Class5

Chapter 2
Recap

Conventional components

Importance for non mech/auto engineer

Engine control system
Before we go ahead…….

What you expect from an engine?

1. High torque
2. high power
3. Less fuel consumption
4. Less weight
5. Low emission
6. Smooth running performance.
Is it possible to achieve all these?

No, not possible with conventional system

Is it possible to achieve with electronic control system?

No, not possible ……

But we can go for optimized solution with help of ECM

 MOTIVATION FOR ELECTRONIC ENGINE CONTROL

 The first came about as a result of legislation to regulate

automobile exhaust emissions under the authority of the
Environmental Protection Agency (EPA).

 The second was a thrust to improve the national average

fuel economy by government regulation.

 Automotive exhaust emission control requirements

started in the United States in 1966 when the California
state
 Exhaust Emissions

 Fuel Economy
Practical failure
What is that we can control/manage in engine?

 Temperature in an engine
 Emission control
 Injection timing and quantity
 Ignition timing
 Knocking
Engine control system
 Components of Engine control system

Injection system

Ignition system
Injection system
ECU architecture
Overall the tasks performed by the ECM in regards to ignition are as follows

1. Provides a method of turning a spark ignition engine on & off.

2. Operates on various supply voltages (Battery & Alternator)

3. Produces high voltage arcs at the spark plug electrode.

4. Distributes spark to each plug in correct sequence.

5. Times the spark so that it occurs as the piston nears the TDC on the
compression stroke.
Other functions of Engine control unit are

1. Exhaust gas recirculation

2. Secondary air injection system

3. Lambda control

4. EVAP system.

5. Idle Air Control Systems

Design control system to control reduce the fuel consumption
Stoichiometry

When fuel is burnt CO2 and H20 should be formed in an ideal case

But that never happens …. Which produces HC, CO, Nox…..

So to design first we have to make sure that fuel is burnt completely…

How ?

Here comes the stoichiometry ……

It says optimum combustion takes places when air/fuel ratio is 14.7:1

So you all agree that we need to control the lambda.

But how ?
Design control system to control exhaust particles….

EGR systems to reduce Nox

Secondary air injection system
Catalytic converter
Design control system to for idle speed control
Lesson plan
idle speed control
 Control Systems

 Openl oop and closed loop control

 Proportional controller
 Integral controller
 Proportional integral controller
 Proportional integral derivative controller
Secondary AirSeinjection system
Three-Way Catalytic Converter Systems (TWC)
Catalytic Converters

There are two types

 Reduction catalyst

 Oxidation catalyst

 The reduction catalyst is the first stage of the catalytic converter.

 It uses platinum and rhodium to help reduce the NOx emissions.

 When an NO or NO2 molecule contacts the catalyst, the catalyst rips the
nitrogen atom out of the molecule and holds on to it, freeing the oxygen in the
form of O2. The nitrogen atoms bond with other nitrogen atoms that are also
stuck to the catalyst, forming N2.

2NO => N2 + O2 or 2NO2 => N2 + 2O2

  Oxidation catalyst

 The oxidation catalyst is the second stage of the catalytic converter.

 It reduces the unburned hydrocarbons and carbon monoxide by burning

(oxidizing) them over a platinum and palladium catalyst.

 This catalyst aids the reaction of the CO and hydrocarbons with the remaining
oxygen in the exhaust gas.

 For example:
2CO + O2 => 2CO2
Open loop control and closed loop control
Design control system for Idle 800rpm
Recap

 Discussed about the Injection system as open loop

 Discussed Injection system as closed loop

 Discussed about EGR and its effect on engine performance

 Discussed about Secondary injection systems

 Discussed about catalytic converters

 Idle air controller

 Engine Control Sequence

 fuel control begins with engine start

 During engine cranking the mixture is set rich by an amount depending on the
engine temperature

 In this mode the mass air flow is measured (via MAF sensor).

 The correct fuel amount is computed in the electronic controller as a function of

engine temperature

 Once the EGO sensor has reached its operating temperature and starts working.

 EGO sensor signal is read by the controller and the system begins closed-loop
operation
Open-Loop Control
 Inputs are

 1. MAF (Ma)
 2. Accelerator pedal position sensor
 3. RPM
 4. coolant temperature

 Output from controller

 Fuel injection quantity(Mf)

For a fully warmed-up engine, this ratio is 1/14.7

For a very cold engine, the mixture ratio can go as low as about 2
Closed-Loop Control

 Inputs are

 1. MAF (Ma)
 2. Accelerator pedal position sensor
 3. RPM
 4. coolant temperature
 5. EGO sensor

 Output from controller

 Fuel injection quantity(Mf)

Waveforms in a Closed-Loop Fuel Control System
Measuring Air Mass

There are two methods of determining the mass flow rate of air

 sensor that directly measures mass air flow rate

 speed-density method.
Measuring Air Mass

For a given volume of air (V )

The density of the air (da) is the ratio of the mass of

air in that volume (Ma) divided by V

mass flow rate is the product of the volume flow rate and the air
density

Ma = daV
air is assumed to be moving through a
uniform tube past a reference point for
specific period of time

Rm = mass flow rate of air flowing

through the intake manifold
Rv = volume flow rate of air flowing
through the intake manifold
da = air density in the intake manifold
The air density in the intake manifold can be computed from measurements of the
intake manifold absolute pressure and the intake manifold air temperature (Ti ).

The intake manifold absolute pressure is determined by the ambient air pressure,
throttle position as set by the driver, the RPM.

The density of any gas (including air) is directly proportional to pressure and inversely
proportional to absolute temperature.

do= standard density

Po=standard pressure
To=standard temperature
 volume flow rate

The engine acts like an air pump during intake. If it were a perfect pump, it would draw in
a volume of air equal to its displacement for each of two complete crankshaft revolutions

Including EGR
ELECTRONIC IGNITION
FEDERAL GOVERNMENT TEST PROCEDURES
CAFÉ (corporate average fuel economy)
 DEFINITION OF ENGINE PERFORMANCE TERMS

 Power
The power delivered by the engine to the dynamometer is called the
brake power and is designated Pb

Power that is actually developed in the engine is called as the indicated power of the
engine and is denoted Pi.

Pb = Pi - friction and other losses.

 BSFC(brake-specific fuel consumption)

Fuel economy can be measured while the engine delivers power to the
dynamometer.

fuel flow rate (rf )

brake power output (Pb)
 Thermal Efficiency
Thermal efficiency expresses the mechanical energy that is delivered to the
vehicle relative to the energy content of the fuel.

Only 20% of the energy is being used to drive the wheels.

 Calibration

The definition of engine calibration is the setting of the air/fuel ratio and
ignition timing for the engine
Effect of Air/Fuel Ratio on Performance
 stoichiometric mixture

A relatively low air/fuel ratio, below 14.7 (corresponding to l < 1), is called a rich
mixture;

an air/fuel ratio above 14.7 (corresponding to l > 1) is called a lean mixture

Recap

 Discussed about the Injection system as open loop

 Discussed Injection system as closed loop

 Discussed about EGR and its effect on engine performance

 Discussed about Secondary injection systems

 Discussed about catalytic converters

 Idle air controller

 Quantity of fuel

 The quantity of fuel F delivered to any cylinder is proportional to the time T that this
valve is opened:

fuel flows at a rate Rf (in gal/sec)

 The controller also determines the correct time for fuel delivery to correspond to
the intake stroke for the relevant cylinder.

 This timing is determined by measurements of crankshaft and camshaft position

sensors
Lesson plan
 CONTROL MODES FOR FUEL CONTROL

 engine control system is responsible for controlling fuel and ignition for all possible
engine operating conditions.

 operating modes are sufficiently great that different software is used for each.

 control system must determine the operating mode from the existing sensor data and
call the particular corresponding software routine.

 CONTROL MODES

 engine crank,
 engine warm-up,
 open-loop control,
 Closed loop control,
 hard acceleration,
 deceleration, and
 idle.
 When the ignition key is switched on initially, the mode control logic automatically
selects an engine start control.

 engine start control scheme that provides the low air/fuel ratio required for starting
the engine

 Once the engine RPM rises above the cranking value, the controller identifies the
“engine started” mode

 Passes control to the program for the engine warm-up mode.

 This mode keeps the air/fuel ratio low to prevent engine stall during cool weather
until the engine coolant temperature rises above some minimum value.

 The instantaneous air/fuel is a function of coolant temperature.

 When the coolant temperature rises sufficiently, the mode control logic directs the
system to operate in the open-loop control mode

 until the EGO sensor warms up enough to provide accurate readings

 When the sensor has indicated rich at least once and after the engine has been in
open loop

 control mode selection logic selects the closed-loop mode for the system

 The engine remains in the closed-loop mode until either the EGO sensor cools and
fails to read a rich mixture for a certain length of time or a hard acceleration or
deceleration occurs.

 If the sensor cools, the control mode logic selects the open-loop mode again.

 During hard acceleration or heavy engine load, the control mode selection logic
chooses a scheme that provides a rich air/fuel mixture for the duration of the
acceleration or heavy load.

 This scheme provides maximum torque but relatively poor emissions control and poor
fuel economy regulation as compared with a stoichiometric air/fuel ratio

 During periods of deceleration, the air/fuel ratio is increased to reduce emissions of

HC and CO due to unburned excess fuel
 When idle conditions are present, control mode logic passes system control to
the idle speed control mode.

 In this mode, the engine speed is controlled to reduce engine roughness and
stalling that might occur because the idle load has changed due to air conditioner
compressor operation, alternator operation, or gearshift positioning from
ark/neutral to drive, although stoichiometric mixture is used if the engine is warm.
engine crank and engine warm-up,

What if Coolant temperature sensor fails ?

time function to limit the duration of the engine warm-up mode

Quantity of fuel is given by the air charge divided by the
desired air/fuel ratio:

The quantity of air drawn into the cylinder, A, is computed from the mass air
flow rate and the RPM.

If the number of cylinders is N then the air charge (mass) in each

cylinder during one revolution is
Fuel injector pulse duration T

fuel quantity is computed using the known fuel injector delivery

rate Rf :

This pulse width is known as the base pulse width

Open-Loop Control

For a warmed-up engine, the controller will operate in an open loop if the closed-loop
mode is not available for any reason.

But base pulse width Tb is computed as described, except that the desired air/fuel ratio
(A/F )d is 14.7 (stoichiometry):
Closed-Loop Control

In the open-loop mode the accuracy of the fuel delivery is dependent on the accuracy of
the measurements of the important variables.

However, any physical system is susceptible to changes with either operating conditions
(e.g., temperature) or with time (aging or wear of components).
Recall , output voltage of the sensor is high (approximately 1 volt) when the exhaust
oxygen concentration is low.

The time-average EGO sensor output voltage provides the feedback signal for fuel
control in the closed-loop mode.

The instantaneous EGO sensor voltage fluctuates rapidly from high to low values, but
the average value is a good indication of the mixture.

fuel delivery is regulated by the engine control system by controlling the pulse duration
(T ) for each fuel injector.
A representative algorithm for fuel injector pulse duration for a given injector during the
nth computation cycle, T(n), is given by
Acceleration Enrichment

 The computer detects this condition by reading the throttle angle sensor
voltage.

 High throttle angle corresponds to heavy engine load and is an indication

that heavy acceleration is called for by the driver

Deceleration Leaning

During periods of light engine load and high RPM such as during coasting or
hard deceleration, the engine operates with a very lean air/fuel ratio to reduce
excess emissions of HC and CO.

Idle Speed Control

ELECTRONIC IGNITION CONTROL
Torque versus SA for Typical Engine
During startup Secondary air to exhaust manifold.

During warm up Secondary air to exhaust manifold.

During open loop Secondary air to catalytic converter.

During closed loop Secondary air to catalytic converter.

Hard Acceleration Secondary air to intake.

Deceleration and Idle Secondary air to intake.

Starting and charging systems
 To make an enginestart it must be turned at some speed, so that it sucks fuel and air
into the cylinders, and compresses it.

 The powerful electric starter motor does the turning.

 Its shaft carries a small pinion (gear wheel) which engages with a large gear ring
around the rim of the engine flywheel.

 The starter needs a heavy electric current, which it draws through thick wires from
the battery.

 The switch has to be turned on and off very quickly to avoid dangerous, damaging
sparking. So a solenoid is used - an arrangement where a small switch turns on an
electromagnet to complete the circuit.

 The starter switch is usually worked by the ignition key. Turn the key beyond the
'ignition on' position to feed current to the solenoid.

 The ignition switch has a return spring, so that as soon as you release the key it
springs back and turns the starter switch off.
 When the switch feeds current to the solenoid, the electromagnet attracts an iron
rod.

 The movement of the rod closes two heavy contacts, completing the circuit from the
battery to the starter.

 The rod also has a return spring -when the ignition switch stops feeding current to
the solenoid, the contacts open and the starter motor stops.

 The return springs are needed because the starter motor must not turn more than it
has to in order to start the engine.

 The reason is partly that the starter uses a lot of electricity, which quickly runs down
the battery.

 Also, if the engine starts and the starter motor stays engaged, the engine will spin
the starter so fast that it may be badly damaged.

 The starter motor itself has a device, called a Bendix gear, which engages its pinion
with the gear ring on the flywheel only while the starter is turning the engine.
 It disengages as soon as the engine picks up speed, and there are two ways by
which it does so - the inertia system and the pre-engaged system.

 The inertia starter relies on the inertia of the pinion - that is, its reluctance to begin
to turn.

 The pinion is not fixed rigidly to the motor shaft - it is threaded on to it, like a freely
turning nut on a very coarse-thread bolt.

 Imagine that you suddenly spin the bolt: the inertia of the nut keeps it from turning
at once, so it shifts along the thread of the bolt.

 When an inertia starter spins, the pinion moves along the thread of the motor shaft
and engages with the flywheel gear ring.

 It then reaches a stop at the end of the thread, begins to turn with the shaft and so
turns the engine.
 Once the engine starts, it spins the pinion faster than its own starter-motor shaft.

 The spinning action screws the pinion back down its thread and out of
engagement.

 The pinion returns so violently that there has to be a strong spring on the shaft to
cushion its impact.

 The violent engagement and disengagement of an inertia starter can cause heavy
wear on the gear teeth.

 To overcome that problem the pre-engaged starter was introduced, which has a
solenoid mounted on the motor.

 As well as switching on the motor, the solenoid also slides the pinion along the
shaft to engage it.
 Evaporative Emissions Canister Purge

 evaporative gases are collected by a charcoal filter in a canister

 The collected fuel is released into the intake through a solenoid valve controlled by
the computer
Alternator

 Supply the current demands made by all loads.

 Supply whatever charge current the battery

demands.

 Operate at idle speed.

 Supply constant voltage under all conditions.

 Provide an indication of correct operation

 Battery

Voltage
Alternator Rectifier
regulator

Electrical
Loads
Major Parts

•Battery

•Alternator

•Regulator
•Provides power to the electrical components and accessories,
When the vehicle is running.

•Converts mechanical energy to electrical energy

(Driven by Crankshaft, with the help of a drive-belt)

•The out put of alternator is DC, but actually AC voltage is generated

and then converted to DC.
B is out-put and supplies current to the battery

IG is ignition input, it turns on the alternator/regulator assembly.

S is used by the regulator to monitor charging voltage at the battery.

L is the wire that regulator uses to ground the charge warning lamp.
•A rotating field winding called the rotor.
•A stationary induction winding called the stator.
•A diode assembly called the rectifier bridge.
•A control device called the voltage regulator.
•Two internal fans to promote air circulation.
•Regulator is the brain of the alternator.

•It controls the alternator out-put (Typically 13V to 15V).

•It monitors both battery and stator voltages and depending on the measured
voltages, the regulator will adjust the amount of rotor field current to control
alternator output.

•Electronic voltage regulator introduces more resistance between the

rotor windings and battery to reduce the alternator out-put.

•Mounted internally Externally

 •The Diode Rectifier Bridge is responsible for the conversion or rectification
of AC voltage to DC voltage.
•Six or eight diodes are used to rectify the AC stator voltage to DC voltage.
•Half of these diodes are use on the positive side and the other half are on
the negative side.(mounted on a heat-sink)
Forward Biased acts as a conductor (Current passes through)

Reverse Biased acts as an insulator (Current does not pass)

•The rotor field winding creates the magnetic field that induces voltage into
the stator.

•The rotor spins creating an alternating magnetic field, North, South,

North, South, etc.

•Each end of the rotor field winding is attached to a slip ring. Stationary
brushes connect the alternator to the rotor.

•The rotor assembly is supported by bearings.

•The alternating magnetic field from the spinning rotor induces an alternating
voltage into the stator winding.

•The strength of the magnetic field and the speed of the rotor affect the amount of
voltage induced into the stator.
DELTA Delta wound stators can be identified because they have only
three stator lead ends.

•Delta stators allow for higher current flow being

delivered at low RPM.

•The windings are in parallel

Wye (Y) wound stator have three windings with a common neutral junction.

•Can be identified by 4 stator leads.

•Used in alternators that require high voltage output at low alternator speeds.

•Two windings are in series at any one time during charge output.
Two stationary carbon brushes ride on two
rotating slip rings. Bushes are either
soldered or bolted.