipelajari lebih lanjut. Apa fungsi idle speed control? Apa saja jenis idle speed control? Bagaimana cara kerja idle speed control? Semua hal tersebut akan dibahas pada artikel berikut ini. Fungsi Idle Speed Control ISC Fungsi idle speed control sebenarnya ada beberapa. Namun untuk memperjelas mengenai fungsi idle speed control ISC akan dibahas berikut ini. Fungsi idle speed control ISC yang pertama yaitu untuk mengatur jumlah udara yang masuk saat katup throttle tertutup penuh saat mesin yang tidak digas. Untuk mengatur kecepatan mesin RPM pada saat mesin dalam kondisi dingin, beban bertambah AC hidup, beban elektrical bertambah, dan lain sebagainya. Untuk menjaga kestabilan putaran mesin pada saat kecepatan idle atau stationer. Jenis Idle Speed Control ISC Idle speed control terdiri dari berbagai jenis. Untuk lebih jelasnya, berikut merupakan jenis idle speed control yang banyak digunakan pada kendaraan. 1. ISC Valve Jenis Stepper Motor ISC Valve Jenis Stepper Motor, merupakan salah satu jenis idle speed control atau ISC yang menggunakan motor stepper. Motor stepper dikontrol langsung oleh ECU untuk menentukan seberapa besar pembukaan katup ISC. Besar kecilnya pembukaan katup ISC ini yang akan mengatur banyaknya udara yang masuk ke intake manifold untuk mengatur kecepatan idle atau stationer. ECU akan memerintahkan motor stepper agar berputar yang akan menarik batang katup bypass agar membuka. 2. ISC Valve Jenis Duty Control ISC Valve Jenis Duty Control, merupakan salah satu jenis idle speed control atau ISC yang solenoid untuk membangkitkan kemagnetan untuk membuka katup bypass dan pegas pengembali untuk mengembalikan posisi katup bypass. Namun kebanyakan ISC tipe duty control hanya berfungsi ketika beban mesin bertambah ketika AC menyala atau beban kelistrikan. 3. ISC Valve Jenis VSV Control ISC Valve Jenis VSV Control, merupakan salah satu jenis idle speed control atau ISC yang memanfaatkan vacuum switching valve atau katup yang akan bekerja dengan memanfaatkan kevakuman yang ada pada intake manifold. Sebenarnya secara cara kerja hampir sama dengan ISC tipe duty control. Perbedaannya hanya terletak pada sinyal input untuk membuka katup bypass. 4. ISC Valve Jenis Rotary Solenoid Control ISC Valve Jenis Rotary Solenoid Control, merupakan salah satu jenis idle speed control atau ISC yang menggunakan rotary solenoid untuk mengatur pembukaan katup bypass. Sebenarnya secara cara kerja, ISC tipe rotary solenoid control hampir sama dengan ISC tipe motor stepper. Perbedaannya hanya terletak pada motor penggeraknya saja. Ketika ECU mengirimkan tegangan maka akan membangkitkan kemagnetan pada solenoid valve yang akan memutar motor untuk membuka katup bypass. Cara Kerja Idle Speed Control ISC Cara kerja idle speed control ISC memanfaatkan rangkaian elektronika agar pengontrolan kecepatan idle dapat berjalan secara otomatis sesuai dengan kebutuhan mesin. Idle speed sensor ISC bekerja dengan memanfaatkan katup bypass yang akan membuka dan menutup secara otomatis berdasarkan kontrol dari ECU. ECU akan menerima informasi atau data-data yang berasal dari berbagai sensor yang terdapat pada mesin seperti mass air flow, crankshaft position, throttle position, engine coolant temperature, dan AC pressure. Semua informasi dari sensor-sensor tersebut akan diolah oleh ECU idle air controller. Pada sensor TPS akan mengirimkan sinyal berupa tegangan ke ECU. Apabila katup throttle menutup penuh maka tegangan yang dikirimkan ke ECU sebesar 4,8-4,9 volt dan akan semakin turun apabila katup throttle akan semakin menurun. Oleh karena itu idle speed control ISC akan bekerja apabila ECU mendapatkan tegangan dari TPS sebesar 4,8-4,9 volt yang menandakan katup throttle menutup penuh. Namun selain itu masih ada lagi informasi-informasi lain dari berbagai sensor yang ada pada kendaraan untuk menentukan kebutuhan idle speed mesin. ECU akan mengirimkan tegangan dengan nilai tertentu ke idle speed control ISC. Besar kecilnya nilai sinyal tergantung tergantung dari informasi yang didapatkan oleh ECU dari berbagai sensor yang ada dikendaraan. Ketika kendaraan membutuhkan idle speed yang tinggi maka tegangan yang dikirimkan ke idle speed control akan tinggi juga. Sebaliknya apabila kebutuhan idle speed mesin kecil, maka sinyal tegangan dari ECU juga akan kecil. 1. Saat Mesin Idling Tanpa Beban Ketika mesin berputar dalam kondisi idle atau stasioner dan tanpa beban, posisi katup bypas akan tertutup penuh. Aliran udara hanya akan mengalir melalui lubang speed adjusting screw untuk tipe lama. Namun untuk sistem EFI terbaru, ketika katup throttle menutup penuh maka idle speed control akan membuka sedikit sebagai jalan masuk udara. Hal ini untuk menjaga putaran idling atau stasioner mesin berdasarkan kebutuhan mesin mesin dingin, ac hidup, dan beban kelistrikan sehingga mesin tidak mati. 2. Saat Mesin Idling Dengan Beban Ketika mesin berputar dalam kondisi idle atau stasioner dan mendapat beban seperti AC menyala, beban kelistrikan menyala, dan lain sebagainya maka ECU akan memberikan sinyal tegangan yang lebih tinggi sehingga katup bypass yang terdapat pada idle speed control ISC membuka lebih lebar tergantung besarnya beban yang terdapat pada mesin. Hal ini tentunya akan mempengaruhi jumlah udara yang masuk kedalam intake manifold. Semakin banyak udara yang masuk maka idle speed akan naik sehingga mesin tidak mati akibat beban mesin. Pembukaan katup bypass yang terdapat pada idle speed control diatur sepenuhnya oleh ECU berdasarkan berbagai informasi yang didapatkan dari sensor-sensor mesin. Cara pembukaan katup bypass tergantung jenis idle speed control yang digunakan. Apabila menggunakan motor stepper maka pembukaan tergantung berdasarkan gerakan putar pada motor stepper. Apabila idle speed control tipe vsv yang digunakan maka pembukaan katup bypass tergantung pada kevakuman intake manifold yang dideteksi oleh vacuum switching valve dan lain sebagainya. Diatas merupakan pembahasan mengenai idle speed control ISC. Pembahasan mengenai fungsi idle speed control, jenis idle speed control, dan cara kerja idle speed control.
IdleSpeed Control: Fungsi, Komponen dan Cara Kerjanya. Penting untuk memanaskan mobil sebelum berkendara meskipun hanya beberapa menit. Tujuannya adalah untuk membuat oli sampai pada celah mesin yang sempit dan pelumasan bekerja dengan baik dan mesin siap untuk bekerja.
Digital Powertrain Control SystemsWilliam B. Ribbens, in Understanding Automotive Electronics Eighth Edition, 2017Idle Speed ControlThe idle speed control mode is used to prevent engine stall during idle. The goal is to allow the engine to idle at as low an RPM as possible yet keep the engine from running rough and stalling when power-consuming accessories, such as air-conditioning compressors and alternators, turn control mode selection logic switches to idle speed control when the throttle angle reaches its zero completely closed position as detected by a switch on the throttle that is closed and engine RPM falls below a minimum value. This condition often occurs when the vehicle is stationary. Idle speed is controlled by using an electronically controlled throttle bypass valve, as seen in Fig. which allows air to flow around the throttle plate and produces the same effect as if the throttle had been slightly opened such that sufficient flows to maintain engine are various schemes for operating a valve to introduce bypass air for idle control. One relatively common method for controlling the idle speed bypass air uses a special type of motor called a stepper motor. One stepper motor configuration consists of a rotor with permanent magnets and two sets of windings in the stator that is powered by separate driver circuits. The configuration of a stepper motor is similar to that of a brushless DC motor as explained in Chapter 5 see Fig. Such a motor can be operated in either direction by supplying pulses in the proper phase to the windings as explained in Chapter 5. This is advantageous for idle speed control since the controller can very precisely position the idle bypass valve by sending the proper number of pulses of the correct digital engine control computer can precisely determine the position of the valve in a number of ways. In one way, the computer can send sufficient pulses to close completely the valve when the ignition is first switched on. Then, it can open pulses phased to open the valve to a specified known position. The physical configuration for the idle speed control is depicted in Fig. A block diagram for an exemplary idle speed control is depicting Fig. The variables have the same notation as given in Chapter Idle speed control addition, the digital engine control system receives digital on/off status inputs from several power-consuming devices attached to the engine, such as the air-conditioner clutch switch, park-neutral switch, and the battery charge indicator. These inputs indicate the load that is applied to the engine during full chapterURL Speed Control – A Benchmark for Hybrid System Research1Andrea Balluchi, ... Alberto L. Sangiovanni–Vincentelli, in Analysis and Design of Hybrid Systems 2006, PowertrainIn idle speed control, the gear is fixed in neutral position idle. Consequently, the secondary driveline is disconnected and does not affect the crankshaft dynamics. Due to the actions of the driver on the clutch pedal, the first part of the driveline is either connected or disconnected from the engine see Figure 1. The dynamics of the crankshaft speed n is given by the hybrid model depicted in Figure 4, where the discrete states open and closed encode the two possible positions of the clutch, the input events on and off represent the driver action on the clutch pedal, and the continuous dynamics are 4. Powertrain left and crankshaft angle right hybrid the clutch is open the primary drive-line speed n' evolves independently from the crankshaft speed n. Instead, when the clutch is closed, they evolve at the same speed n. When the clutch pedal is released open → closed, the order of the model is reduced and the common speed state is reset. When the clutch is opened closed → open, the primary driveline speed is appropriately initialized. The continuous dynamics and reset parameters depends on inertial momenta and viscous friction evolution of the crankshaft angle in the interval [0,180] gives the position of the pistons within each stroke. It is described by the simple hybrid model reported in Figure 4. The dynamics is given by the crankshaft speed n. When the crankshaft angle θ reaches the value 180, it is reset and the dead–center event dc is full chapterURL Control Methodologies for Regulating Idle Speed in Internal Combustion EnginesStephen Yurkovich, Xiaoqiu Li, in The Electrical Engineering Handbook, Engine Model for Idle Speed ControlA highly simplified two-input idle bypass valve opening and spark advance, two-output engine speed and intake manifold pressure idle speed control model for IC engines was developed by Yurkovich and Simpson 1997 and used in this work. The model includes intake manifold dynamics, induction-to-power delay, and engine rotational dynamics encompassed in the equations parameters for a Ford V-8 engine are shown in Table and all of the variables used in these dynamical equations are defined in the The V-8 Engine − sec2/ − secθd315deg0740RPMAlthough simple in nature, we emphasize that this model encompasses the essential dynamics needed for control design. Note that the model is constructed in the crank angle domain instead of the time domain. Because the engine inherently divides its continuous physical processes into four distinct events intake, compression, power, and exhaust, representation of the engine dynamics in the crank angle domain as opposed to the time domain is intuitively appealing and has certain advantages for control purposes, particularly for the idle speed control problem Yurkovich and Simpson, 1997; Chin and Coats, 1986.Letting K2 = ηυVd/4πVm and linearizing equations and about the nominal operating point 0, pm0 using the notation Δ to denote increments, the state variable form of this model, with xθ = [Δθ, Δpmθ]T and control input uθ = [Δαθ, Δδθ]T as well as f θ = fθ, is as follows and D=1Jo 0.Read full chapterURL cost electronic fuel injection for 2 and 3 wheeled motorcyclesJ. Allen, ... G. Farmer, in Innovations in Fuel Economy and Sustainable Road Transport, 20112 Application of PCI on 125 cc 4-Stroke MotorcycleAs discussed in [ref 4,5,6] there are a number of Pulse Width Modulated PWM pressurised fuel injection systems currently being developed for use on small engines. Typically these systems are adapted or derived from the technology used in automotive systems. This means the systems comprise a high pressure fuel pump and pressure regulator to control the fuel pressure at an accurate preset value and an injector housed in the throttle body which controls the flow of fuel into the engine by a variable duration width on the left-hand side in figure 3 is the fuel handling system of a conventional PWM system, with its complex and hence expensive multi component layout. In comparison the Pulse Count Injection PCI system shown on the right-hand side has a simple feed and vent line directly from the tank to the PCI injector housed in the throttlebody with no other parts required, keeping the overall system cost to an absolute 3. Comparison of fuel components between PWM and PCI 4 and 5 show the installation of the PCI engine management system on demonstration vehicles including a 125 cc motorcycle, a 250 cc 3 wheeled utility vehicle and a 50 cc scooter. In all cases the injector is located within a fuel chamber integrated directly into the throttle body. This arrangement allows the free flow of fuel direct from the fuel tank to immerse the injector and gives a free return of fuel vapour back to the tank. This free flow of fuel and vapour ensures the injector is well supplied with liquid fuel even under extreme heat conditions such as hot soak conditions without the need for expensive fuel pumps and without the need for high fuel pressures. Figure 5 also shows the air bypass and fuel mixing system used to ensure good fuel 4. Photo of the PCI engine management system fitted to 2 and 3 wheeled 5. Injectors and main components in position on the PCB and Sectional view of integrated throttle body and PCI engine management 1 shows a comparison of Euro 3 emission test cycles run at a UK emission test facility. The PCI and PWM systems are direct comparisons with the same motorbike and catalyst being used with the two electronic fuel systems. The table shows that both electronic fuel injection systems are well capable of passing Euro 3 emission limits, with the PCI system emitting less than 23% of the Euro 3 limits on all 3 measured pollutants. Both electronic systems deliver quick starting and smooth riding characteristics as you would expect from a well calibrated electronic engine management system, with virtually identical fuel consumption figures being achieved in real world UK urban driving l/100 km for the PWM system and l/100 km for the PCI system [ref 8]. Although these numbers are real world results with some degree of inherent variability they are both generated by the same driver on the same drive route, being driven in a typical UK driving manner. As a comparison data from [ref 9] indicates that the fuel injected 125 cc vehicle is slightly better than the carburetted vehicle when compared on the Indian drive cycle l/100 km EFI compared to l/100 km carburetted. These numbers also indicate the very different figures achieved using different driving 1. Comparison of Euro 3 emission results between PCI, HondaLimits of Euro 3% Sprays SS2Limits of Euro 3% ECU and ignition controlThe PCI fuel injection system also has full ignition control integrated into the ECU, as is expected on full engine management systems. As well as basic optimised ignition mapping additional spark control can be manipulated under certain conditions to enable for example; idle speed control, easy start, or fast catalyst light-off, to further improve the emissions, fuel economy and engine smoothness. The control software used in the PCI controller implements a software based crank decoder and ignition output. This allows a lower cost, non-automotive, ECU to be selected [ref 10]. To achieve the required performance the system currently uses a 32-bit Atmel ARM7 processor. As application requirements change there is further potential to optimise processor selection and cost by moving up and down the processor range. The microprocessor software is MISRA-C compliant in-house software with K-Line diagnostics functionality. The interface software, which is also in-house developed, gives a MS Windows compatible system with very intuitive and easy to use calibration full chapterURL Basics of Electronic Engine ControlWilliam B. Ribbens, in Understanding Automotive Electronics Eighth Edition, 2017Idle Speed ControlThe operation of an automotive engine at idle involves a special consideration. Under idle conditions, there is no input to the throttle from the driver via the accelerator pedal. The engine must produce exactly the torque required to balance all applied load torques from the transmission and any accessories and internal friction and pumping torques in order to run at a steady idle angular speed RPM. Certain load torques occur as a result of driver action change in the transmission selector from park or neutral to drive or reverse and switching electric loads. However, certain other load torques occur without a direct driver command air conditioner clutch actuation.As in all engine-operating modes, the torque produced by the engine at idle is determined by the mass flow rate of intake air. The electronic fuel control regulates fuel flow to maintain stoichiometry as long as the engine is fully warmed and may briefly regulate fuel to somewhat richer than stoichiometry during cold starts. Normally, at engine idle condition, the electronic engine control is intended to operate the engine at a fixed RPM regardless of load. It does this by regulating mass airflow with the throttle command from the driver at zero. The airflow required to maintain the desired idle RPM must enter the engine via the throttle assembly with the throttle at a small but nonzero angle. Alternatively, some engines are equipped with a special air passage that bypasses the throttle plate. For either method, an actuator is required to enable the electronic engine control system to regulate the idle MAF. Chapter 5 discusses various actuators having application for idle airflow control. For the present discussion, we assume a model for the idle MAF that is representative of the practical actuator configurations discussed in Chapter 5. Note, in the following analysis, the subscript I is included for all variables and parameters to emphasize that the present system refers to idle speed control.Regardless of the idle air bypass configuration, the mass airflow at idle condition which we denote is proportional to the displacement of a movable element that regulates the size of the aperture through which the idle air flows the throttle angle θT or its equivalent xT in an idle bypass structure. For the purposes of the present discussion, we assume that the engine indicated torque at idle TiI is given by KI is the constant for the idle air system; we further assume that varies linearly with the position of the idle bypass variable xI xI is the opening in the idle bypass passage way and Km the constant for this the movable element in the idle air bypass structure incorporates a spring that acts to hold xI = 0 in the absence of any actuation. The actuation force or torque acts on the force torque of this spring and the internal force torque in accelerating the mass mI or moment of inertia for rotating air bypass configuration of the movable elements and the friction force torque. We assume, for the present, a linear model for the actuator motion dI is the viscous friction constant, kI the spring rate of restoring spring, u the actuator input signal, and Ka the actuator is also necessary for this discussion of idle speed control to have a model for the relationship between indicated torque and engine angular speed at idle. To avoid potential confusion with other frequency variables, we adapt the notation I for the crankshaft angular speed of idle rad/sec. This variable is given by Eq. RPMI=RPMatidleIn general for relatively small changes in I, the load torques including friction and pumping torques can be represented by the following linear modelTLI=ReIwhere Re is essentially constant for a given engine/load configuration at a particular operating temperature. The indicated torque at idle TiI has the following approximate linear model Je is the moment of inertia of engine and load rotating the Laplace transform methods of Appendix A, it is possible to obtain the engine transfer function at idle HeIs the transfer function for the idle speed actuator dynamics HaIs is given by I=kI/mIζI=dI2mIIThese transfer functions can be combined to yield the transfer function in standard form of the idle speed control “plant” HpIs u is the control variable that is sent to the loop control of idle speed is not practical owing to the large variations in load and parameter changes due to variations in operating environmental conditions. On the other hand, CL control is well suited to regulating idle speed to a desired value. Fig. is a block diagram of such an idle speed control Idle speed control system block the analysis procedures of Appendix A and denoting the idle speed set point s, it can be shown that the idle speed control CL transfer function HCLI is given by HcI is the transfer function for the idle speed controller and Hss the transfer function for the crankshaft speed Appendix A, there were three control strategies introduced, P, PI, and PID. Of these, the proportional only P is undesirable since it has a nonzero steady-state error between I and its desired value s. It was also shown in Appendix A that a proportional-integral PI control had zero steady-state error but could potentially yield an unstable CL system. However, depending upon the system parameters, there are ranges of values for both the proportional gain Kp and integral gain KI for which stable operation is possible and for which the idle speed control system has acceptable performance. The controller transfer function for PI control is given by the purpose of illustrating exemplary idle speed control performance, we assume the following set of parametersζI= forward transfer function HFs is defined by the following expression present analysis is simplified by assuming a perfect angular speed sensor such that Hss = 1. In this case, the CL idle speed control transfer function HCLIs is given by Eq. influence of proportional gain on stability of this CL idle speed control can be evaluated via root locus techniques as explained in Appendix A. Fig. is a plot of the root locus for this idle speed control with the assumed Root locus for idle speed can be seen from this figure that the CL poles all begin in the left half complex plane and are all stable. However, as Kp increases, a pair of poles cross over into the right half complex plane and are unstable. Using the MATLAB “data cursor” function under the tools bar on the root locus plot, it can be seen that for Kp = the poles that migrate to the right-hand side of the complex plane are stable and have a damping ratio of about 25%.Using this value for Kp Kp = the CL dynamic response for the system was examined by commanding a step change in RPM from an initial 550–600 RPM at t = s. Fig. is a plot of the dynamic response of engine idle speed in RPM to this command Step response of idle speed can be seen that the idle speed reaches the command RPM after a brief transient response with zero steady-state parameters used in this idle speed control simulation are not necessarily representative of any particular engine. Rather, they have been chosen to illustrate characteristics of this important engine control function. In Chapter 6 where digital engine power train control is discussed, a discrete-time control is full chapterURL B. Ribbens, in Understanding Automotive Electronics Eighth Edition, 2017Chapter 6Chapter 6 is devoted to the entire vehicular powertrain including the traditional engine transmission drive axle coupling for a conventional vehicle. This chapter also presents a discussion of hybrid/electric vehicles. The chapter begins with a description of digital control electronics both qualitatively and quantitatively. This portion of the chapter is an extension of the basic concepts of electronic engine control introduced in Chapter 4. The discussion here concerns practical digital engine control electronics. In addition to the qualitative explanation, analytic models are developed for the control system with references to the basic discrete-time system theory of Appendix control laws are presented for control of exhaust emissions and fuel economy. The goals of the engine control are to meet or exceed government regulations for emissions of the gases explained in Chapter 4 while optimizing important performance of the engine including fuel of the benefits of digital control is its ability to compensate for various engine-operating modes including start-up, warm-up, acceleration, deceleration, and cruise as well as environmental parameters ambient air pressure and temperature. The practical digital electronic engine control is capable of being adaptive to changes in vehicle parameters that can occur, for example, with vehicle age. As explained in Chapter 4, the vehicle must meet or exceed emission requirements for a specified number of miles driven. The digital engine control can assure engine emission performance for the specific period by being an adaptive control system and is explained of the design features of contemporary engines is variable valve timing VVT which also is called variable value phasing VVP and which can optimize a parameter called volumetric efficiency see Chapter 4. The improvement in engine performance while meeting emission requirements through use of VVT/VVP is explained here, though the mechanism for implementing VVP is explained in Chapter 5 along with the associated actuator. The control subsystem for VVP is explained, and relevant analytic models are developed. The dynamic response characteristics of a VVP system are important for relatively rapid changes in RPM. The VVP models in this chapter are dynamic and are used in an analysis of the system dynamic subsystem of electronic engine control is idle speed control ISC. There are vehicle-operating conditions under which ISC can maintain engine operation with minimum fuel consumption at idle lowest operating RPM. For example, if the vehicle is stopped by operator choice or traffic control, to avoid having to restart the engine, it is operated under control of the digital engine control system at a predetermined idle speed. In addition, a vehicle traveling downhill might require no engine power to maintain desired speed. In this case, the digital engine control maintains idle speed. The theory of operation of the ISC subsystem of the digital engine control is explained, and analytic models are developed for the described configuration. In addition, performance analysis of the ISC subsystem shows that the ISC is an adaptive is important to note that as of the time of this writing, there are vehicles for which the ISC is not alone in reducing fuel consumption for a stopped vehicle. Improvements in engine starting systems have permitted the engine to be shut off if the vehicle is stopped for a sufficiently long time. Reapplication of the throttle by the driver causes essentially an instantaneous engine start such that acceleration can occur relatively quickly. However, the ISC can maintain idle RPM for the short interval until the engine is shut off automatically. Vehicles with this feature can have significant reductions in overall fuel consumption, particularly those operated in heavy traffic urban environments. This automatic engine start/stop feature is commonly used in hybrid chapter also explains electronic control of ignition that involves controlling the so-called ignition timing. Ignition timing refers to the angular position of the crankshaft relative to top dead center TDC that is the crankshaft angular position at which the piston is at the exact top of the compression stroke also discussed in Chapter 4. Chapter 6 also gives a qualitative explanation and a partial analytic model for a closed-loop automatic ignition control of the electronic control of the transmission automatic portion of the powertrain and the mechanical coupling from the transmission to the drive wheel axles differential are included in this chapter. There is a brief review of the mechanical components with illustrations. A qualitative explanation and analytic models of these components including the torque converter are presented. The gear ratio selection method, including the actuators involved for electronic control, is explained, as are the torque converter lockup methods mechanisms and actuators in the context of electronically controlled automatic major portion of Chapter 6 is devoted to hybrid electric vehicles HEVs. This section begins with a description of the physical configurations of two major categories of HEV that are known, respectively, as series or parallel HEVs. This explanation includes block diagrams of the two types of HEV and an explanation of their operation. Analytic models are developed for the electric portion of the HEV powertrain based on the discussion of electric motors in Chapter analysis is derived from these analytic models. The performance analysis leads to an explanation of the control of an HEV. This control has many functions including the selection of the mechanical power source of the IC engine or the electric motor. The process by which energy is conserved during deceleration or braking involves converting the electric motor to a generator and storing the output electric power produced by the generator in a vehicle battery. In this section of Chapter 6, there is an explanation of the mechanisms by which the HEV achieves superior fuel economy compared to an IC engine only powered vehicle of comparable size and performance analytic models relate the electric motor torque and power to this excitation. A representative HEV powered by an induction motor is explained via the analytic models and the electric excitation voltage. During electric motor propulsion operation of an HEV with the engine off, the electric power comes from the vehicular storage batteries. The voltage level of these batteries is approximately constant and not compatible with the a-c voltages required to operate the drive electric motor. Chapter 6 explains the mechanism for generating the motor excitation voltages required for operating the motor at the power and speed required for any given vehicle-operating condition. Exemplary circuit diagrams and/or block diagrams for the voltage conversion in an HEV are presented 6 concludes with a discussion of a purely electric vehicle EV. Such a vehicle has some components found in an HEV, but it has no IC engine. Reference is made to the similar components found in an full chapterURL and ActuatorsWilliam B. Ribbens, in Understanding Automotive Electronics Eighth Edition, 2017Stepper MotorsThe configuration of Fig. is similar in form to another important motor having automotive applications, which is called a stepper motor. Normally, a stepper motor has application where torque loads are relatively low. Chapter 6 discusses the application of a stepper motor in an engine idle speed control system. In most cases, the stepper motor output employs a reduction gear system in which the gear output shaft rotates at only a fraction of the stepper motor output stepper motor of the configuration depicted in Fig. has excitation currents iA and iB that are sequences of nonoverlapping pulses. The relative phasing of the pulses determines the direction of motor rotation. The motor rotates a fixed angular increment for each pair of pulses iA and iB. Very precise angular position control is obtained for a stepper motor by the number and relative phasing of pairs of such pulses. A control system can advance the load placed on the stepper motor-gear system by a specified amount via the number of output pulses sent to the motor. Feedback via a position sensor of the load movement can be used in conjunction with the output pulses to assure the desired displacement of the load object on the motor/gear speed of motion of the output shaft is proportional to the pulse frequency of the sequences of pulses on iA and iB. However, any such stepper motor has an upper bound on this speed such that the driving pulses are nonoverlapping in full chapterURL Control SystemsUwe Kiencke, in Encyclopedia of Physical Science and Technology Third Edition, 2003IV Idle Speed ControlFigure 6 shows a cross-section of the intake manifold. The throttle angle controls the mass air flow, into the manifold. Diesel engines are either unthrottled or very moderately throttled in some operating points in order to ensure a sufficient exhaust gas recirculation. The mass air flow out from the manifold into the cylinders, depends on the pressure level in the intake manifold, pm and the pressure in the cylinder, pc. To control the air–fuel ratio, λ, correctly in transients, the injected amount of fuel must be adapted to the mass air flow into the cylinder, rather than to the mass air flow into the intake manifold, 6. Cross-section of intake oscillations in the intake manifold shall be neglected averaged model. A change in mass air flow results in a delayed change in manifold pressure pm. The applicable differential equation is derived from an energy equilibrium The change of the internal energy of the air mass in the intake manifold is equal to the sum of in- and outgoing energy flows plus the balance of energy changes of the gas due to the displacement work pV. By introducing the specific internal energy u = U/m and the specific enthalpy h = H/m, the differential equation becomes7ddtma,inuin= the specific heat coefficients cv = u/ϑ and cp = h/ϑ, the adiabatic exponent κ = cp/cv, the gas constant R, as well as the air density ρ = m/V, we get the following equation for the pressure change8 is difficult to measure the mass air flow from the manifold into the cylinder, Since the dynamic response of is much faster than that of the manifold pressure pm, only the static behavior of shall be considered by a look-up table f1n, pm Fig. 7. The mass air flow depends on the engine speed n and the manifold pressure pm at stationary operation, where the derivatives are n.=0 and 7. Dynamic model of intake manifold.9 pressure change in the intake manifold is given by10 the integration time constant 11=VmκRϑaThe integration time constant depends upon the operating condition of the engine. At one test engine, it varies between 21 ms and 740 ms. A comparison between measured and calculated manifold pressure and engine speed n is shown in Fig. 8. The energy conversion process is extremely complex and highly nonlinear. In a simplified approach, the stationary dependence of the combustion torque Tcomb from intake manifold pressure and engine speed shall be represented by a second nonlinear look-up table f2n, pm, which can be measured at all engine operating points. The dynamic behavior is separately considered by a combination of first-order lag time Tl,e and a dead time Td, 8. Comparison of measured and calculated manifold time constants vary inversely proportional to engine torque balance at the crankshaft is122πJdndt=Tcomb−TloadAn engine with an open clutch without the driveline has a moment of inertia in the range ofJ= introducing normalized variables, we get13︸Tj2πJn0T0dn/n0dt=TcombT0−TloadT0with a time constant,14Tj=2πJn0T0At maximum torque output T0 and engine speed n0J = Kg/m3n0 = 6000 rpmT0 = 300 NmThe time constant TJ = s. When accelerating from low engine speed with maximum torque, the moment of inertial J is an order of magnitude smaller, however, TJ is an order of magnitude larger at high engine speed and minimum torque output when coasting. The load torque comprises friction, auxiliary drives, and disturbances. The complete plant model for idle speed control is shown in Fig. 9. For the controller design, the two maps f1n, pm and f2n, pm are linearized at the idle-speed operation point Introducing first order differentialsFIGURE 9. Block diagram of idle speed control.15FN1=f1nn=n0FN2=f2nn=n0FP1=f1pmpm=pm,0FP2=f2pmpm=pm,0and difference variables, we get16 differential equation from the manifold model, Eq. 10, is Laplace-transformed and, when combined with Eq. 16, becomes18snΔPmpm,0=− incoming air flow serves as a control input Δ U. Equation 17 is also Laplace-transformed and extended by the engine lag and delay times19ΔTcombT0=FN2n0T0e−sTd,esTl,eΔNn0+FP2pm,0T0e−sTd,e1+sTl,eΔPmpm,0This is now inserted into the torque balance, Eq. 13. Neglecting the disturbance load torque Tload for control purposes, we get20sTJΔNn0=e−sTd,e1+sTl,eFN2n0T0ΔNn0+FP2pm,0T0ΔPmpm,0The stability analysis of the plant model and the controller design shall now be done by neglecting time constants Td,e and Tl,e. The subsequent approach simplifies to a second-order linear state space model21S[ΔPmpm,0ΔNn0]=︸A¯[−FP1npm, state space control with proportional feedback can be done by, for example, pole placement. An additional integral feedback is added in order to compensate for offsets due to disturbance loads. The entire system is shown in Fig. 9. In Fig. 10, a critical disturbance input from the driver is shown, which comes simultaneously with a disturbance torque. Only a very minor undershoot in engine speed can be seen. The idle speed control of diesel engines can be accomplished in a similar way. There are two major differences in comparison to SI enginesFIGURE 10. Disturbance input from driver and simultaneous gear shift to Drive position as disturbance intake manifold is unthrottled, so that the engine is getting the maximum possible mass air flow in each operation direct fuel injection, the delay time Tl,e may be significantly two points simplify the control design. A complication would be turbo charging, which introduces a significant time delay for the response of the mass air flow to the control input full chapterURL hybrid transportation systems Design, modeling, and energy managementM. Ceraolo, G. Lutzemberger, in Hybrid Technologies for Power Generation, Modeling criteriaAll subsystems can be modeled weighting accuracy and complexity for the considered purpose. Examples of hydrostatic simulation models can be found also in Refs. [24–27] also in reference to the powertrain machine architecture. Similar approaches in other fields are followed also in Refs. [28, 29]. The main subsystems of these models are hereinafter ICE model, the source for the vehicle energy propulsion, uses the characteristic torque and BSFC maps at partial and full load, and its mechanical inertia. The model includes the control of the fuel flow including over run fuel cut off and idle speed pumps and motors are modeled by considering their inertia, and evaluating flow and mechanical losses through a map-based approach. Their efficiency is computed as a function of the shaft speed and the difference of pressure between input and output. The ideal flow rate is determined by the shaft speed, pump displacement, and swash fraction, the latter only in case of variable displacement pumps, while the real flow rate comes from the ideal one plus the addition of leakage, function of inlet pressure and difference of pressure between input and regards check and relief valves, it suffices to describe the static algebraic input-output relationship based on the input and output port pressures, since the speed of response of the valves is many times faster than that of the overall system [30]. Additionally, the hydraulic spool valves, the components that control the actuators’ operation, have been accurately modeled in this regard a submodel of a 3 position 6 port hydraulic center DC proportional valve has been defined and validated with experimental results [20].The working machine kinematic model is defined considering the arm, bucket and joints dimension, mass and inertia, as resulted from the CAD models provided by the manufacturer. The vehicle dynamics is studied considering its longitudinal behavior. Although in the actual vehicle the motors drive independently the left and right driving wheels during turning, these motors have different rotational speed due to different flow rate provided by the controlled pumps, in the models used for the study the two motors are considered to be rotating always simultaneously and steering was not vehicle resistance is evaluated by considering the usual term, composed of the rolling resistance and the aerodynamic drag the latter can be neglected considering the extremely low vehicle speed, plus the addition of other contributions representative the effects of soil compaction, bulldozing and other ground interactions.14Ftotal=FrR+Frα+FrA+FsC+FsB+FsGFurther details can be retrieved from Ref. [14]. Additionally, the vehicle mass taken as being variable during the vehicle operation, to consider the effects of the bucket regards electric machines EM and EG see Fig. 11, the used models replace the machines, their converter and the related control by physical models. A physical model of an asynchronous induction machine with integrated inverter and field-oriented control, including voltage and current limitation as well as flux weakening, is used [20].The energy storage is typically modeled through an equivalent electrical circuit, characterized by the presence of voltage source and an internal resistance [20]. The parameters and their dependency from SOC can be easily determined by some basic experimental full chapterURL
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cara kerja idle speed control
