Introduction

The name of this course is Specialized Automotive Electronics Training. The "Specialized" part of this training means that you will only learn portions of the vast subject of Electronics and Electricity that are relevant to diagnosing and repairing today's complex automobiles and trucks.

Chapters 1, 2, 3, and 7 of this course contain information that applies to all realms of electronics, not just on automobiles. The remaining chapters contain information that is universally applicable to all vehicle manufacturers. Although each vehicle manufacturer has their own unique electrical components, recommended tools, and service procedures; they are all very similar to each other. The parts and tools may look a little different for each vehicle manufacturer; however, they all function similarly. The similarity is partially due to government safety, emissions, and fuel economy regulations.

Pay close attention to the information in this chapter, subsequent chapters build upon this information.

Note: 42-Volt systems are beginning to appear on new (2004 and newer) automobiles. A 42-Volt system uses three 12.6 volt batteries in series with each other for a total of 37.8 volts. When the engine is running and the charging system is functioning, the system voltage will be approximately 42 volts.

Eventually every vehicle will use 42-Volt systems rather than 12-Volt systems. 42-Volt systems allow wire sizes to be smaller and lighter. Charging systems will not have to work as hard because a 42-Volt system does not use as much current as a 12-Volt system does. These benefits will help to reduce emissions and to improve fuel economy.

Automobiles and trucks have gone through significant changes since 1966 due to strict emissions, fuel economy and safety standards. The majority of the changes have involved new or revised electrical systems and components. The following information helps explain why the changes have taken place and what changes are still to come.

• History of Changes in Emission Regulations
• Tier-2 Emissions Regulation Requirements
• Corporate Average Fuel Economy (CAFE) Requirements
• National Highway Traffic Safety Administration (NHTSA) Vehicle Safety Regulations

History of major automotive changes driven by Emissions and CAFE regulations.

• 1966 - California requires minimal emission control systems - AIR pump, PCV.
• 1968 - Congress requires minimal emission control systems on all cars - AIR pump, PCV.
• 1970 - Congress adopts the first major Clean Air Act, established the EPA. A 90% reduction in emissions is required by 1975.
• 1971 - EVAP systems required.
• 1972 - EGR systems required to reduce NOx.
• 1975 - CAFE requirements begin.
• 1975 - Electronic Ignition, Unleaded Fuel, and Two-way Catalytic Converter to reduce HC and CO, and to improve fuel economy.
• 1981 - Computer Controlled Carburetion, Oxygen Sensors, and three-way catalytic converters to meet tighter HC, CO, and NOx emission regulations.
• 1983 - Inspection and maintenance (I/M) programs begin in 64 cities nationwide.
• 1985 - Electronic Port Fuel Injection.
• 1985 - Diesel engine emissions standards take affect.
• 1990 - Congress amends the 1970 Clean Air Act to require further reductions in HC, CO, and NOx. Clean fuel requirements also are required.
• 1992 - Cold temperature CO emission limits are established. Oxygenated fuel is introduced.
• 1994 - On-board Diagnostics (OBD-II) starts to be phased in to meet the 1990 clean air act amendment's requirements.
• 1996 - On-board Diagnostics (OBD-II), required emission systems efficiency monitoring. Heated O2 Sensors, EVAP system leak monitoring, etc.
• 2004 - Tier-2 Exhaust Emission Standards and tighter CAFE regulations start to be phased in. Must be completed by beginning of 2008 model year. NOx emission reduction is primary objective of the Tier-2 emission regulations.
• 2008 - Controller Area Network (CAN) Implementation.
• • Standardized communication protocol must be used by all manufacturers for emission related systems.

• 2004 model year - Tier-2 Emissions mandate becomes effective.
• Applies equally to vehicles fueled with gasoline, diesel, and anything else.
• New, cleaner, more expensive low sulfur fuels must now be used.
• Tier 2 primarily targets NOx reduction (cause of photo-chemical smog).
• Applies to all cars
• • 25% of fleet per year until 2007.
  • 0.07 grams per mile,
  • 4.29 times less NOx for 2004
• Applies to all trucks and SUVs less than 6000 pounds
• • 25% of fleet per year until 2007.
  • 0.07 grams per mile,
  • 7.14 times less NOx for 2004
• Applies to all light duty trucks 6000 to 8500 GVWR
• • 25% of fleet per year until 2007.
  • 0.2 grams per mile
  • 7.65 times less NOx for 2004
  • Must be 0.07 by 2009, 21.86 times less NOx than 2003.

New Technology being implemented to meet Tier-2 Emissions standards.

• Improved combustion chamber (swirl) design with a centered spark plug and less advance of spark timing. This design allows for a fast burn, decreased hot gas dwell time, and works better with EGR to decrease peak combustion temperatures to reduce NOx and improve fuel economy.
• Smaller piston upper land thickness, less space for fuel vapors (HC) to become trapped.
• Tighter piston, bore, and ring tolerances to reduce oil (HC) consumption.
• Improved exhaust valve stem seals to reduce oil (HC) consumption.
• Improved EGR design and control combined with an improved combustion chamber allows EGR levels to increase from 15-17 percent (old design) to 20-25 percent. This results in a 15-20 percent reduction in NOx emissions.
• Multiple valves per cylinder to improve volumetric efficiency and combustion efficiency.
• Variable cam timing to decrease pumping losses and increase combustion swirl at low engine RPM and still offer high horsepower at higher RPM. The EGR valve can be replaced with this system on some engine designs. Possible 3-10 percent reduction in NOx from this system.
• Leak free exhaust systems to prevent air from being sucked into the system upstream of the oxygen sensors. This condition would cause increased fuel consumption and could hamper three-way catalytic converter NOx reduction. Improved flexible couplings are required between the exhaust manifold and the exhaust pipe.
• Improved Air-fuel ratio control -
• • Dual heated oxygen sensors (HEGO), second sensor is mounted further downstream to increase its lifespan. Fuel trim will be adjusted by using the secondary sensor.
  • Universal exhaust gas oxygen sensor (UEGO) also called Linear oxygen sensor to determine exact air-fuel ratio. HEGO's only determine rich or lean conditions.
  • Individual cylinder air-fuel ratio control. Requires UEGO sensors and much faster microprocessor and data communication speeds (CAN).
  • Adaptive Fuel Control systems - Short-term and long-term fuel trim adjustments for transient (non-steady state) driving conditions such as acceleration, deceleration, and quick throttle movements.
• Electronic Throttle Control - To prevent lean air-fuel spikes in the combustion chamber by better synchronize the air and fuel flow during transient driving conditions. This reduced NOx emissions during transient operation.
• Improved Fuel Atomization - Air assisted fuel injectors. High pressure air is injected into the fuel injector with the fuel to improve atomization.
• Improved Catalytic Converters - Close coupled catalytic converters to enhance light-off performance. Improved materials to withstand poisoning and high temperatures. Larger volume catalytic converters to be proportional to engine size.
• HC and NOx absorbers and traps - parallel exhaust pipes; one for cold operation and one for hot operation.
• Electric AIR pumps - To promote combustion of HC and CO in the exhaust manifold and to increase the warm-up rate of the catalytic converter.
• Insulated or dual wall exhaust systems - to increase the warm-up rate of the catalytic converter.
• Improved Engine Calibration Techniques - Manufacturer dependent.
• Improved crankcase ventilation systems - PCV valve has been replaced with a fixed orifice, leak detection required.
• Electric water pumps - to reduce the mechanical load on the engine. The increased mechanical load from the increased electrical load is less than the original mechanical load. The water pump could also be run only when needed.
• Electric power steering pump - to reduce the mechanical load on the engine and allow operation when the engine is off (hybrid vehicles). The increased mechanical load from the increased electrical load is less than the original mechanical load. The power steering pump could also be run only when needed. This allows for a 4% increase in fuel economy.
• Electric air-conditioning compressors - to reduce the mechanical load on the engine and allow operation when the engine is off (hybrid vehicles). The increased mechanical load from the increased electrical load is less than the original mechanical load. The compressor could also be run only when needed.
• Smaller advanced technology gasoline and diesel engines. Less NOx emissions, high torque and horsepower during a narrow power band. Requires a multi-speed transmission to be drivable.
• Displacement on Demand (DOD) engines. Cut out up to half of the cylinders by deactivating lifters or rocker arms.
• Direct fuel injection - Piezoelectric fuel injectors with multiple (up to 7 or more) injection events per combustion event 0.0002 second response time.
• 5-speed, 6-speed, and 7-speed automatic transmissions to allow narrow power band engines to be used.
• Continuously Variable Transmissions (CVT's) to allow narrow power band engines to be used
• Laminated side glass 11% lighter
• Series hybrid-electric trucks. The engine is shut off when not needed during deceleration and idling. The starter and alternator are replaced with a starter/generator module between the engine and the transmission.
• Series, parallel, or series parallel hybrid electric passenger cars. Improved fuel economy and reduced emissions per mile.
• 42 Volt systems with starter generator module. Less load on the alternator. High voltage and low current can deliver the same power as low voltage and high current.

• Currently 27.5 mpg for automobiles.
• Currently 20.7 mpg for trucks, 21 by 2005, 21.6 by 2006, and 22.2 by 2007).
• • Expensive to develop technology to meet requirements = expensive cars.
  • Lighter vehicles = better economy, but diminished safety.
  • Car owners keep older dirtier cars longer because of cost.

• March 1, 1967 - Seat Belt Assemblies were the first safety standard required for automobiles.
• January 1, 1968 - A number of other FMVSS became effective for vehicles.

Since that time, hundreds of Federal Motor Vehicle Safety Standards (FMVSS) have been issued. Each requirement has the potential of adding weight to the car which makes it more difficult to meet emissions and fuel economy regulations.

A complete list of all Federal Motor Vehicle Safety Standards can be found on the NHSTA web site by clicking here.

Tire Pressure Monitoring by 2006

Advanced Airbag Systems by September 2006

Bumper Alignment by 2009

• 2.4GHz Bluetooth Wireless Technology
• • Allows wireless cell phone integration with vehicle audio system for hand's free operation.
• Stabilitrac (Vehicle Stability Control)
• • Suspension stiffness modification based upon driving conditions.
  • • Panic stopping
    • Hard cornering
    • Acceleration
    • Magnetic Ride Control 1ms response time.
    • Vehicle over-steer and under-steer correction
• Differential transfer cases VSC (Vehicle stability control)
• • Uses Anti-lock Brake system to route engine torque to wheels with traction.
• Collision sensors: camera, infrared, radar, ultrasonic.
• Active Headrests.
• Inflatable seat belts.
• Out-of-position airbags.
• Backup parking assist systems.
• Blind spot monitoring.
• Adaptive cruise control.
• Lane departure warning systems.
• Braking control for collision avoidance.
• Braking control for curving roads.
• PAX run-flat tires
• Pre-crash nose dipping suspension systems.

Navigation Systems

• GPS interface
• On-star collision reporting
• Live Maps