15AE307J

Automotive Electrical and Electronics System

SYLLABUS
NEED FOR ELECTRONIC ENGINE MANAGEMENT / CONTROL

• the primary motivation for engine controls is government regulations

concerning emissions and fuel economy

The electronic engine control consisted of separate* subsystems for

• fuel control,
• spark control, and
• exhaust gas recirculation.
(*although engine control is evolving toward an integrated digital system)

• the primary purpose of fuel control is to optimize catalytic converter

efficiency

• the primary purpose of spark timing controls is to optimize some aspect of

engine performance (e.g., torque, power, BFSC, volumetric and thermal
efficiency)

• exhaust gas recirculation reduces NOx emission.

• secondary air helps to oxidize HC and CO in the exhaust manifold.

ELECTRONIC FUEL CONTROL SYSTEM:

Need of fuel injectors:

• For obtaining the stricter emission requirements catalytic converters were

introduced And for its effective working the very accurate control over the
air-fuel ratio must be there.

• The carburetor had failed to monitor the exact amount of oxygen in the
exhaust and thereby maintaining the correct air-fuel ratio for it.
• These drawbacks gave the birth to fuel injectors.

SI ENGINE FUEL INJECTION SYSTEM:

1. Single point fuel injection

2. Multi point fuel injection
3. Gasoline direct injection
GASOINE FUEL INJECTION:

1. Single Point Fuel Injection (SPFI)

• Single-point injection is an electronically controlled
injection system in which an electromagnetic fuel injector
injects the fuel intermittently into the intake manifold at a
central point ahead of the throttle valve.

• Single port injector placed before the throttle plate.

• It looks more or less like a carburetor.
• In this system one injector feeds all the cylinders. Some times two injectors may be
used side by side.
• The fuel sprayed by the injectors hits directly the blades of throttle valve and sticks
there.
• That's why the uniform distribution of the fuel in the air stream does not take place.
• This uneven distribution ultimately lowers the efficiency, performance and produces
low power.
• TBI systems usually runs at low pressure fuel systems i.e. 15 psi.
2. Multi Point Fuel Injection (MPFI)
• Multipoint injection creates the ideal preconditions for
satisfying the demands placed on a mixture formation
system. In multipoint injection systems, each cylinder is
assigned a fuel injector, which injects the fuel directly
ahead of that cylinder's intake valve.

• It means the number of injectors is more than two i.e. one injector for each cylinder
for ex, 6-cylinder = 6 injectors.
• Here the injector is situated at the intake plenum and pointed towards the intake
valve of a cylinder.
• There are two firing circuits provided in this system.
• Working pressure of fuel is about 45 psi.
• For the purpose of extra fuel during cold start, an additional injector is often
provided.
3. Direct-injection systems
• In direct-injection systems for internal mixture formation,
the fuel is injected directly into the combustion chambers by
electromagnetically actuated fuel injectors.

• Each cylinder is assigned a fuel injector. Mixture formation

takes place inside the cylinder.

• To ensure efficient combustion, it is essential that the fuel

be finely atomized when leaving the injectors.

Advantage of direct-injection system:

• no fuel can precipitate on the intake-manifold walls.
• With external mixture formation, the air-fuel mixture is generally present throughout
the entire combustion in a homogeneous state and in a stoichiometric ratio. On the
other hand, formation of the mixture in the combustion chamber permits two
completely different operating modes.
1. Stratified-charge operation
2. Homogeneous operation
Parts of MPFI
• Sensors
• ECU
• Injectors
• The electronic engine control system receives input electrical signals from
the various sensors that measure the state of the engine.

• From these signals, the controller generates output electrical signals to the
actuators that determine the engine calibration (i.e., correct fuel delivery
and spark timing).

Inputs to Controllers
1. Throttle position sensor (TPS)
2. Mass air flow rate (MAF)
3. Engine temperature (coolant temperature) (CT)
4. Engine speed (RPM) and angular position
5. Exhaust gas recirculation (EGR) valve position
6. Exhaust gas oxygen (EGO) concentration

Outputs from Controllers

1. Fuel metering control
2. Ignition control
3. Ignition timing
4. Exhaust gas recirculation control
• Crankshaft speed/position-Inductive pickup (digital)
• Camshaft position-Inductive pickup (digital)
• Throttle position-Potentiometer (analog)
• Air flow rate-Moving vane with a potentiometer or a hot wire probe
(analog)
• Inlet manifold absolute pressure-Strain-gauged diaphragm (analog)
• Air temperature-Thermistor (analog)
• Coolant temperature-Thermistor (analog)
• Air-fuel ratielambda sensor (digital or analog)
• Knock detector-Accelerometer (analog)
Calibration
• The definition of engine calibration is the setting of the air/fuel ratio and
ignition timing for the engine.
• With the new electronic control systems, calibration is determined by the
electronic engine control system.

ENGINE MAPPING
• The development of any control system comes from knowledge of the plant, or
system to be controlled.
• In the case of the automobile engine, this knowledge of the plant (the engine)
comes primarily from a process called engine mapping.
• For engine mapping, the engine is connected to a dynamometer and operated
throughout its entire speed and load range.
• Measurements are made of the important engine variables while quantities,
such as the air/fuel ratio and the spark control, are varied in a known and
systematic manner.
• Such engine mapping is done in engine test cells that have engine
dynamometers and complex instrumentation that collects data under computer
control.
• From this mapping, a mathematical model is developed that explains the
influence of every measurable variable and parameter on engine performance.
• It is the task of the electronic control system to set the calibration for each
engine operating condition.
Its most important functions are the control of:

• starting and post-start enrichment,

• warm-up enrichment,
• acceleration enrichment,
• full-throttle enrichment,
• overrun fuel cutoff,
• engine-speed limitation,
• idle-speed control,
• altitude compensation,
• closed-loop lambda control.
• The primary function of this fuel control system is to accurately determine
the mass air flow rate into the engine. Then the control system
precisely regulates fuel delivery such that the ratio of the mass of air to the
mass of fuel in each cylinder is as close as possible to stoichiometry (i.e.,
14.7).

• The amount of fuel entering the engine depends upon the time for which
the valve remains open and this time is called the ' pulse width'.
• So ECU decides the pulse width actually.
• ECU calculates this pulse width which varies according to the operating
conditions of the engine.
1] Open Loop Operation :
• During cold start or idle start the system works on the open loop operation.
For this purpose the starter switch is also connected to the MPFI system.
• As the key rotates over the shift lever the MPFI system set over the open
loop mode and started.
• In this mode of operation the oxygen sensors are ignored by the ECU. And
the MPFI controls to a fixed fuelling map.
• The mass air flow rate into the engine is measured. Then the fuel control
system determines the quantity of fuel to be delivered to meet the required
air/fuel ratio.

2] Closed Loop Operation :

• When the engine is connected to any drive or any gear, the system started to
operate on the closed loop mode of control.
• In this mode the system works normally as the specified air-fuel ratio and
using all the sensors.
ADVANTAGES OF MPFI:

1) More uniform Air-Fuel mixture will be supplied to each cylinder, hence the
difference in power developed in each cylinder is minimum. Vibration from
the engine equipped with this system is less, due to this there is an
improvement in the life of engine components.

2) No need to crank the engine twice or thrice in case of cold starting as

happens in the carburetor system.

3) Gives immediate response, in case of sudden acceleration / deceleration.

4) Since the engine is controlled by ECM or ECU, more accurate amount of

Air-Fuel mixture will be supplied and as a result complete combustion will
take place. This leads to effective utilization of fuel supplied and hence low
emission level.

5) The mileage of the vehicle will be improved.

CONVENTIONAL IGNITION SYSTEM
VIEW OF THE CB POINT
IGNITIO
N
RESISTO
R
ELECTRONIC IGNITION SYSTEM
• Higher mileage, reduced emissions and greater reliability.
• Much stronger spark which is needed to ignite leaner fuel mixtures.
• Breaker point systems needed a resistor to reduce the operating voltage of the
primary circuit to prolong the life of the points.
• The primary circuit of the EIS operate on full battery voltage which develops a
stronger spark.
• Spark plug gaps have widened due to the ability of the increased voltage to
jump the larger gap.
• Cleaner combustion and less deposits have led to longer spark plug life.
• Electronic Ignition systems differ only slightly from conventional point
ignition systems.
• Like conventional ignition systems, electronic systems have two circuits:
• a primary circuit and a secondary circuit.
• The entire secondary circuit is the same as in a conventional
ignition system.
• In addition, the section of the primary circuit from the battery to the battery
terminal at the coil is the same as in a conventional ignition system.
• When the ignition switch is turned on, primary current flows from the battery
through the ignition switch to the coil primary windings.

• Primary current is turned on and off by the action of the armature as it

revolves past the pickup coil or sensor.

• As each tooth of the armature nears the pickup coil, it creates a voltage that
signals the electronic module to turn off the coil primary current.
• A timing circuit in the module will turn the current on again after the coil field
has collapsed.

• When the current is off, the magnetic field built up in the coil is allowed to collapse,
which causes a high voltage in the secondary windings of the coil.

• The high voltage induced in the secondary is distributed to different spark

plugs.
Weights held close Weights pulled out
3. PROGRAMMED IGNITION SYSTEM / ELECTRONIC SPARK ASVANCE
(ESA)
Programmed ignition has several advantages.
● The ignition timing can be accurately matched to the individual application
under a range of operating conditions.

● Other control inputs can be utilized such as coolant temperature and

ambient air temperature.

● Starting is improved and fuel consumption is reduced, as are emissions, and

idle control is better.
● Other inputs can be taken into account such as engine knock.
● The number of wearing components in the ignition system is considerably
reduced.

Programmed ignition, or ESA, can be a separate system or be included as part

of the fuel control system.
• Engine speed and position – crankshaft sensor
• Engine load – manifold absolute pressure sensor
• Engine temperature – coolant sensor
• Detonation – knock sensor
 DISTRIBUTERLESS IGNITION SYSTEM (DIS)

1. No timing adjustments
2. No distributor cap and rotor
3. No moving parts to wear out
4. No distributor to accumulate moisture and cause starting problems
5. No distributor to drive thus providing less engine drag
DISTRIBUTORLESS IGNITION SYSTEM
The spark plugs are fired directly from the coils.
The spark timing is controlled by an Ignition Control
Unit (ICU) and the Engine Control Unit (ECU).

The distributorless ignition system may have one

coil per cylinder, or one coil for each pair of
cylinders.
DISTRIBUTORLESS IGNITION SYSTEM WASTE
SPARK
 Some systems use one ignition coil per two cylinders.
This type of system is often known as the waste spark
distribution method.
 In this system, each cylinder is paired with the
cylinder opposite in the firing order (usually 1-4, 2-3 on
4-cylinder engines or 1-4, 2-5, 3-6 on V6 engines).
 The ends of each coil secondary leads are attached to
spark plugs for the paired opposites.
 These two plugs are on companion cylinders, cylinders
that are at Top Dead Center (TDC) at the same time.
DISTRIBUTORLESS IGNITION SYSTEM WASTE
SPARK
 But, they are paired opposites, because they are always
at opposing ends of the 4 stroke engine cycle.
 When one is at TDC of the compression stroke, the other is
at TDC of the exhaust stroke.
 The one that is on compression is said to be the
event cylinder and one on the exhaust stroke, the
waste cylinder.
 When the coil discharges, both plugs fire at the same time
to complete the series circuit.
DISTRIBUTORLESS IGNITION SYSTEM WASTE
SPARK
 Since the polarity of the primary and the secondary
windings are fixed, one plug always fires in a forward
direction and the other in reverse.
 This is different than a conventional system firing all
plugs the same direction each time.
 Because of the demand for additional energy; the coil
design, saturation time and primary current flow are also
different.
 This redesign of the system allows higher energy to
be available from the distributorless coils, greater
than 40 kilovolts at all rpm ranges.