Haltech Engine Management Systems are being used for all of the applications listed below in the USA, South America, Canada, Japan, Germany, France, Sweden, Belgium, Switzerland, Holland, Norway, Finland, Portugal, Spain, Italy, United Kingdom, Russia, Hong Kong, Malaysia, Taiwan, Singapore, Cyprus, South Africa, Australia and New Zealand. Control system for custom conversion from carburetion to injection Control of fuel injection/ignition on modified engines Race and rally applications of all descriptions Used in kits by kit manufacturers Original equipment in cars and motor cycles Design and research and development For use in cars, motor cycles, off-road vehicles, boats, jet skis, outboards, snowmobiles, karts, motor homes, aircraft Haltech engine management systems are designed to be as universal as possible with the ability to control single cylinder motor cycles to V8 racing cars and most engines in between. It can control throttle body, multi-point or staged injection, distributor or direct ignition, naturally aspirated or turbo or supercharged engines. Name the application and in most cases Haltech can control it. Haltech has been acknowledged by magazines such as the US "Hot Rod" and "Turbo" magazines as being the first in the world to develop engine management systems programmable in real time (with the engine running) by personal computers. Haltech currently holds several patents on the system. Haltech History Haltech was started by Steve Mitchell with the backing of his father Bill Mitchell in 1986. The original intention was to develop diagnostic equipment for electronic fuel injection but a request by "Modern Motor" magazine to solve the problem of supplying fuel to a supercharged Ford project car led to the development of a supplementary fuel injection computer. This was followed by a turbo timer. Haltech then developed the world's first real time PC programmable engine management system i.e. programmable with the engine running. Screwdriver adjustable engine management systems had been available before the first Haltech ECU. There were systems such as the English Zytek which were very good systems but expensive, and at that time not programmable in real time. The first system, the F2 was followed by the F3 model which was produced by the thousands and there are many of both models still running today. Later the F7 model was produced, originally for motor bikes and rotaries but it was no sooner released than customers were reporting proudly how well it was performing on their V8's! A whole series of fuel only computers followed the F7 with the F7A, F7B, F7C, F9, F9A to the F10 that we have today. The E5 fuel injection computer led to the development of the E6, E6A and E6S fuel injection/ignition timing computers and was the origins of our successful E6K and E6X computers. The E6 series spawned a whole new era of engine management computers where fuel and ignition was controlled, but also idle speed and many ancillary devices. The E11 series increased resolution, accuracy and allowed a large feature set with a powerful 32-bit processor. Together with improved user interface and data logging software, the E11/E8 is a highly regarded ECU in the market place. The Platinum Series ECU's are the product of many years of R&D in the racing and performance industry. The result is a solid product range with wide feature sets with proven performance and reliability. Haltech has a staff of engineers that are continually developing new products as well as supporting and updating existing products. Haltech products are designed and manufactured in Australia with Haltech’s own PCB manufacturing facilities to ensure that the greatest care is taken with the assembly of our product. The Haltech ECU was the first highly adjustable reasonably priced programmable engine management system available and it was the right product at the right time. It is now in use in many countries world wide and the market is still growing. New Product Platinum Series The Platinum Sport 1000High Performance Fuel and Ignition ECU With 8 channels capable of controlling injection and ignition duites, the Platinum Sport 1000 can support most modern engines (including 2 rotor engines) with multi-coil or conventional distributor ignition systems as well as aftermarket CDI systems. It is capable of controlling sequential injection on engines up to 4 cylinders, or semi-sequential up to 8 cylinders, combined with direct fire ignition for engines up to 4 cylinders or wasted spark ignition on engines up to 8 cylinders. Features:
Features and user-definable outputs available as standard include, but are not limited to:
Typical Applications:- Control of fuel injection on modified engines - Conversion from carburetion to fuel injection - Race and rally applications of all description - Design and development purposes - Educational use by universities and technical colleges - Original equipment in cars and motorcycle The Platinum Sport 2000High Performance Fuel and Ignition ECU With 14 channels capable of controlling injection and ignition duites, the Platinum Sport 2000 can support most modern engines (including 3 rotor engines) with multi-coil or conventional distributor ignition systems as well as aftermarket CDI systems. It is capable of controlling sequential injection on 4,6,8,10 & 12 cylinder engines and direct fire ignition for engines up to 6 cylinders, or wasted spark ignition on engines up to 12 cylinders. Features:
Features and user-definable outputs available as standard include, but are not limited to:
Typical Applications:- Control of fuel injection on modified engines - Conversion from carburetion to fuel injection - Race and rally applications of all description - Design and development purposes - Educational use by universities and technical colleges - Original equipment in cars and motorcycle      |
Monday, December 13, 2010
Haltech Engine Management System
Electronic fuel injection
Many car crafters roll their eyes and tune out when bench racing turns to electronic fuel injection (EFI). We're not here to hijack you into believing that EFI is cheap or even simple. Carburetors will always have their place. And yes, EFI is more expensive and more complex. That's old news. Even if you never take the opportunity to apply what EFI can do for an older muscle-car, it's still worth learning the basics of electronic engine control. What this all comes down to is that the more you know about EFI, the less intimidating it becomes. Don't worry; there's no test at the end, and we promise not to whack your knuckles with a yardstick if you lose focus for a second or two.
Basic Components
While electronic fuel-injection systems became the norm during the 1980s, these were advanced digital versions of simple designs that were first developed back in the mid-'50s. The first domestic-production EFI system appeared as the Electrojector on the '57 Rambler Rebel, using vacuum tubes instead of microchips. Chrysler also dabbled with EFI in the late '50s with disappointing results. Bosch is generally given credit for the first true full-production-run EFI system 10 years later on the '67 Volkswagen using D-Jetronic FI. So EFI has been around for more than 50 years.
While electronic fuel-injection systems became the norm during the 1980s, these were advanced digital versions of simple designs that were first developed back in the mid-'50s. The first domestic-production EFI system appeared as the Electrojector on the '57 Rambler Rebel, using vacuum tubes instead of microchips. Chrysler also dabbled with EFI in the late '50s with disappointing results. Bosch is generally given credit for the first true full-production-run EFI system 10 years later on the '67 Volkswagen using D-Jetronic FI. So EFI has been around for more than 50 years.
Before we get into how EFI works, we should start by looking at the components. The computer is the brain of the system and is the control mechanism often called the electronic control unit or module (ECU or ECM). Lately, both factory and aftermarket systems are integrating automatic transmission controls into the ECM and referring to these as either powertrain control modules (PCMs) or vehicle control modules (VCMs).
In order for the ECM to make proper decisions about air/fuel ratio or spark timing, it requires a voluminous stream of sensor information. For a bare-minimum EFI speed-density system to operate, it needs to know engine rpm, throttle position (TPS), engine load from intake-manifold vacuum (manifold absolute pressure or MAP), and preferably coolant temperature (CLT). Along the way, factory and aftermarket EFI systems have added mass airflow (MAF), knock sensors, inlet air-temperature sensors, and oxygen sensors. Most of these are designed to inform the computer of engine conditions leading up to the combustion event and operate on a very simple system that converts a physical property like coolant temperature or manifold vacuum into voltage. Automotive sensors generally operate on a 0- to 5-volt scale.
The oxygen sensor, usually placed in the exhaust stream ahead of a catalytic converter, is the only feedback sensor that informs the computer of what happened after the combustion process. The oxygen sensor reads the amount of free oxygen in the exhaust, converting those levels into voltage. This information is extremely useful to the computer to help it maintain a given air/fuel ratio while the engine runs down the road. All gasoline-fueled production EFI engines are designed to run at part-throttle at the lowest common exhaust emissions level achieved at 14.7:1 air/fuel ratio, something engineers call stoichiometric, or ideal chemical balance. At part-throttle, the ECM helps the engine maintain that 14.7:1 air/fuel ratio. At WOT, when maximum power is demanded, the computer must adjust the air/fuel ratio to a richer 12.5:1 to 13.0:1.
We also have to have a way to accurately introduce fuel into the engine. Most performance fuel-injection packages employ a multipoint system that specifies one injector per cylinder. These multiple injectors are then fed fuel at high pressure through a common fuel rail. Generally, most multipoint systems are designed to run at 3 bar (three times atmospheric pressure: 3 x 14.7 = 44 psi). One bar is actually 0.9869 of an atmosphere, which is why 43.5 is the 3-bar pressure reference number. With a set pressure, the volume of fuel the injector can deliver is determined by the amount of time the injector is open. This is called the injector pulse width. Properly sizing the injectors improves part-throttle performance because oversized injectors are difficult to control at very short pulse widths.
Subscribe to:
Posts (Atom)