Sensors
 

I was wondering if anyone knows how the Mass Air sensor and throttle position sensor works with the fuel and air ratios.
What does the Mass Air sensor do for the car if the throttle positon sensor tells how much fuel to give for the amount of air passing through?
Also, does the mass air sensor go away when a supercharger is installed? how does that work?
If anyone knows please answer :) thanks

you asked
 

EEC-IV Technical Notes: Software 22 last edited: 9/29/98
FUEL CONTROL
There are two basic methods of fuel delivery: throttle body injection and manifold
injection, and the methods of determining how much fuel to be delivered is deter-mined
using speed density, air volume or mass air techniques. The volume or mass
air approaches require sensors to determine those values. The Air Flow sensor used
in production EFI’s typically compensates for temperature and density changes in the
intake air mass, then the oxygen sensor is used to fine tune the mixture. Almost
all use barometric compensation in one form or another. Some systems take a baro-metric
reading from the MAP sensor after the ignition key is turned on, but before
the engine starts, and store this as a reference. This can also be updated at WOT,
since manifold pressure is essentially = barometric pressure at this point (with
Eectch98-Part2.fm
some flow related pressure drop). Some systems have a separate barometric sensor in
addition to MAP. Some MAP’s are not absolute sensors at all, but differential sen-sors,
referenced on one side to the atmosphere. So as the atmospheric pressure
changes, the MAP reference point changes as well. Some compensation is possible
with the fuel pressure regulator, since it is usually referenced to manifold pres-sure
and thus atmospheric indirectly. This helps regulate the pressure across the
injector so the amount of fuel delivered is related to only the injector pulse
width. Some systems have no barometric pressure compensation at all.
The EEC does 4 point interpolation on all tables. There is a minimal number of
cells in the fuel lookup tables. The EEC doesn’t look up ’injector on time’, it
calculates the injector pulse width by looking at the desired Lambda and then, using
the mass of air entering the engine and the injector size, it calculates the duty
cycle needed to get the desired A/F ratio. (Lambda is an engineering term where
stoich is 1, anything smaller than 1 is rich, anything larger than 1 is lean. To get
A/F numbers from Lambda, multiply lambda value by 14.64. For example, an A/F ratio
of 14.05:1 is a lambda of .85 lambda.)
The ECU controls both the fuel mixture and the timing with the fuel mixture operat-ing
in either "open loop" or "closed loop" mode. Anything external to the EEC that
tries modify the fuel mixture at points where the engine is in closed loop opera-tion
will cause the computer to attempt to compensate. That’s why trying to change
the A:F ratio and "fool the computer" cause more problems than it’s likely to solve.
Timing and WOT fuel settings aren’t closed loop functions, and can be changed with-out
the computer trying to correct them. This is why units that connect between the
cable and the ECU aren’t very effective at modifying fuel mixtures.
Closed loop operation can sometimes be altered without problems. This has allowed
some manufacturers to market cars and parts that are fully emissions legal (e.g.
Kenne-Belle, Saleen, etc). After-market devices that go between the engine harness
and the EEC interfere with closed loop. Software modules that connect to the ser-vice
connector (Hypertech, Superchips, etc.) do not interfere with closed loop -rather
they can define new values for closed loop. The EEC will do whatever it’s
told -- it’s a computer running a program and your data can be substituted for the
factory’s through the service port connector. The EEC cannot ’learn’ around a soft-ware
module.
Closed loop operation basically consists of a controller with a target A/F ratio,
HEGO information as its feedback and the injectors as the main control mechanism.
The ’factory’ target A/F ratio is 14.64:1, but this can be changed.
Approximately 900 items can be changed or logged in a 93 5.0 Mustang. For example,
during a shift, the EEC might look at spark, load, TP, fuel, and transient fuel. By
logging this data, you can tell exactly where in the spark tables the EEC is travel-ling
and tune just those cells. Most people would normally tweak the whole curve
down or try and tune in areas the EEC isn’t even looking at. With data-logging, you
can see exactly where it’s pulling its data from.