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UNIT - III

SENSORS AND ACTUATORS

CONTENT
In this unit you will be dealt with the working principle and characteristics of Air Flow Sensor Engine Crankshaft Angular Position Sensor Hall Effect Sensor Throttle Angle Sensor Temperature Sensors Exhaust Gas Oxygen Sensors And also, Study of Fuel Injector Exhaust Gas Recirculation and its Actuators

ENGINE MANAGEMENT SYSTEMS

The engine management system must control the engine in response to both engine and vehicle inputs, but initially, only engine inputs will be considered. The engine management system also might be responsible for additional functions

SENSORS FOR EMS


Crankshaft Speed/Position Camshaft Position Throttle Position Air flow Rate Inlet manifold Absolute Pressure Air Temperature Coolant Temperature Air-fuel Ratio Knock Detector Exhaust Gas Oxygen/Temperature

SENSORS FOR EMS


Crankshaft Speed/Position Camshaft Position Throttle Position Air flow Rate Inlet manifold Absolute Pressure Air Temperature Coolant Temperature Air-fuel Ratio Knock Detector Exhaust Gas Oxygen/Temperature

AIRFLOW RATE SENSOR

The air flow rate initially was measured by a pivoting vane (or flap) with a potentiometer. Now, a hot wire probe is more common because of its faster response. The hot wire is part of an electrical bridge circuit, and by determining the resistance of the wire, its temperature can be deduced. By keeping the wire at a constant temperature above the air temperature, and measuring the power that is dissipated by the wire, the air mass flow passing it can be calculated. The 70-mm platinum wire is placed in a venturi section because this speeds the air flow to give a greater cooling effect and thus a stronger signal. The platinum has a catalytic effect that promotes oxidation of any dirt on the wire. The circuitry for controlling the wire temperature and amplifying the mass flow signal is integral to the air flow meter. Thus, a signal of a few volts is sent to the electronic control unit-high-level signals are used to make them less susceptible to the effects of electrical noise.

ENGINE CRANKSHAFT POSITION SENSOR

A magnetic field originating from the magnet passes through the soft iron core of the coil. The strength of the magnetic field in the coil will depend on the "magnetic conductance" in the remainder of the magnetic circuit. When a tooth on the toothed wheel (typical spacing 10ca) aligns with the pickup core (as depicted in Fig.), the magnetic field will be strong, as the magnetic path is completed through the engine structure. When there is an air gap opposite the core, the field will be weaker, and when there is a big gap (due to the missing tooth), the field will be very weak.

The voltage generated by the coil is proportional to the rate of change in the strength of the magnetic field; thus, when the missing tooth passes the pickup, there will be an increase in both the amplitude and period. The analog signal can be signal-conditioned (by a high-gain amplifier that saturates at a fixed voltage) to provide pulses of constant voltage.

The crankshaft timing information can be used for controlling

the following:

Ignition timing Ignition coil-on time Start of injection Switching of any cam profiles

THROTTLE POSITION SENSOR

The throttle position information is provided by a potentiometer. This provides an indication to the engine of the load being demanded by the driver. In the case of a direct connection between the accelerator pedal and the throttle, the potentiometer provides immediate information about a change in demand, even before there is a change in air flow rate. In the case of drive-by-wire systems, the accelerator pedal is connected to a potentiometer, and this informs the engine management system of the driver's demands. Immediate knowledge of throttle transients is important because it enables strategies to be implemented for controlling fuelling changes during transients. Because small changes in throttle position have a large effect on the air flow when the throttle starts to open, an idle speed control valve allows an air flow to bypass the throttle plate, to provide idle speed control.

TEMPERATURE SENSORS
Temperature

measurement is done for two different mediums and materials. They are,
Intake air temperature Coolant Temperature

Temperatures are conveniently measured by thermistors. These are semiconductor devices that have a resistance that

falls rapidly with increasing temperature. They are cheap, and the high-temperature coefficient of resistance enables a signal to be generated with a good ratio of signal to noise. They have a nonlinear temperature dependence, but this is easily linearized by the high computing power in the electronic control unit.

EXHAUST GAS OXYGEN SENSOR


The Air-Fuel ratio for the engine is controlled by input given by the EGO Sensor. The lean/rich mixture for the combustion is decided by the Engine ECU/EMS by viewing the results given by EGOS.

Fig. shows the UEGO sensor, which in effect is a pair of


lambda sensors, constructed from three layers of zirconia. All of the layers are heated, but only the top two layers have platinum electrodes and electrical connections. The UEGO sensor operates by seeking to maintain a constant low oxygen partial pressure in the cavity between the sensing cell and the pumping cell. The whole assembly is heated to maintain a constant temperature because the voltage-oxygen partial pressure response is temperature dependent. The sensing cell measures the oxygen partial pressure, and the current imposed on the pumping cell seeks to maintain a constant oxygen partial pressure in the measurement cavity between the sensing cell and the pumping cell.

When a weak mixture is present, the concentration gradient

between the exhaust gas and the measurement cavity will cause oxygen to diffuse through the porous gas intake, and the electrical current in the pumping cell (which is removing oxygen) will be proportional to the oxygen concentration in the exhaust gas. With rich mixtures, the partial products of combustion (CO, Hz, and hydrocarbons) that have diffused into the measurement cavity will be oxidized, thus causing more to diffuse through the porous gas intake. The richer the mixture, the greater the flow rate of reactants diffusing into the measuring cavity, and the greater the current flow in the pumping cell that is adding oxygen (to maintain the constant oxygen level), so the current will be proportional to the exhaust gas richness.

FUEL INJECTION

A pressurized nozzle that sprays fuel into the incoming air on SI engines or into the cylinder on CI engines. On SI engines, fuel injectors are located at the intake valve ports on multipoint port injector systems and upstream at the intake manifold inlet on throttle body injector systems. In a few SI engines, injectors spray directly into the combustion chamber.

They are normally controlled electronically, but mechanically controlled injectors which are cam actuated also exist. A metered amount of fuel is trapped in the nozzle end of the injector, and a high pressure is applied to it, usually by a mechanical compression process of some kind. At the proper time, the nozzle is opened and the fuel is sprayed into the surrounding air.

Diesel fuel injection systems may be classified as follows:


In-line

fuel injection pump Distributor fuel injection pump Unit fuel injection Common rail fuel injection

An estimate of the maximum possible velocity can be obtained from Bernoulli's equation
V= (2 p/ )

Where, v = velocity p = pressure difference across the injector = density of the fuel

EXHAUST GAS RECIRCULATION


In a diesel engine, the exhaust gas recirculation (EGR) is displacing oxygen. Therefore, only a limited amount of EGR can be used before there is insufficient oxygen for thorough combustion, with consequential rises in the emissions of carbon monoxide, particulates, and unburned hydrocarbons. The highest levels of EGR are used at low speeds and low loads, and the EGR level must be decreased as either the load or the speed are increased.

The mechanism for NOx reduction by EGR is not obvious but has been elucidated by some experiments in which the dilution, chemical, and thermal effects have been isolated for the carbon dioxide present in EGR (Ladommatos et al., 1998):
a. The "dilution" effect was examined by replacing oxygen with a nitrogen/argon mixture with the same heat capacity as the oxygen. b. The "chemical" effects were examined by replacing nitrogen with a carbon dioxide/argon mixture with the same heat capacity as nitrogen, so that the carbon dioxide could lower the combustion temperature through dissociation. c. The "thermal" effects were examined by replacing nitrogen with a nitrogen/helium mixture with the same heat capacity as carbon dioxide, so that there would be the same cooling effect.

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