I. Hiticas et al.

Modeliranje i operativno testiranje modulacije širine impulsa kod vremena ubrizgavanja za motor paljen pomoću svjećice

ISSN 1330-3651 (Print), ISSN 1848-6339 (Online)

UDC/UDK 621.43.041.6:621.314.6]:004.42

MODELLING AND OPERATIONAL TESTING OF PULSE-WIDTH MODULATION

AT INJECTION TIME FOR A SPARK-IGNITION ENGINE

Ioan Hiticas, Daniel Marin, Liviu Mihon

Original scientific paper
Nowadays, the computer control has to be taken into account in any field of study. Due to the advantage of its binary system, it can very quickly control
the signals from devices. This paper is focused on the analysis of some studies carried out on the PWM (Pulse Width Modulation) technologies. The
engines used nowadays are provided with an electronic injection system. During our research, we have made a connection between a few parameters
which contribute to the increase of the engine performance. Our team has used the PWM, a common technique employed for controlling power to inertial
electrical devices, in order to show the benefits of the injection time control; the results regarding the engine management have been very good. We have
taken into account a few parameters such as pressure, battery voltage, lambda signals, fuel and air amount, etc., as well as their time evolution, with the
help of the ECU control. Using the MATLAB/Simulink software, we have managed to control, by using the pulse width modulation, the reference speed,
the throttle position, as well as other parameters and data collected from the tests carried out on Dacia Logan 1.4 MPI (powered by Renault), and the
evolution of the injection time. By creating a PWM signal, we can precisely control the injection time.

Keywords: current measurement, digital signal processing, oscilloscopes, pulse width modulation, voltage control

Modeliranje i operativno testiranje modulacije širine impulsa kod vremena ubrizgavanja za motor paljen pomoću svjećice

Izvorni znanstveni članak

Danas, kada govorimo o bilo kojem polju moramo uključiti upravljanje računalom. Zbog prednosti njegovog binarnog sustava, ono može upravljati
signalima iz uređaja i kontrolirati ih u vrlo kratkom vremenu. U ovom radu smo željeli predstaviti studije i istraživanja tehnologije PWM (Pulse Width
Modulation - modulacije širine impulsa). Današnji motori su opskrbljeni s elektronički upravljanim sustavom ubrizgavanja. Tijekom istraživanja
uspostavili smo vezu između nekoliko parametara koji su uključeni u povećanje performansi motora. PWM, najčešće korištena tehnika za kontroliranje
snage inercijskih električnih uređaja, korištena je za predstavljanje prednosti kontrole vremena ubrizgavanja, s vrlo dobrim rezultatima u sustavu
upravljanja motorom. Uzeli smo u obzir neke parametre, kao tlak, napon baterije, lambda signale, količinu goriva i zraka, itd., a sve to u vremenskom
razvoju s ECU pomoćnim upravljanjem. Korištenje MATLAB/Simulink softvera uspjeli smo upravljati, počevši od referentnih brzina, položaja regulacije
i drugih parametara, potrebnih podataka iz ispitivanog vozila, Dacia Logan 1.4 MPI (pokretanog Renaultom), razvojem vremena ubrizgavanja uporabom
modulacije širine impulsa. Stvaranjem PWM signala možemo točno kontrolirati vrijeme ubrizgavanja.

Ključne riječi: digitalna obrada signala, modulacija širine impulsa, osciloskopi, regulacija napona, trenutačno mjerenje

1 Introduction throttle position, the engine speed either increases or

decreases. The battery voltage has also been monitored.
The internal combustion engines have always The injectors and the fuel quantity must be precisely
represented a very good topic of discussion in the field of pre-calculated for both engines, namely the compression
the propulsion systems. The processes in the combustion engine and the spark ignition engine.
chamber engage different elements involved in chemical The main purpose of the paper is to present the
reactions between air and fuel. The thermal engine opens benefits of the pulse width modulation, an application
a new direction of research in science and, consequently, belonging to the electric field. We have analysed how the
it raises new questions that have to be answered. PWM works [1, 2], its benefits for the automotive area,
The invention of the injector was inspired by a and we have described the way in which we can
woman using a perfume spray bottle; this woman was the implement our ideas.
wife of Rudolf Diesel, the inventor of the diesel engine,
who had a moment of enlightenment when he saw his 2 Technical data
wife perfuming herself. This raised the idea to use a
nozzle in order to spread the fuel inside the combustion The route of the fuel is already well-known, but the
chamber. Nowadays, the road vehicles are very complex connection between the engine power and the PWM must
due to many sensors, actuators, control units, systems be dealt with and explained in detail. The basic
prepared to meet drivers’ needs. application of PWM [3, 4] to the machine motor, to the
The MATLAB/Simulink software used by our team AC electric motor, etc., is widely-known. One early
helps us to optimize a few parameters involved in raising application of PWM was made in the 1960s to an audio
the engine performance. Both the injector and the amplifier; the evolution of this technology led to
injection time must be very well analysed and calculated. innovative studies carried out in new areas of
The oxygen sensor is able to monitor the amount of development.
oxygen in exhaust gases. Thus, the upstream and the What is a PWM? How does the PWM contribute to
downstream oxygen sensors can control the fuel the increase of the thermal engine performance? Do we
consumption and the level of exhaust via the ECU really need this application, belonging to a different area,
(Engine/Electronic Control Unit). in our spark ignition engine, where we have to do with
The engine speed is also a very important parameter fuel, lambda, etc.? The PWM is a "technology" which
for our study and experimental research. Due to the allows us to control, with high precision, the increase of
the engine performance, in which many parameters are

Tehnički vjesnik 20, 1(2013), 147-153 147

Modelling and operational testing of pulse-width modulation at injection time for a spark-ignition engine I. Hiticas et al.

involved. The PWM is a signal produced at a precise software, namely DDT2000, for Renault-Dacia-Nissan
moment and for an exact period of time. Nowadays, all [5].
the vehicles are provided with many sensors useful for the Nowadays, due to the development of the direct
engine management. The "head" of all these parameters injection, we are not concerned about the carburettor
controlled by sensors is the ECU of the engine, but also system anymore. The specialists in this field have
other ECUs. developed the multi-point injection, namely a system in
The PWM was applied for the first time to the AC which the gasoline is injected into each intake port. This
motor drive. The PWM application is specific to the high system is used, to a large extent, at the engine and vehicle
power equipment from power DC systems, such as construction. The direct injection is meant to allow a
inverters. The technological evolution leads to the greater control of the injection quality [6, 7]; this control
development of the piezoelectric injectors used in the concerns the fuel amount and the injection time. The
diesel engines. The major advantages of the piezoelectric vehicle tested by our team is provided with a MPI system.
injector are the extremely high-speed and the injection of The increase of the engine performance depends on
an exact amount of fuel. Its efficiency is based on the many parameters. The ECU of the engine must be able to
PWM application; it functions like a solenoid valve, control all the parameters which influence the vehicle/
opening and closing very quickly, according to the engine behaviour [8, 9]. Our purpose is to monitor the
driver/engine requirements. injection time [10, 11] and to present the advantage of the
The vehicles must guarantee the safety and the PWM.
security of both the drivers and the pedestrians, One of the most important aspects to be considered is
irrespective of the regimes to which the vehicles are the amount of fuel, namely mf (kg). [12] The output
subjected during their lifetime. The PWM application can power of the engine varies between Pmin and Pmax.
contribute to giving a high response very rapidly, upon
the driver’s request, such as maximum speed in a very Pmax
short period of time.  100. (1)
Pmin
The usual operation of an engine implies the normal
functioning of the parameters which can be controlled by
means of sensors. Some of these parameters are: the The relation between the amount of fuel and power is
reference speed of the engine, the oxygen sensor signals represented by the following equation:
(upstream and downstream), the injection time, the
pressure, and the crankshaft position sensor. All these Pe
m f  , kg/s (2)
parameters can be monitored through OBD, with the aid  e  ef
of dedicated software.
The block scheme of the PWM (Fig. 1) presents the where:
route of the pulse, starting from the engine ECU and Pe – effective power, W
passing through the injection ECU, where the pulse is ηe – effective thermodynamic efficiency, –
generated with the help of sensors and of the driver’s ef – specific energy of the fuel released during
command. The most important sensor for generating the combustion, J/kg.
PWM is the crankshaft position sensor, which functions
on the basis of the Hall Effect. As we may know, a certain amount of fuel [13, 14] is
injected during each cycle of the engine. These amounts
of fuel are injected in a few milliseconds, which are
directly proportional to the engine speed, n, and directly
related both to the cycles of the engine and to the cylinder
of the engine; based on these, the following equation
arises:

2
nCYL
mf   m f dt , kg (3)
0

where:
m f – constant fuel flow during stationary operation, kg/s
Figure 1 ECU injector PWM
CYL – number of cylinders of the engine.
3 Experimental research
The equation above (3) leads to the following
relation, which helps us to calculate the fuel amount:
The measurements have been made on a Dacia Logan
1.4 MPI, vehicle, manufacture year 2006, technical
specifications: displacement 1390 cm3, 4 cylinders in line, m f 2
mf   , kg. (4)
power 54,4 kW (73 HP) at 5500 rpm, torque 112 N·m at n CYL
3000 rpm, 100 km/h speed in 13 s, CO2 emission 164
g/km. The data have been stored with the aid of dedicated The variation of the fuel amount, between the

148 Technical Gazette 20, 1(2013), 147-153

I. Hiticas et al. Modeliranje i operativno testiranje modulacije širine impulsa kod vremena ubrizgavanja za motor paljen pomoću svjećice

maximum and the minimum level leads to the following Simulink [17, 18] model (Fig. 2).
ratio:

mmax Pmax nmin

   10. (5)
mmin Pmin nmax

In order to calculate the injection time, tinj, we take

into consideration a constant air flow mass m a  const.
(kg/s). Because the injected fuel amount is proportional to
the injection time, the equation for calculating the fuel
amount, until the valve of the injector is open, is the
following: Figure 3 Measured lambda evolution f(U)

ma 1 2 In normal condition [19, 20], if gasoline is used as

mf    , kg. (6) fuel, the stoichiometric ratio, Lst, is defined by the
Lst   n CYL
following relation:
Moreover, another important element for the engine
ma, th
behaviour is the amount of air, ma (kg). Lst   14 ,66. (10)
The pistons of the engine compress a volume of air- mf, th
fuel mixture, Vd, under a normal pressure (atmospheric
pressure) of p0=1,013 bar, with an air density of ρ0=1,29 We also know that mf is proportional to the square
kg/m3, represented by the expression ma,th=p0.ρ0. As root of the pressure difference Δp between the fuel rail
regards the air mass, the relation between the real and the and the intake manifold pressure. In order to simplify the
theoretical values leads to the following relation: injection time calculation, we consider that the fuel
density and the effective opening area of the valve are
ma constant. As regards the intake manifold, the pressure
a  . (7)
ma, th difference is around 5 bar, while, as regards the direct
injection, the pressure difference reaches 400 bar. This
difference of pressure must be taken into consideration
Where:
[21, 22].
ma – real air mass, kg
We can calculate the injection time, taking into
ma, th – theoretical air mass, kg.
account the elements mentioned above, with the aid of the
following equation:
Following the same judgment, the following relation
arises for the fuel mass:
1 m a 2
tinj    . (11)
m  n CYL
f  f . (8)
mf, th
For a reference air-fuel ratio, λ0, a reference injection time
t0 is proportional to:
Another important element involved in the engine
combustion process, as well as in the increase of the 1 m a 2
engine performance, is the air/fuel ratio, λ, which t0  , (12)
significantly influences the calculation of the injection 0 n CYL
time [15, 16].
The relation between lambda, air amount and fuel where m a – amount of air (measured), kg/s.
amount, is represented by the following equation: These equations (11 and 12) allow us to determine
the injection time.
ma mf, th 1 ma As the crankshaft sensor position is a very important
    . (9) element, we are going to present some data concerning
mf ma, th Lst mf
the Hall Effect. The Hall sensor is meant to perceive the
position of the pistons. It is influenced by the voltage
difference, the electric current and the magnetic field, as
lambda=f(U)
follows: if we have an electrical conductor, transverse to
Downstream oxygen -K-
1
-K-
an electrical current, perpendicular to the current
s
sensor X sec2 Integrator X sec Saturation lambda direction, then we have a transverse electric field and a
Figure 2 MATLAB lambda model potential difference. Based on this phenomenon, the ECU
of the internal combustion engine always knows which
Based on the data collected during our experimental piston reaches the TDC (Top Death Centre) and when that
research, we present the evolution of the lambda piston reaches the TDC.
parameter, in accordance with the fuel and the air amount; We have developed a type of the Hall Effect, using
the graphic (Fig. 3) was obtained by using the MATLAB/ the MATLAB/Simulink application, in order to discover

Tehnički vjesnik 20, 1(2013), 147-153 149

Modelling and operational testing of pulse-width modulation at injection time for a spark-ignition engine I. Hiticas et al.

the position of the piston (Fig. 4). Based on the data mechanically realised; this has an impact both on the
stored by us (by using a dedicated software, namely DDT precision and on the performance of the engine.
2000), we have managed to find out the piston position Furthermore, a problem is represented by the
within our simulation (Fig. 5). The Hall Effect provides a different regimes to which the vehicle has been subjected.
digital logic bit control at each sensor movement. The ignition angle was realised only for a few regimes
and, on the road, the vehicle has been subjected to some
1
Digital signal sensor
other regimes.

1
1 sin
s
Engine speed
Integrator Trigonometric Relay Edge Detector Engine position detection
Function Pulse width value
Figure 4 Digital Hall sensor scheme from MATLAB/Simulink

The Hall sensor is an electronic system, without

contact, which is strongly related to the moment of
ignition ("no contact = no wear").

Asymmetric Resulting pulse

Waveform waveform

Pulse width value

Figure 5 Digital Hall Effect simulation detection

Symmetric Resulting pulse
The advantages of this solution are the following: Waveform waveform
- It does not show wear. Figure 7 Type of waveform
- It does not require maintenance ("maintenance free").
- It provides uniform ignition signals. The great advantage of the PWM is that it works in
- The flash point remains constant (at the same point of real time and may be applied to any engine regime [26].
the operation). The PWM can present two types of waveforms:
asymmetrical and symmetrical. Fig. 7 shows the
Now, since the pistons have been detected, we can difference between them.
present the modulation of the pulse width. The symmetrical pulse modulation is presented in
The evolution of the PWM signal during the engine the case of the direct injection. The period of the
cycle [23, 24], for an engine on direct injection, shows triangular signal is calculated according to the engine
various levels of compression and combustion stroke, for speed and represents the time cycle of one cylinder. The
which the PWM signals are very important. During an triangular signal is compared to a continuous signal,
engine cycle – intake, compression, combustion and which represents the ratio of time between the injection
exhaust strokes (Fig. 6) – the ECU of the engine controls time, that we want to generate and the cylinder cycle time.
the injection time, receiving commands from the driver, By dividing the desired injection time to the cycle time,
with the aid of the throttle position sensor [25]. we obtain a value between 0 and 1; this value corresponds
to a maximum injection time which is equal to the cycle
TD TD time. The usual values are below 0,5 because the injection
Intake Compression Combustion time period cannot exceed half of a cycle period.
Spa
The simulation parameters are the following:
-360 -180 Injection 0 Injection +180 - Engine speed – 1000 rpm
- Cycle time/cylinder – 1/((n/60)/4)
- PWM sampling frequency – 1000 Hz.

The triangular signal takes values between 0 and 1 in

Early Intake End of Intake Early Compression End of Compression Combustion amplitude and the period depends on the engine speed; it
Figure 6 Spark ignition engine cycle on direct injection represents the engine cycle (Fig. 9). The green line
represents the duty cycle, which is a ratio between the
The MATLAB/Simulink model has been used by our injection time and the cycle time. The intersection of
team in order to analyse the injection time, as well as to these two signals leads to a modulated pulse in time,
optimize the fuel amount. Before both the multi-point and which can be shorter or longer, depending on the driver’s
the mono-point injection, the ignition angle has been

150 Technical Gazette 20, 1(2013), 147-153

I. Hiticas et al. Modeliranje i operativno testiranje modulacije širine impulsa kod vremena ubrizgavanja za motor paljen pomoću svjećice

requests and also on the ECU calculation of the injection used an oscilloscope for determining the real injection
time. time of the gasoline inside the combustion chamber [27],
The model realised in MATLAB/Simulink, helps us [28]. The pulse width modulation marks the moment
to understand the generation mechanism of the PWM when the injector valve is going to be opened and the
signal (Fig. 8). length of time, in milliseconds, that elapses until the
gasoline injection is stopped. Fig. 12 shows the length of
1 the injection time, namely 3,4 ms, for the idle speed,
Injection Time
Time rep.
1 Injector Pulse while Fig. 13 reveals how the injection time becomes
Divide
>= shorter when the speed is increased. The pulse width
2
Cycle Time
modulation contributes to a more precise injection time;
Conver
this leads to a very good engine performance.
Triangle

Time PWM

Figure 8 PWM signal generation for injection time

The modulation of the pulse can be performed with

the aid of a voltage source. The battery of the engine,
together with all its elements, can generate the PWM.
Following a MATLAB/Simulink model, we have
succeeded in obtaining the tension and the current Fig.
10).

Figure 11 PWM, current and injector tension from MATLAB/Simulink

model

Figure 9 The principle of the PWM signal generation

1
Current i
+
-

+
v 2
-
1 g m Voltage
Battery
Pulse C E

IGBT/Diode INJECTOR
Induction Coil

Inj3_t

Figure 12 Oscilloscope measurements – injector tension and current

Figure 10 Pulse, current and tension simulation model spark at idle speed for Dacia Logan 1.4 MPI

The measurements have been made at the

"Politehnica" University of Timisoara and are meant to
present the benefits of the pulse width modulation for the
gasoline injection time, at the spark ignition engine. A
digital storage oscilloscope Tektronix 200 MHz has been
used. Fig. 11 presents the curve corresponding to the
injection time (blue colour – Fig. 11) and the curve
corresponding to the current (blue colour – Fig. 11). The
pulse width modulation is represented by the green
colour. All these three curves have been realised in
MATLAB/Simulink and represent the moment of
injection, in milliseconds.
This was the theoretical part of the paper. In what
follows, we are going to present the measurements made
on the tested vehicle, Dacia Logan 1.4 MPI. We have Figure 13 Oscilloscope measurements – injector tension and current
spark at 4000 rpm for Dacia Logan 1.4 MPI

Tehnički vjesnik 20, 1(2013), 147-153 151

Modelling and operational testing of pulse-width modulation at injection time for a spark-ignition engine I. Hiticas et al.

The injector signals also imply two elements, namely Through our experimental research, we have
the current and the tension. The injector block model managed to obtain the evolution of the injection time,
presents an IGBT/Diode module (Insulated Gate Bipolar measured in real time, with the aid of the modulation of
Transistor), which is a three-terminal power the pulse width (Fig. 15). After the application of the
semiconductor device, with a large area of application, for PWM, the engine reaches the maximum speed in the 17th
instance in electric cars or variable speed refrigerators, ÷ 18th second.
due to its high efficiency and very fast switching [29]. We also present a comparison between the calculated
Our IGBT module for the injector simulation on our injection time [30] and the measured injection time. The
tested vehicle has also made the switching between the two curves presented in Fig. 16 are similar; this is the
tension and the current, in real time. result of our study, being based on the data collected by
The evolution of the battery voltage has also been our team in real time and on the mathematical model
monitored (Ub) (Fig. 14). This effect can be offset by a realised in MALTAB/Simulink.
voltage dependence time correction, Δt. As regards our
tested vehicle, Dacia Logan, the evolution of the battery 4 Conclusion
voltage is characterised by a very little variation, namely
only 10 mV, which does not represent a problem for the The engine ECU is able to monitor and control all the
PWM. parameters of the entire vehicle, including the engine. The
different regimes, to which the vehicle is subjected, can
create problems to the ECU if it does not work properly.
The PWM application can ensure a very good
behaviour of the engine, due to its applicability in this
area. As the results of our research may reveal, by
calculating the pulse modulation, in accordance with the
injection time, as well as with many other parameters,
such as pressure, temperature, throttle position, speed,
etc., the engine performance is good.
The evolution of the injection time with the aid of the
PWM application proved its advantage by offering
precision for any engine regime. As the experimental
research may reveal, parameters such as fuel amount or
air amount, lambda, etc., could be controlled and
optimised by means of the MATLAB/Simulink model.
Figure 14 Battery voltage The PWM application helps us to control and to
optimise the injection time, having an impact on the
engine control.
The lambda values obtained by calculation and our
measurements based on our collected data, present very
similar curves which allow us to control the lambda
parameter.
The connection between lambda, air mass and fuel
mass, which is also presented in our experimental
research, leads us to the following conclusion: the fuel
requirements depend on the lambda values, which are
closely related to the throttle position, as well as to the
engine speed.
All the parameters of the engine present advantages
after the application of the PWM; this means that, in the
future, it may be applied to all the vehicles.
Figure 15 Injection time evolution
Acknowledgment

This work was partially supported by the strategic grant

POSDRU/88/1.5/S/50783, Project ID 50783 (2009) co-financed
by the European Social Fund – Investing in People, within the
sectarial Operational Programme Human Resources
Development 2007 ÷ 2013.
This work was partially supported by the strategic grant
POSDRU/21/1.5/G/13798, within POSDRU Romania 2007-
2013, co-financed by the European Social Fund – Investing in
People.

Figure 16 Comparison between injection times

152 Technical Gazette 20, 1(2013), 147-153

I. Hiticas et al. Modeliranje i operativno testiranje modulacije širine impulsa kod vremena ubrizgavanja za motor paljen pomoću svjećice

5 References Application and System Modelling, International

Conference on IEEE, Taiyuan, China, (2010), pp. 635-637.
[1] Chong, T. S.; Lai, Y. M.; Tse, C. K. Implementation of [20] Beckmann, R.; Drewelow, W. Modelling and exact feed
pulse-width-modulation based sliding mode controller for forward control of air and burned gas fraction within SI
boost converters. // Power Electronics Letters, IEEE engine cylinders, 16th International Conference on Methods
database, (2005), pp. 133-135. and Models in Automation and Robotics (MMAR),
[2] Kukrer, O.; Komurcugil, H. Variable sampling frequency Rostock, August 2011, pp. 316-321.
PWM waveforms. // Power Electronics Letters, IEEE [21] Saraswati, S.; Chand, S. An optimization algorithm for
database, (2003), pp. 14-16. neural predictive control of air-fuel ratio in SI engines,
[3] Holtz, J. Pulse width modulation for electronic power Modelling, Identification and Control (ICMIC), (2010), pp.
conversion. // Proceedings of the IEEE, (1994), pp. 1194- 527-532.
1214. [22] Rohwein, G. J. An efficient, power-enhanced ignition
[4] Holtz, J. Pulse width modulation-a survey. // IEEE system, IEEE Transactions on Plasma Science, (1997), pp.
Transactions on Industrial Electronics, 39, 5(1992), pp. 306-310.
410-420. [23] Kyu, M. C.; Oh, W. S.; Kim, Y. T.; Kim, H. J. A New
[5] Renault SAS, "DDT2000 functionalities", English version, Switching Strategy for Pulse Width Modulation (PWM)
June 2008. Power Converters. // IEEE Transactions on Industrial
[6] Kiencke, U.; Nielsen, L. Automotive Control System, for Electronics, (2007), pp. 330-337.
engine, Driveline and Vehicle, Springer, Germany, 2005. [24] Curto-Risso, P. L.; Medina, A.; Hernandez, A. C.
[7] Merker, G. P.; Schwarz, C.; Teichmann, R. Combustion Theoretical and simulated models for an irreversible Otto
Engines Development, Mixture Formation, Combustion, cycle. // Journal of Applied Physics, 104, 9(2008), pp. 1-11.
Emissions and Simulation, Springer, Germany, 2012 [25] Sivakumar, D. B.; Arulmozhi, M.; Senthil, K. T.
(original German edition in 2009). Performance & emission of Si engine with oxygenated fuel,
[8] Bell, C. Maximum Boost, Design, Testing and Installing Advances in Engineering. / International Conference on
Turbocharger System, Bentley Publishers, 1997. Science and Management, (2012), pp. 117-120.
[9] Bosch, R. Gasoline Fuel-Injection, System K-Jetronic, [26] Kanellos, F. D.; Tsekouras, G. J.; Prousalidis, J.; Hatzilau,
Technical Instruction, Germany, 2000. K. I. Effort to formulate voltage modulation constraints in
[10] Dziubiński, M.; Czarnigowski, J.; Nieoczym, A. Simulation ship-electrical systems with pulsed loads. // Electrical
Tests of Injection System Reliability. // International Systems in Transportation, 2, 1(2012), pp. 18-28.
Journal of Materials & Structural Reliability, 4, 1(2006), [27] Tayebi, A. Direct time injection in the loop: A new
pp. 79-88. adaptive control point of view. / 28th Chinese Control
[11] Sujing, W.; Lide, W.; Ping, S.; Biao, L.; Xiaobo, N. Conference. // Proceedings of the 48th IEEE Conference on
Research on electronically controlled fuel injection system, Decision and Control, (2009), pp. 3477- 3482.
Vehicle Power and Propulsion Conference, IEEE database, [28] Jianwen, L.; Jinhua, L.; Shaohua, S.; Xing, S.; Hong, H.
(2008), pp. 1-5. Design of vehicle ECU hardware-in-loop simulation system
[12] Wallington, T. J.; Kaiser, E. W.; Farrell, J. T. Automotive for electronically controlled engine. / International
fuels and internal combustion engines: a chemical Conference on Electrical and Control Engineering
perspective. // Chemical Society Reviews, 35, 4(2006), pp. (ICECE), (2011), pp. 2150-2153.
335-347. [29] Guastavino, G.; Dardano, A.; Torello, E. Measuring partial
[13] Hiticas, I.; Marin, D.; Mihon, L.; Resiga, E.; Iorga, D. discharges under pulsed voltage conditions. // IEEE
Parameters Control of a Spark Ignition Engine through Transactions on Dielectrics and Electrical Insulation, 15,
Programmable ECU for Specific Regimes, 7th IEEE 6(2008), pp. 1640-1648.
International Symposium on Applied Computational [30] Hnatiuc, B.; Pellerin, S.; Hnatiuc, E.; Burlica, R. The study
Intelligence and Informatics, Proceedings, Romania, of an electric spark for igniting a fuel mixture. / 12th
(2012), pp. 399-404. International Conference on Optimization of Electrical and
[14] Hiticas, I.; Iorga, D.; Mihon, L.; Resiga, E.; Uricanu, N. Electronic Equipment (OPTIM), (2010), pp. 1361-1366.
Studies and experimental research concerning the
performances of the internal combustion engine, controlled
over the power train control module. // Fiability & Authors’ addresses
Durability Journal, Romania, (2012), pp. 23–28.
[15] Yiming, H.; Xianyi, Q. Electric-control fuel injection Ioan Hiticas, PhD. Eng.
Politehnica University of Timisoara
system, Computer Application and System Modelling,
Pta. Victoriei, Nr. 2, Timisoara, Romania
International Conference on IEEE, Taiyuan, (2010), pp. E-mail: idhiticas@yahoo.com
625-627.
[16] Scillieri, J. J; Buckland, J. H.; Freudenberg, J. S. Reference Daniel Marin, Assoc. Prof. Dr. Eng.
feed forward in the idle speed control of a direct-injection Hautes Etudes d’Ingénieur
spark-ignition engine. // IEEE Transactions on Vehicular 13 rue de Toul F-59046
Technology, (2005), pp. 51-61. Lille Cedex, Lille, France
[17] Tianyu, Z.; Haiqiao, W.; Jian, Z. Simulation of the original E-mail: dumitru-daniel.marin@hei.fr
E-mail: danielmarin@ieee.org
injection MAP diagram of electronic-controlled gasoline
engines based on MATLAB/SIMULINK, Electrical and Liviu Mihon, Conf. Dr. Eng.
Control Engineering, International Conference on IEEE, Politehnica University of Timisoara
Yichang, China, (2011), pp. 815-819. Pta. Victoriei, Nr. 2, Timisoara, Romania
[18] Bin Romlie, M. F.; Pesol, M. F.; Hasan, K. N. M. PWM E-mail: liviu.mihon@mec.upt.ro
technique to control speed of induction motor using
Matlab/xPC target box, Power and Energy Conference,
IEEE 2nd International, Johor Bahru, Malaysia, (2008), pp
718-721.
[19] Haiping, Y.; Xianyi, Q. The calculation of main parameters
of the gasoline engine fuel injection system, Computer

Tehnički vjesnik 20, 1(2013), 147-153 153