Engine Control Fundamentals

PEMP
AEL2501
Engine Control
(Gasoline Engine)
Lecture delivered by:

Prof. Ashok C.Meti
MSRSAS--Bangalore
MSRSAS
M.S Ramaiah School of Advanced Studies - Bangalore
PEMP
AEL2501
Session objectives
• To understand the need for EMS, its
configuration, specifications of components.
• To
T study
t d the
th various
i control
t l actions
ti – fuel
f l
control, ignition control and other control
strategies implemented in EMS.
• To understand the role of embedded
software and OBD.
1
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AEL2501
Topics
• Introduction to Electronic engine control

• Typical configuration of EMS
• Fuel delivery systems
• Exhaust emission
• Fuel control
• Ignition control
• OBD
PEMP
AEL2501
Introduction – Electronic Engine Control

• Objectives of Electronic Engine Control
– Minimize exhaust emissions
p
– Minimize Fuel consumption
– Provide optimum driveability for all operating
conditions
– Minimize evaporative emissions
– Provide system diagnosis when malfunctions occur
2
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AEL2501
• The electronic engine control system consists of –

– Sensing devices – continuously measure the operating conditions of
the engine
– Electronic control unit ((ECU)) – evaluates the sensor inputs
p
using data tables, calculates and determines the output to the actuating
devices.
– Actuating devices – commanded by ECU to perform an action in
response to sensor inputs.
PEMP
Typical configuration of an EMS
AEL2501
3
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AEL2501
Components in EMS
• An ECU might contain a 32-bit,
40-MHz processor.
• The code in an average ECU
takes up less than 1-2 megabyte
(MB) of memory.
• The processor is packaged in a
module with hundreds of other
components on a multi-layer ECU
circuit board
board.
PEMP
AEL2501
• Some of the other components in the ECU that

support the processor are:
– Analog
Analog-to-digital
to digital converters
– Digital-to-analog converters
– High-level digital outputs
– Signal conditioners
– Communication chips
4
PEMP
AEL2501
Typical output drivers in the ECU usually supply a ground for the actuator
solenoids and relays
PEMP
AEL2501
Fuel Delivery Systems
• Fuel management consists of metering the fuel , formation of the

air/fuel
i /f l mixture,
i t transportation
t t ti off the
th mixture,
i t andd distribution
di t ib ti off the
th
air/fuel mixture.
• The fuel delivery systems must provide the proper quantity of fuel to
create a combustible mixture in the engine cylinder.
• There are two fuel delivery system configurations:
– Single-point fuel injection
– Multipoint fuel injection
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PEMP
AEL2501
Exhaust Emissions
– Exhaust Components
• The engine exhaust consists of the products of combustion of
air and fuel mixture.
mixture
• Fuel is a mixture of chemical compounds termed
hydrocarbons(HC)
• Under perfect combustion conditions,
conditions the hydrocarbons would
combine in a thermal reaction with oxygen in the air to form
carbon dioxide (CO2) and water (H2O)
• Unfortunately, perfect combustion does not occur and in
addition to CO2 and H2O, carbon monoxide (CO), oxides of
nitrogen (NOx), and hydrocarbons occur in the exhaust as a
result of the combustion reaction
reaction.
• Additives and impurities in the fuel also contribute small
quantities of pollutants such as lead oxides, lead halogenides
and sulfur oxides.
• In CI engines, there is also considerable amount of soot (
particulates) generated.
PEMP
AEL2501
• Spark Ignition Engines

– Air/Fuel Ratio – mass ratio of air to fuel.
p
– For a spark ignition,
g , the mass ratio for complete
p fuel
combustion is 14.7:1. (I.e 14.7 kg of air to 1 kg of fuel)
– This ratio is known as Stoichiometric ratio
ratio.
– This is approximately 10000 liters of air for 1 liter of
fuel
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AEL2501
• Lambda- λ
– Sometimes, the air/fuel ratio is
described in terms of excess
excess-air
air
factor known as Lambda(λ).
– It indicates the deviation of the
actual air/fuel ratio from the
theoretically required ratio:
Quantity of air supplied

Theoretica l requiremen
q t ((14.7 for ppetrol))
– At stoichiometry λ = 1
– For a mixture with excess air (Lean mix): λ >1
– For a mixture with deficient air (rich mix): λ <1
PEMP
AEL2501
• CO emissions:
– In the rich operating range(λ <1), CO emissions increase almost linearly
with an increasing amount of fuel.
– In the lean range(λ >1), CO emissions are at their lowest.
• HC Emissions
– As with CO emissions, HC emissions increasing amount of fuel. The
minimum HC emissions occur at λ =1.1 …1.2.
– At very lean air/fuel ratios, the HC emissions again increase due to less
than optimal combustion conditions resulting in unburnt fuel.
• NOx emissions
– The effect of the air/fuel ratio on NOx emission is opposite of CO and HC
emission on the rich side of stoichiometry.
stoichiometry As the air content increases,
increases
the oxygen content increases and the result is more NOx. On the lean side
of stoichiometry, NOx emissions decrease with increasing air because the
decreasing density lowers the combustion chamber temperature. The
maximum NOx emission occur at λ =1.05 .. 1.1.
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Catalytic converters AEL2501
• A catalytic converter in the exhaust

system is used to reduce (about 90%) the
exhaust gas emissions concentration.
• Chemical reactions occur in the
converter that transform the exhaust
emission to less harmful chemical
compounds.
• For spark ignition engines, most
commonly a three-way converter
(TWC)is used.
• The TWC reduces the concentrations of
CO, HC and NOx by converting them
into CO2, and H2O and N2
• For maximum efficiency for conversion
conversion,
the average air / fuel ratio must be
maintained within less than 1 % of
stoichiometry.
• This small operating range is known as
the Lambda window or Catalytic
converter window.
window
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AEL2501
• To remain within the catalytic converter window, the

air/fuel ratio is controlled by the Lambda closed
closed--loop fuel
control system which is part of the electronic engine
control
t l system.
t
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AEL2501
• Ignition Timing
– It is defined as the crank angle before top dead center(TDC)
at which the ignition spark occurs.
occurs
– It
I hhas a decisive
d i i effect
ff on theh exhaust
h emissions.
i i
– CO emissions are almost completely independent of the
ignition timing and mainly a function of the air/fuel ratio
advance higher emissions of
– In general, more the ignition advance,
HC.
– With increased timing advance, there is an increase in NOx
emission regardless of air/fuel ratio.
ratio
– Precise control of ignition timing is required to provide
optimal exhaust emissions.
emissions
– Ignition timing is generally controlled by the ECU.
PEMP
AEL2501
• Exhaust Gas Recirculation (EGR)

– A method to reduce emissions of oxides of nitrogen.
nitrogen
– A pportion of exhaust ggas is re-
re-circulated back to the
combustion chamber.
– The exhaust gas is an inert gas and, in the combustion
chamber, it lowers the peak combustion temperature.
– Depending upon the amount of EGR, NOx emissions
can be reduced by up to 60%, although an increase in
HC emissions would occur at such high levels of EGR EGR.
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AEL2501
– A system links the exhaust manifold to the intake

manifold through a metering by a pneumatic or
electronic valve.
– The ECU controls the valve.
– The amount of EGR is limited by-
• An increase in HC emission
• Fuel consumption
• Engine roughness
PEMP
AEL2501
Fuel Consumption
• Federal statutes are currently in effect that require each
automobile manufacturer to achieve a certain average fuel
economy for all their models produced in one model year.
• The electronic engine control system provides the fuel
metering and ignition timing precision required to
minimize the fuel consumption.
• Optimum fuel economy occurs near λ =1.1.
• However, lean engine operation affects exhaust emissions
and NOX is at its maximum at λ =1.1
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AEL2501
• During coasting and braking,

braking fuel consumption can be
further reduced by shutting off the fuel until the engine
speed decreases to slightly higher than the set idle speed.
• The ECU determines when fuel shutoff can occur by
evaluating the –
– Throttle position
– Engine RPM
– Vehicle speed
• The influence of ignition timing on fuel consumption is the
opposite
i off its
i influence
i fl on exhaust
h emissions.
i i
• A sophisticated ignition control strategy is implemented by
the ECU to reach a compromise between the fuel
consumption and emissions at all operating conditions.
PEMP
AEL2501
Driveability
• Another requirement of the electronic engine control unit
to provide acceptable drivability under all operating
conditions.
• That is - no stalling of engine
engine, Hesitations
Hesitations, and other
objectionable roughness should occur during vehicle
driving.
• The driveability is influenced by every operation of the
engine control system.
• A significant contribution is from fuel metering and
ignition timing.
timing
• Other factors influence the driveability are-
– idling speed control
– EGR control
– evaporative emissions control.
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PEMP
AEL2501
Evaporative Emission Control

• Federal statutes closely regulate the HC emissions from the
fuel vapors escaping from the vehicle.
vehicle
• Fuel tank is the prime source. Causes for vapors in the fuel
tank:
– Increasing ambient temperatures
– Return of unused hot fuel from the engine
• The evaporative emissions control system routes the fuel
vapor to the intake manifold to burn the vapors and control
HC emissions.
emissions
• The quantity of the fuel vapor delivered to the intake are
metered such that exhaust emissions and dirveability are
not affected.
• The metering is provided by a purge control valve which is
under ECU control.
PEMP
AEL2501
Engine Control Functions

Fuel Control
Assumption: To understand the fuel control strategy, a multipoint pulsed
injection is assumed.
To decide the amount of fuel to be admitted
admitted, the mass flow rate of the
incoming air(also known as air charge) to be determined.
Am
Fm 
requested air - fuel ratio
Where Fm = fuel mass flow rate
Am= air mass flow rate
The air mass flow rate can be calculated from: Am= Av Ad
Where Av = volume flow rate of intake air
Ad = air density
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AEL2501
There are three methods commonly used for determining the air
charge:
1. Speed density
• Air charge is calculated by the engine ECU based on measurement
of –
– Air inlet temperature
– Intake manifold pressure
– Engine RPM
• The pressure and temperatures are used to determine the air
density and RPM for determining volume flow rate.
• The calculated volume flow rate during suction stroke:
RPM D
ARPM    VE
60 2
Where, RPM = engine speed, D= engine displacement and VE=
volumetric efficiency
• In an engine with EGR, the volume flow rate of EGR must be
subtracted from the calculated volume flow rate.
Av  ARPM  AEGR
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AEL2501
2. Air flow measurement

• Air flow is measured using a vane type meter.
• Air density changes are compensated by an air inlet temperature sensor.
• The vane meter uses a the force of incoming air to move a flap through a
d fi d angle.
defined l
• This angular movement is converted to a voltage ratio by a potentiometer.
• Because only fresh air charge is measured, no compensation is required for
EGR.
3. Air mass measurement
• The air charge is measured directly using a hot –wire or hot-film air mass
flow sensor.
• The inlet air passes a heated element.
• The element is part of a bridge circ
circuit
it that keeps the element at a constant
temperature above the inlet air temperature.
• By measuring the heating current required by bridge circuit and converting
this to a voltage via a resistor, the air mass flow passing the element can be
determined.
• Because only fresh air charge is measured, no compensation is required for
EGR.
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AEL2501
• Injector pulse width calculation

– The base pulse width is calculated from the fuel mass flow rate
(Fm) and an empirical injector constant.
constant
– The injector constant is determined by the design of the injector
andd iis a function
f i off energized
i d time
i versus theh flow
fl volume.
l
– This constant is normally determined with a constant pressure
differential pressure across the injector.
– If the pressure across the injector does not remain constant,an
entire map of injector constants for different manifold pressure
may be required.
PEMP
AEL2501
– The effective injector pulse width is a modification of

the base pulse width.
– It is adjusted by a number of correction factors
depending upon the operating conditions.
conditions
– For example:
• Battery voltage correction is required to compensate for the
electromechanical characteristics.
– Other common correction factors may include-
– Hot restart
– Cold operation
– Transient
T i t operation
ti corrections
ti
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AEL2501
DETERMINATION OF EFFECTIVE INJECTOR PULSE WIDTH

BASE PULSE WIDTH
PULSE WIDTH DURING CRANKING
CALCULATED FROM (Fm) LOAD SIGNAL
0
(AFTER START) AND WARM-UP CORRECTION
LAMBDA CONTROL CORRECTION

WITH ACTIVE LAMBDA CONTROL
YES
COASTING –RPM / VEHICLE
FUEL CUT-OFF
SPEED LIMIT REACHED?
NO
CORRECTION FOR NO LOAD –
TRANSIENT COMPENSATION
LOAD TRANSITION
OPERATION DEPENDENT PULSE

WIDTH CORRECTION
BATTERY VOLTAGE CORRECTION
EFFECTIVE PULSE WIDTH
PEMP
AEL2501
Injection strategies – 3 commonly used strategies:

– Simultaneous injection
• Injection of fuel occurs at the same time for all cylinders every
revolution of the crankshaft.
• Therefore,
Therefore fuel
f el is injected twice
t ice within
ithin each four-stroke
fo r stroke cycle.
c cle
• Injection timing is fixed with respect to crank/cam shaft position.
– Group injection
• The injectors are divided into two groups that are controlled
separately.
• Each group injects once per four-stroke cycle.
• The offset between the groups is one crankshaft revolution.
j
• This allows for injection timingg selection that eliminates spraying
p y g fuel
into an open intake valve.
– Sequential injection
• Each injector is controlled separately.
• Injection timing, both with reference to crank/camshaft position and
pulse width, can be optimized for each individual cylinder.
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Lambda Control AEL2501
– A sub system of the fuel control system working in closed-loop.

– The lambda sensor or exhaust gas oxygen sensor is installed in the
engine exhaust stream upstream of the catalytic converter.
– This sensor responds to the oxygen content in the exhaust gas and
the sensor signal acts as a feedback to the fuel control system.
– The sensor signal provides for the optimal tuning required to
remain in the catalytic converter window for optimum
performance.
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AEL2501
– Sensor output:
• For a lean mixture( λ >1), the sensor output is approximately 100mV
• For a rich mixture( λ <1), the sensor output is approximately 800mV
g y λ =1,, the output
• At roughly p voltageg switches between the two
voltages.
– This sensor signal is used to modify the base pulse width to
achieve λ =1.
• The lambda sensor has to reach the operational temperature after
which the lambda control loop becomes active
active.
• The ECU monitors the sensor signal to determine when the sensor is
supplying
pp y g usable information.
• An active sensor signal along with the other requirements, such as
engine temperature, must be achieved before the lambda control-loop
will be activated.
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AEL2501
• Steady sate conditions:

– Control system oscillates between rich and lean around the lambda
window.
– As the lambda sensor switches,
switches the injector pulse width is adjusted
by the amount determined by a control factor until the lambda
sensor switches again to the opposite condition.
– The frequency of oscillation is determined by the gas transport
time and magnitude of control time.
• Transient conditions:
– The gas transportation time results in a delay before the lambda
sensor can indicate that the operating conditions have changed.
– Using only the lambda sensor for closed loop fuel control would
result into poor driveability and exhaust emissions due to this
delay.
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AEL2501
• Therefore, an anticipatory control strategy is adopted that

uses the engine load and RPM to determine the
approximate fuel requirement.
• The ECU contains the data maps for different
combinations of load and RPM.
• This allows for rapid response to changes in operating
conditions.
• Using system modeling and engine development testing
the data for the data tables would be generated and stored
in ECU
17
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Ignition control AEL2501
• The goal is to provide spark

advance which optimizes-
– engine torque
– exhaust emissions
– fuel economyy
– driveability
– and minimize the engine
knock.
– The data tables with the
base ignition timing,
depending upon the
engine load and speed are
developed through the
engine testing and stored
in the ROM of ECU.
PEMP
AEL2501
• Corrections to the base timing values are needed

for
• Temperature
p effects
• EGR
• Hot restart
• Barometric pressure
• Engine knock.
• In some case, some systems
y use ignition
g timing
g to
vary the engine torque for improvement in
automatic shift quality or for idle speed control.
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AEL2501
Determination of effective ignition timing

BASE IGNTION TIMING FROM
LOAD AND RPM SIGNAL
TEMPERATURE CORRECTION
(AFTER START) AND

WARM-UP
WARM UP CORRECTION
YES
CORRECTION FOR NO
COASTING –(NO LOAD)?
LOAD FUEL CUT-OFF
NO
IGNITION CORRECTION BASED CORRECTION FOR NO LOAD –
ON OPERATION CONDITION LOAD TRANSITION
0
IGNITION TIMING FOR CORRECTION FOR IGNITION TIMING
IDLING CONTROL TRANSMISSION SHIFT FOR KNOCK CONTROL
IGNITION ANGLE LIMIT
EFFECTVE IGNITION TIMING
PEMP
AEL2501
• Dwell angle control

– The dwell angle performance map
stored in the ECU controls the
charging time of the ignition coil,
d
depending
di on RPM andd battery
b tt
voltage.
voltage
– The dwell angle is controlled so that
the desired primary current is
reached at the end of the charging
time just prior to the ignition point.
– This assures the necessaryy pprimaryy
current, even with quick transients
in RPM.
– A limit on the charge time in the
upper RPM ranges allows the
necessary spark duration.
duration
19
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AEL2501
Knock Control
• The ignition timing for optimization of –

– Torque
– Fuel economy
– Exhaust emissions is in the close proximity to the ignition timing that results in
knocking
knocking.
• Engine knock occurs when the ignition timing is advanced too far for the
engine operating conditions and causes uncontrolled combustion that can
lead to engine damage, depending on the severity and frequency
• Other factors that contribute to knock-
– Quality of fuel
– Variations in compression ratio
PEMP
AEL2501
• The knock sensors

(accelerometers) are installed to
detect the engine knock.
• The ECU gets the signals from
these sensors.
th
• ECU determines from these
signals which cylinder or
cylinders are knocking.
• Control action:
– Ignition timing is modified
(retarded) for those cylinders
until the knock is no longer
detected
detected.
– The ignition timing is then
advanced again until knock is
detected.
20
PEMP
AEL2501
Engine Control Modes

• Engine Crank and start
• Engine Warm up
• Transient Compensation
• Acceleration enrichment
• Deceleration Enrichment
• Full Load
• Idle Speed Control
PEMP
AEL2501
Role of Embedded Software

• The engine operation is a complex operation involving
thousands of variables,
variables hundreds of controlled parameters
parameters.
• The codes need to be developed addressing all the
operational requirements of the engine. The execution
speed is critical as the engine speeds are on the rising.
• It is required to be optimized for speed and size.
size
• Thorough tests at different stages is most important and
HIL is quite useful in calibration and fine tuning.
• As several controllers are used in various systems
y and sub-
systems, communication and data sharing is most essential
for each of the systems
21
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Software Development Process- Ford AEL2501
PEMP
AEL2501
Embedded System Development Sequence

• Software Code Development
• Compile and get error-free output file in hex format.
• Download the program into the ROM of the Target hardware or
on to the Emulator (RAM Area)
• Run the code from the actual Target or from the Emulator.
• Debug the code.
• Make code changes to fix the bugs.
• Recompile and repeat the above process till all bugs are fixed and
the code is error free.
• Use the error-free code for manufacturing many numbers of the
same product.
22
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AEL2501
DATA Maps / Tables
Fueling Map
Engine Knock Limits
Electronic Ignition Control

based
Mechanical Advance
M h i based
Mechanism b d
Timing Map
PEMP
AEL2501
On-board Diagnostics
• The increasing complexity of vehicle technology led
manufacturers to develop ways to effectively diagnose
vehicle problems as a result of new electronic
h d
hardware.
• OBD –I – Simple connectivity and pass/fail checks (Did
not cover monitoring Catalytic converter, EEC, engine misfire,etc)
23
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AEL2501
On Board Diagnostics - II
• Generally, OBD-II (applied 1996 and later) has the
ability to –
– Detect component degradation or faulty
emission related system that prevents
compliance with emission standards.
– Alert the driver of needed emission-related
repair or maintenance
– Use
U standard
t d d DTCs
DTC andd generall scan tools.
t l
PEMP
AEL2501
• As per the OBD-II requirements, the vehicle computer

must be capable of testing for , and determining , if the
exhaust emissions are within 1.5 times the limits.
• Thus,
Thus computer must do the following-
– Test all exhaust emission components for correct operation
– Actively operate the system and measure the results
– Monitor the engine operation to be certain that the exhaust
emissions are within the 1.5 times the limits
– Check for misfire
– Turn on the MIL if fault is detected in a circuit or system
– Record freeze frame at the time the DTC was set
– Flash the MIL if an engine misfire ocurs that could damage the
catalytic converter
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PEMP
AEL2501
Monitors
• Monitor is a organized method of testing
specific part of the system.
• These
Th are ttestt that
th t the
th computer
t performs
f to
t
evaluate the components and systems
• Two types of monitors
– Continuous monitors
– Non
Non-continuous
continuous monitorsλ
PEMP
AEL2501
• As required conditions are met, continuous monitors

begin to run.
• There are continuous monitors-
1. C
Comprehensive
p component
p monitor (CCM)
(CC ) – watches the
sensors and actuators in the OBD-II system
– Some of the components tested by the CCM include-
• Camshaft (CMP) and crankshaft (CKP) sensors
• Engine coolant temperature (ECT) sensor
• EVAP purge switch or sensor
• Inteke air temperature (IAT) sensor
• Knock sensor (KS)
• Manifold absolute p pressure ((MAP)) sensor
• Mass air flow (MAF) sensor
• Throttle position (TP) sensor
• Vehicle speed (CS) sensor
• Idle air control (IAC) solenoid
• Ignition control system
25
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AEL2501
2. Misfire monitor – Monitor the engine misfire.

– It compares acceleration of firing event and
determines if a cylinder is not firing correctly
3. Fuel monitor – the computer monitors short
short--
term fuel (STFT) and long-
long-term fuel trim
(LTFT).
(LTFT)
– Constantly updated adaptive fuel tables are stored in
NV RAM and used by the computer for
compensation
ti due
d tot wear andd aging
i off the
th fuel
f l
system components.
Fuel trim is expressed as ±% and represents the amount of fuel different from the anticipated amount.
PEMP
AEL2501
• Non-continuous monitors – run once per

vehicle drive cycle.
• Some
S off th
them are-
– O2S monitor
– O2S heater monitor
– Catalyst monitor
– EGR monitor
– EVAP monitor and so on…
26
PEMP
AEL2501
• Various diagnostic strategies can be applied to

sensors and actuators
• One such strategy to detect sensor circuit failure is
shown below:
ADC Conversion Value
ADC CPU No
Coolant 0.15<ADC value<4.85V
Temperature
Sensor
Yes
Failure Judged
Use Oil Temperature
To Engine Control routine

M.SECM
Ramaiah School of Advanced Studies - Bangalore
PEMP
AEL2501
OBD Testers
•Portable,
P bl user friendly
f i dl
•OBD diagnosis of control units with ISO* and SAE* protocols.
•Can test any automobile with OBD
•Integrated Thermal Printer
27
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AEL2501
• Single J1962 connection to all

OBDII compliant vehicles,
providing both power and
communications.
• Support for J1979 E/E Diagnostic
Test modes 1 through 7.
• Communication via SAE J1850
PWM, SAE J1850 VPW, ISO
9141-2 and ISO 14230-4 protocols.
• Automatic detection and selection
of relevant protocol.
• Plug-in program cartridge for
compatibility with future
requirements.
• Power-on self test routine Another Example
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AEL2501
Diagnostic Trouble Codes - DTC
28
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Summary
• The complete EMS for a gasoline engine has been
discussed in terms of - need for EMS, its
configuration,
g , specifications
p of components.
p
• Various control actions – fuel control, ignition
control and other control strategies implemented
in EMS have been discussed
• The role of embedded software and OBD have
been explained.
p
29

Engine Control Fundamentals

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Lecture delivered by:

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

• Introduction to Electronic engine control

M.S Ramaiah School of Advanced Studies - Bangalore

Introduction – Electronic Engine Control

M.S Ramaiah School of Advanced Studies - Bangalore

• The electronic engine control system consists of –

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

• Some of the other components in the ECU that

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

Fuel Delivery Systems

• Fuel management consists of metering the fuel , formation of the

• Spark Ignition Engines

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

Catalytic converters AEL2501

• A catalytic converter in the exhaust

• To remain within the catalytic converter window, the

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

• Exhaust Gas Recirculation (EGR)

M.S Ramaiah School of Advanced Studies - Bangalore

– A system links the exhaust manifold to the intake

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

• During coasting and braking,

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

Evaporative Emission Control

M.S Ramaiah School of Advanced Studies - Bangalore

Engine Control Functions

M.S Ramaiah School of Advanced Studies - Bangalore

2. Air flow measurement

• Injector pulse width calculation

M.S Ramaiah School of Advanced Studies - Bangalore

– The effective injector pulse width is a modification of

M.S Ramaiah School of Advanced Studies - Bangalore

DETERMINATION OF EFFECTIVE INJECTOR PULSE WIDTH

LAMBDA CONTROL CORRECTION

OPERATION DEPENDENT PULSE

BATTERY VOLTAGE CORRECTION

EFFECTIVE PULSE WIDTH

M.S Ramaiah School of Advanced Studies - Bangalore

Injection strategies – 3 commonly used strategies:

M.S Ramaiah School of Advanced Studies - Bangalore

– A sub system of the fuel control system working in closed-loop.

M.S Ramaiah School of Advanced Studies - Bangalore

M.S Ramaiah School of Advanced Studies - Bangalore

• Steady sate conditions:

M.S Ramaiah School of Advanced Studies - Bangalore

• Therefore, an anticipatory control strategy is adopted that

M.S Ramaiah School of Advanced Studies - Bangalore

Ignition control AEL2501

• The goal is to provide spark

M.S Ramaiah School of Advanced Studies - Bangalore

• Corrections to the base timing values are needed