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Number of stars *** indicate their importance for exam.

Unit No 7: Engine Management System
*****1. Explain with block diagram combined ignition and fuel control
system, 10 marks, Dec 2013
As the requirements for lower and lower emissions continue, together with the need for better performance, other
areas of engine control are constantly being investigated. This control is becoming even more important as the
possibility of carbon dioxide emissions being included in future regulations increases. Some of the current and
potential areas for further control of engine operation are included in this section. Although some of the common
areas of control have been covered in the previous two chapters, this chapter will cover some aspects in
more detail and introduce further areas of engine control. Some of the main issues are:
Ignition timing.
Dwell angle.
Fuel quantity.
EGR (exhaust gas recirculation).
Canister purge.
Idle speed.
An engine management system can be represented by the standard three-stage model as shown in Figure

This representation shows closed loop feedback, which is a common feature, particularly related to:
lambda control,
knock,
idle speed.
The block diagram shown as Figure below can further
represent an engine management system. This series of inputs and outputs is a good way of representing a
complex system.

Nandakumar M. B. Dept of Automobile Engineering, Dayananda Sagar College of Engineering, Bangalore

Automotive Electrical and Electronic Systems

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Figure : General block diagram of an ignition and fuel control system

Also add explanation of how ECU can control Spark Ignition Timing and Fuel injection pulse width which
is studied later in this chapter depending on the marks.
*****2. Explain the various engine design parameters for emission control.
10 marks
or
Explain the parameters affecting the Exhaust Emission quality and quantity. 05
marks
The following answer is elaborate to make you understand the concept but the
answer is too huge for 10 marks. So just write 2 sentences in each along with
graph or sketch if any.
Many design details of an engine have a marked effect on the production of pollutant emissions. With this in
mind, it will be clear that the final design of an engine is a compromise between conflicting interests. The major
areas of interest are as discussed
in the following sections.
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1. Combustion

chamber Design: The main source of hydrocarbon emissions is unburnt fuel

that is in contact with the combustion chamber walls. For this reason the surface area of the walls
should be kept as small as possible and with the least complicated shape. A theoretical ideal is a
sphere but this is far from practical. Good swirl of the cylinder charge is important, as this facilitates
better and more rapid burning. Perhaps more important is to ensure a good swirl in the area of the
spark plug. This ensures a mixture quality that is easier to ignite. The spark plug is best positioned in
the centre of the combustion chamber as this reduces the likelihood of combustion knock by reducing
the distance the flame front has to travel.
2. Compression Ratio: The higher the compression ratio, the higher, in general, the thermal
efficiency of the engine and therefore the better the performance and fuel consumption. The two main
drawbacks to higher compression ratios are the increased emissions and the increased tendency to knock.
The problem with emissions is due to the high temperature, which in turn causes greater production of
NOx. The increase in temperature makes the fuel and air mixture more likely to self-ignite, causing a
higher risk of combustion knock. Countries which have had stringent emission regulations for some time,
such as the USA and Japan, have tended to develop lower compression engines. However, with the
changes in combustion chamber design and the more widespread introduction of four valves per cylinder,
together with greater electronic control and other methods of dealing with emissions, compression ratios
have increased over the years.
3. Valve timing: The effect of valve timing on exhaust emissions can be quite considerable. One of
the main factors is the amount of valve overlap. This is the time during which the inlet valve has opened
but the exhaust valve has not yet closed. The duration of this phase determines the amount of exhaust gas
left in the cylinder when the exhaust valve finally closes. This has a significant effect on the reaction
temperature (the more exhaust gas the lower the temperature), and hence has an effect on the emissions of
NOx. The main conflict is that, at higher speeds, a longer inlet open period increases the power
developed. The down-side is that this causes a greater valve overlap and, at idle, this can greatly increase
emissions of hydrocarbons. This has led to the successful introduction of electronically controlled valve
timing.
4. Manifold designs: Gas flow within the inlet and exhaust manifolds is a very complex subject.
The main cause of this complexity is the transient changes in flow that are due not only to changes in
engine speed but also to the pumping action of the cylinders. This pumping action causes pressure
fluctuations in the manifolds. If the manifolds and both induction and exhaust systems are designed to
reflect the pressure wave back at just the right time, great improvements in volumetric efficiency can be
attained. Many vehicles are now fitted with adjustable length induction tracts. Longer tracts are used at
lower engine speeds and shorter tracts at higher speed.
5. Charge stratification: If the charge mixture can be inducted into the cylinder in such a way
that a richer mixture is in the proximity of the spark plug, then overall the cylinder charge can be much
weaker. This can bring great advantages in fuel consumption, but the production of NOx can still be a
problem. The later section on direct mixture injection development is a good example of the use of this
technique. Many leanburn engines use a form of stratification to reduce the chances of misfire and rough
running.
6. Warm up time: A significant quantity of emissions produced by an average vehicle is created
during the warm-up phase. Suitable materials and care in the design of the cooling system can reduce this
problem. Some engine management systems even run the ignition timing slightly retarded during the
warm-up phase to heat the engine more quickly.
7. Exhaust gas recirculation: This technique is used primarily to reduce peak combustion
temperatures and hence the production of nitrogen oxides (NOx). Exhaust gas recirculation (EGR) can be
either internal as mentioned above, due to valve overlap, or external via a simple arrangement of pipes
and a valve (Figure 10.10). A proportion of exhaust gas is simply returned to the inlet side of the engine.
This EGR is controlled electronically as determined by a ROM in the ECU. This ensures that drivability
is not affected and also that the rate of EGR is controlled. If the rate is too high, then the production of
Nandakumar M. B. Dept of Automobile Engineering, Dayananda Sagar College of Engineering, Bangalore

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hydrocarbons increases. Figure 10.11 shows the effect of various rates of EGR. One drawback of EGR
systems is that they can become restricted by exhaust residue over a period of time, thus changing the
actual percentage of recirculation. However, valves are now available that reduce this particular problem.

8. Ignition system: The ignition system can affect exhaust emissionsin two ways; first, by the
quality of the spark produced, and secondly, the timing of the spark. The quality of a spark will determine
its ability to ignite the mixture. The duration of the spark in particular is significant when igniting weaker
mixtures. The stronger the spark the less the likelihood of a misfire, which can cause massive increases in
the production of hydrocarbons. The timing of a spark is clearly critical but, as ever, is a compromise with
power, drivability, consumption and emissions. Figure 10.12 is a graph showing the influence of ignition
timing on emissions and fuel consumption. The production of carbon monoxide is dependent almost only
on fuel mixture and is not significantly affected by changes in ignition timing. Electronic and
programmed ignition systems have made significant improvements to the emission levels of todays
engines.

9. Thermal after-burning:

Prior to the more widespread use of catalytic converters, thermal

after-burning was used to reduce the production of hydrocarbons. In fact, hydrocarbons do continue to
burn in the exhaust manifold and recent research has shown that the type of manifold used, such as cast

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iron or pressed steel, can have a noticeable effect on the reduction of HC. At temperatures of about 600
C, HC and CO are burnt or oxidized into H 2O and CO2. If air is injected into the exhaust manifold just
after the valves, then the after-burning process can be encouraged.
10. Catalytic converters: Stringent regulations in most parts of the world have made the use of a
catalytic converter almost indispensable. The three-way catalyst (TWC) is used to great effect by most
manufacturers. It is a very simple device and looks similar to a standard exhaust box. Note that, in order
to operate correctly, however, the engine must be run at or very near to stoichiometry. This is to
ensure that the right ingredients are available for the catalyst to perform its function.

11.

Closed loop lambda control: Current regulations have almost made mandatory

closed loop control of the airfuel mixture in conjunction with a three-way catalytic converter. It was
under discussion that a lambda value of 1 should become compulsory for all operating conditions, but this
was not agreed. Lambda control is a closed loop feedback system in that the signal from a lambda sensor
in the exhaust can directly affect the fuel quantity injected. The lambda sensor is escribed in more detail
in Chapter 2. Figure 10.15 shows a block diagram of the lambda control system. A graph to show the
effect of lambda control and a three-way catalyst (TWC) is shown in Figure 10.16.

Nandakumar M. B. Dept of Automobile Engineering, Dayananda Sagar College of Engineering, Bangalore

Automotive Electrical and Electronic Systems

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*****3. Question:Explain with help of a block diagram ECU controlled complete vehicle

control system.
Answer:In principle, it involves one ECU, which is capable of controlling all aspects(ignition, fuel, automatic
transmission, ABS. etc.) of the vehicle. The possibility of a complete vehicle control system has been around
since the first use of digital control. Figure below shows a representation of a full vehicle control system.

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In reality, however, rather than one control unit, separate ECUs are used that are able to communicate with each
other via a controller area network (CAN) data bus. Figure below shows one way in which a number of ECUs
can be linked.

Advantages of central Control ( complete control): The advantages of central control come
under two
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main headings, inputs and outputs. On the input side, consider all the inputs required to operate each of the
following:
Ignition system.
Fuel system.
Transmission system.
It will be apparent that there are many common requirements even with just three possible areas of vehicle
control. Having one central control system can potentially decrease the complexity of the wiring whilst
increasing the possibilities for control. This is, in fact, the advantage of the outputs. Consider the common
operating condition for a vehicle of a sudden and hard acceleration and the possible responses from each of the
systems listed

If each system is operating in its own right, it is possible that each, to some extent, will not react in the best way
with respect to the others. For example, the timing and fuel quantity may be set but then the transmission ECU
decides to change down a gear thus increasing engine speed. This, in turn, will require a change in fuel and
timing. During the transition stage, a decrease in efficiency and an increase in emissions are likely.

The block diagram shows data f low in Hierarchical system is sequential.

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With a single control unit, or at least communication between them, the ideal actions could all take place at the
most appropriate time. The complexity of the programming, however, requires much increased computing
power. This is particularly apparent if other vehicle systems are considered, such as traction control, ABS, active
suspension and steering.

*****Q) Explain the procedure for Ignition timing calculation.

Explain how Ignition advance can be controlled electronically.
Data relating to the ideal ignition timing for a particular engine are collected from dynamometer
tests and operational tests in the vehicle. These data are stored in the form of look-up tables in ROM.
These look-up tables hold data relative to the speed and load of the engine. The number of look-up
values is determined by the computing power of the microcontroller, in other words the number of bits, as this
determines the size of memory that can be addressed. Inputs from speed and load sensors are converted
to digital numbers and these form the reference to find the ideal timing value. A value can also
be looked up for the temperature correction. These two digital numbers are now added to give a final
figure. Further corrections can be added in this way for conditions such as overrun and even barometric
pressure if required. This timing number is used to set the point at which the coil is switched off; that is, the
actual ignition point. The ECU receives a timing pulse from the missing flywheel tooth and starts a down
counter. The coil is fired (switched off) when the counter reaches the timing number. The computing of the
actual timing number is represented by Figure.

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To prevent engine damage caused by detonation or combustion knock, but still allow the timing to be set as far
advanced as possible, a knock sensor is used. The knock sensor (accelerometer) detects the onset of combustion
knock, but the detection process only takes place in a knock window. Thiswindow is just a few degrees of
crankshaft rotation either side of top dead centre compression for each cylinder. This window is the only time
knock can occur and is also a quiet time as far as valve opening and closing is concerned. The sensor is tuned to
respond to a particular frequency range of about 510 kHz, which also helps to eliminate erroneous signals. The
resonant frequency of this type of accelerometer is greater than about 25 kHz. The signal from the knock sensor
is filtered and integrated in the ECU. A detection circuit determines a yes/no answer to whether the engine
knocked or not. When knock is detected on a particular cylinder, the timing for that cylinder is retarded by a set
figure, often 2 , each time the cylinder fires, until the knocking stops. The timing is then advanced more slowly
back towards the look-up value. Figure below represents this process in more detail.

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**Q)Explain the procedure for Injecttion timing calculation.

The main criteria for the quantity of fuel required for injection are engine speed and load. Further
corrections are then added. Figure 10.62 represents the process carried out in a digital electronic control
unit to calculate injection duration. The process of injection duration calculation is summarized as
follows.
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A basic open period for the injectors is determined

from the ROM information relating to
engine speed and load.
Corrections for air and engine temperature.
Idling, full or partial load corrections.
After-start enrichment.
Operational enrichment.
Acceleration enrichment.
Weakening on deceleration.
Cut-off on over-run.
Reinstatement of injection after cut-off.
Correction for battery voltage variation.
Under starting conditions the injection period is
calculated differently. This is determined from a set
figure varied as a function of temperature

**Q No 11)What is artificial Intelligence and how it is applied to Engine Management

Systems?
Or Explain Artificial Intelligence system using Adaptive Ignition control as an example.
Ans: Artificial intelligence (AI) is the ability of an artificial mechanism to exhibit intelligent behaviour.

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The term invites speculation about what constitutes the mind or intelligence. The endeavour to construct and
understand increasingly sophisticated mechanisms continues. The possibilities for AI in vehicle use are
unlimited.
For example, if the engine was noticed to surge when the idle speed was set to 600 rev/min, then the ECU would
increase the speed to, say, 700 rev/min. The adaptability, or a very simple form of AI, comes in deciding to set
the idle speed at 700 rev/min on future occasions( which means this value is stored in the memory for future use,
so the idling rpm is 700 instead of 600. This principle of modifying the response is the key.
Many systems use a variation of this idea to control idle speed and also to adapt airfuel ratios in response to a
lambda sensor signal. An adaptive ignition system has the ability to adapt the ignition point to the
prevailing conditions. Programmed ignition has precise values stored in the memory appropriate for a particular
engine. However, due to manufacturing tolerances, engine wear with age and road conditions means that the
ideal timing does not always correspond to that held in the ECU memory.
The adaptive ignition ECU has a three dimensional memory map as normal for looking up the basic timing
setting, but it also has the ability to alter the spark timing rapidly, either retarding or advancing, and to assess the
effect this has on engine torque. The ECU monitors engine speed by the crankshaft sensor, and if it sees an
increase in speed after a timing alteration, it can assume better combustion. If this is the case, the appropriate
speed load site on the memory map is updated. The increase in speed detected is for one cylinder at a time;
therefore, normal engine speed changes due to the throttle operation do not affect the setting.The operation of the
adaptive ignition system is such as to try and achieve a certain slope on the timing versus torque curve as shown
by Figure 10.64. Often the slope is zero (point A) for maximum economy but is sometimes non-zero (point B), to
avoid detonation and reduce emissions.

Figure 10.65 shows the adaptive ignition block diagram. The fixed spark timing map produces a non-adapted
timing setting. A variation is then added or subtracted from this point and the variation is also sent to the slope
detector. The slope detector determines whether the engine torque was increased or decreased from the measure
of the slope on the torque/timing curve compared with data from the slope map. The difference is used to update
the timing correction map. The correction map can be updated every time a spark variation occurs, allowing very
fast adaptation even during rapid changes in engine operation. The slope map can be used to aim for either

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Automotive Electrical and Electronic Systems

maximum

torque

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or

minimum

emissions.

*****Q No ) Write a short note on Antilock brakes.

05 marks
The following answer is too elaborate. Choose the portion of the answer suitably according
to marks.
Under braking conditions, if one or more of the vehicle wheels locks (begins to skid), there are a number of
consequences.
Braking distance increases.
Steering control is lost.
Abnormal tyre wear.
The obvious result is that an accident is far more likely to occur. A good driver can pump the
brakes on and off to prevent locking but electronic control can achieve even better results.
.

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General system description: As with other systems, ABS can be considered as a central

control unit with a series of inputs and outputs. An ABS system is represented by the closed
loop system block diagram shown in Figure. The most important of the inputs are the wheel
speed sensors, and the main output is some form of brake system pressure control.
The task of the control unit is to compare signals from each wheel sensor to measure the
acceleration or deceleration of an individual wheel. From these data and pre-programmed lookup tables, brake pressure to one or more of the wheels can be regulated. Brake pressure can be
reduced, held constant or allowed to increase. The maximum pressure is determined by the
drivers pressure on the brake pedal. A number of variables are sensed, used or controlled. Figure
15.1 shows how ABS can help to maintain steering control even under very heavy braking
conditions by this system.

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Not required for the examination

WORKING OF HONDA ABS SYTEM:

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A Honda anti-lock brake system is based on the plunger principle. Figure 15.22 shows the schematic diagram.
When anti-lock is not operating, the chamberlabelled W is connected to the reservoir via the outlet valve. The
chamber is held at atmospheric pressure because the inlet valve blocks the line from the pressure accumulator.
During braking, pressure is created in the master cylinder and fluid flows from chamber Z into chamber X,
moving the piston and increasing pressure in chamber Y. If a wheel threatens to lock, the outlet valve closes,
pressure in chamber W rises and prevents further movement of the piston thus holding the pressure. If the risk of
lock-up continues the inlet valve opens and allows fluid to flow from the accumulator into chamber W. This
pressure moves the piston back, thus reducing the pressure to the wheel cylinder. When the risk of lockup has
gone, the inlet valve closes and the hold phase is restored.
The Honda system is a relatively simple ABS and has just two control channels. The front wheel which has the
higher coefficient of friction determines the brake pressure for both front wheels. The result is that one front
wheel may lock during extreme braking. The rear wheel with the lower coefficient of friction determines the rear
brake pressure.

*****Q No ) Explain the five requirements of ABS system.

10 marks

A good way of considering the operation of a complicated system is to ask: what must the system be able to do?
In other words, what are the requirements? These can be considered for ABS under the following headings.
Fail-safe system
In the event of the ABS system failing the conventional brakes must still operate to their full potential. In
addition, a warning must be given to thedriver. This is normally in the form of a simple warning light.
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Manoeuvrability must be maintained

Good steering and road holding must continue when the ABS system is operating. This is arguably the key issue,
as being able to swerve around a hazard whilst still braking hard is often the best course of action.
Immediate response must be available
Even over a short distance the system must react such as to make use of the best grip on the road. The response
must be appropriate whether the driver applies the brakes gently or slams them on hard.
Operational influences
Normal driving and manoeuvring should produce no reaction on the brake pedal. The stability and steering must
be retained under all road conditions. The system must also adapt to braking hysteresis when the brakes are
applied, released and then re-applied. Even if the wheels on one side are on dry tarmac and the other side on ice,
the yaw (rotation about the vertical axis of the vehicle) of the vehicle must be kept to a minimum and only
increase slowly in order to allow the driver to compensate.
Controlled wheels
In its basic form, at least one wheel on each side of the vehicle should be controlled on a separate circuit. It is
now general for all four wheels to be separately controlled on passenger vehicles.
Speed range of operation
The system must operate under all speed conditions down to walking pace. At this very slow speed even when
the wheels lock the vehicle will come to rest very quickly. If the wheels did not lock then, in theory, the vehicle
would never stop!
Other operating conditions
The system must be able to recognize aquaplaning and react accordingly. It must also still operate on an uneven
road surface. The one area still not perfected is braking from slow speed on snow. The ABS will actually increase
stopping distance in snow but steering will be maintained. This is considered to be a suitable trade-off. A number
of different types of anti-lock brake
systems are in use, but all try to achieve the requirements as set out above.

Nandakumar M. B. Dept of Automobile Engineering, Dayananda Sagar College of Engineering, Bangalore