COURSE PROJECT ON:

THE ENGINE MANAGEMENT SYSTEM

FOR GASOLINE ENGINES

PRESENTED BY:

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GROUP MEMBERS:
SR. NO.

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INTRODUCTION :
 The engine management system ensures that the driver request
is implemented; for example, it converts the
acceleration/deceleration requests into a corresponding engine
output.
 During its evolution electronic engine control progressively
increases the number of engine subsystems it manages and kind of
tasks it performs. This development is necessary to provide the
needed accuracy and adaptability in order to minimise exhaust
emissions and fuel consumption, provide optimal driveability for
all operating condition, minimise evaporative emission (gasoline
engines) and provide system diagnosis when malfunctions occur.

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System layout :

From and towards other vehicle system’s control

ECU
SENSORS ACTUATORS

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The key sensors :

1) Load sensor (Mass Flowmeters) :-

Mass flowmeters operate according to the hot-wire or hot-film principle
without any moving mechanical part inside the unit. The closed-loop control
circuit in the meter’s housing maintains a constant temperature differential
between a fine platinum wire or thin-film resistor and the passing air stream.
The current required for heating provides an extremely precise, albeit nonlinear,
index of air-mass flow rate; the ECU converts the signal into linear form. Due to
its closed-loop design, this air-mass meter can monitor flow variations in the
millisecond range.

HOT WIRE AIR FLOW

METER

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HOT-WIRE AIR FLOW METER:

Hybrid SHF

Hybrid-section
cover
O-ring

Measuring
channel cover

Plug-in sensor
Sensor chip housing
(CMF)

Temperature
Carrier plate
sensor

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2) Oxygen sensor :-
The fuel metering system of spark ignition engine employs the
exhaust-gas residual-oxygen content as measured by the lambda oxygen sensor to
regulate very precisely the air/fuel mixture for combustion to the value lambda = 1
(stoichiometric combustion). The oxygen sensor is a solid electrolyte made of ZrO ceramic
material that becomes electrically conductive for oxygen ions at temperature higher than
300°C. A galvanic charge is generated at the sensor terminals, which are design as porous
platinum thick-film electrodes and coated with a ceramic spinel layer: the voltage varies to
the greatest extend at the lambda value of 1.

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WORKING OF OXYSEN SENSOR :

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3) Engine speed sensor :-
Generally a Magnetic Speed Sensor detects when ring gear teeth, or
other ferrous projections, pass the tip of the sensor. Electrical impulses
are produced by the sensor’s internal coil and sent to the speed control
unit. The signal from the magnetic speed sensor, teeth per second (Hz.), is
directly proportional to engine speed.

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The key actuators :
 Gasoline injector :-
The fuel injector essentially consist of a valve housing with
solenoid coil and electric connections, a valve seat with spray- orifice disk
and a moving valve needle with solenoid armature.

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GASOLINE INJECTOR :
ECU Fuel rail

Servo throttle body

Knock sensor
Injector
Pressure regulator

The gasoline engine

control system

The gasoline injector

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 The ignition coil :-
It is a energy-charged high-voltage source similar to a
transformer. Energy is supplied by the vehicle electrical system during
the dwell period or charging time. At the moment of ignition, which at
the same time is the end of the charging time, the energy is then
transferred with the required high voltage and sparking energy to the
spark plug. The ignition coil comprises two coils that are magnetically
linked by an iron core.

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SYSTEM OVERVIEW :

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The control strategies :
The modern gasoline engine management system integrates both engine and ignition
control . The microprocessor continuously monitors the engine and vehicle
parameters measured by the sensors and calculates in real time:

 The torque requested by the driver through the accelerator pedal,

 The necessary fresh air charge to be introduced into the cylinders by actuating a
proper throttle angle,
 The adequate ignition timing (ignition angle in respect to the TDC) by interrupting
the primary winding of the ignition coil

In the ECU there are loaded two necessary information packages:

 the control strategies for every engine operation mode, that are engineered
according to project targets,
 and the calibration data, mapped vs engine load and speed, temperatures, and
others parameters, that are specific value for any engine –vehicle application

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 Cranking - During engine cranking, the goals are

 to get the engine started with the minimal amount or delay

 and to minimize the exhaust emissions (during crank the catalyst is cold and its
efficiency is very low).

 Warm-Up - During the warm-up phase, there are three conflicting objectives:

 keep the engine operating smoothly (i.e. no stalls or driveability problems),

 increase exhaust temperature to quickly achieve operational temperature for catalyst
(light-off) and lambda sensor so that close-loop control can begin operating,
 and keep exhaust emissions and fuel consumption to a minimum.

 Cut-off - During deceleration, such as coasting or braking, there is no torque

requirement. Therefore, the fuel may be shut off until either an increase in throttle
angle is detected or the engine speed falls to a speed slightly above idle rpm. During
the development of the fuel cut-off strategy, the advantage of reduced emission and
fuel consumption must be balanced against driveability requirements. In addition,
care must be taken to avoid a “bump” feel when entering and when exiting the fuel
cut off mode, due to change in torque.

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REFERENCES :

 Automotive Handbook – R. Bosch/SAE

 Gasoline-engine management – R. Bosch/SAE

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