Gasoline-engine management Technical requirements 4 Cylinder charge 5 Mixture formation 7 Ignition 10 Inductive ignition systems 13 Gasoline-injection systems Overview 16 ME-Motronic engine management The overall Motronic system 18 Cylinder-charge control systems 21 Fuel system 28 Operating-data acquisition 34 Operating-data processing 42 Operating conditions 47 Closed-loop idle-speed control 52 Lambda closed-loop control 52 Evaporative-emissions control system 55 Knock control 57 Boost-pressure control 58 Protective functions 59 Improved drivability 60 Cruise control 60 Integrated diagnosis 62 ECU 68 Interfaces to other systems 70 ME-Motronic engine management Electronic engine-management sys- tems have advanced to become decisive factors in promoting fuel economy and enhancing the motor vehicles environ- mental compatibility. The engine-management systems pri- mary assignment is to furnish the torque requested by driver demand while at the same time ensuring maximum fuel econ- omy and minimum emissions. The ME- Motronic engine-management system for the gasoline engine (also known as the spark-ignition (SI) or Otto-cycle en- gine), unites all of the subsystems re- quired to meet this challenge: The elec- tronic throttle control (ETC, or drive by wire) regulates the flow of induction air to satisfy instantaneous torque demand, while the fuel-injection subsystem regu- lates fuel mass. Meanwhile, the ignition subsystem governs ignition timing and the generation of spark energy. ME-Motronics capabilities extend even further to embrace coordinated action with other automotive systems designed to enhance comfort, convenience and safety for the user. An example is the way ME-Motronic adjusts torque levels to en- sure maximum traction in response to demands from the ABS and ESP sys- tems. Progress in satisfying this highly varie- gated range of engine-management functions has been marked by ever- closer coordination of the individual sub- systems. This brochure explains the design concept behind ME-Motronic engine management as well as how the system operates. Conventional Motronic systems are de- scribed in a publication from this series entitled M-Motronic engine manage- ment. MEMotronic 20 ME-Motronic system diagram U M K 1 6 7 4 Y Fig. 2 C A N 1 2 1 0 1 7 1 8
1 9
2 0
1 1 1 2 1 3 1 6 2 5 1 4 2 1 2 4 2 3 2 2 3 4 5 6 7 8 9 1 5 1 6 M E - M o t r o n i c
e n g i n e
m a n a g e m e n t
M E 7
( E x a m p l e ) 1 A c t i v a t e d - c h a r c o a l
c a n i s t e r , 2 C h e c k
v a l v e , 3 C a n i s t e r - p u r g e
v a l v e , 4 I n t a k e - m a n i f o l d
p r e s s u r e
s e n s o r , 5 F u e l
r a i l / I n j e c t o r , 6 I g n i t i o n
c o i l / S p a r k
p l u g , 7 P h a s e
s e n s o r , 8 E l e c t r i c
s e c o n d a r y - a i r
i n j e c t i o n
p u m p , 9 S e c o n d a r y - a i r
i n j e c t i o n
v a l v e , 1 0 A i r - m a s s
m e t e r , 1 1 T h r o t t l e - v a l v e
a s s e m b l y
( E T C ) , 1 2 E G R
v a l v e , 1 3 K n o c k
s e n s o r , 1 4 R P M
s e n s o r , 1 5 T e m p e r a t u r e
s e n s o r , 1 6 L a m b d a
o x y g e n
s e n s o r , 1 7 E l e c t r o n i c
c o n t r o l
u n i t
( E C U ) , 1 8 D i a g n o s i s
i n t e r f a c e , 1 9 D i a g n o s i s
l a m p , 2 0 V e h i c l e
i m m o b i l i z e r , 2 1 T a n k
p r e s s u r e
s e n s o r , 2 2 I n - t a n k
p u m p
a s s e m b l y , 2 3 A c c e l e r a t o r - p e d a l
m o d u l e , 2 4 B a t t e r y . Cylinder-charge control systems Throttle-valve control On spark-ignition engines with external mixture formation, the prime factor determining output force and thus power is the cylinder charge. The throttle valve controls cylinder charge by regulating the engines induction airflow. Conventional systems Conventional layouts rely on mechanical linkage to control the throttle valve. A Bowden cable or linkage rod(s) translate accelerator-pedal travel into throttle- valve motion. To compensate for the cold engines higher levels of internal friction, a larger air mass is required and supplementary fuel must be injected. Increased air flow is also required to balance drive-power losses when ancillaries such as air- conditioning compressors are switched on. This additional air requirement can be met by an air-bypass actuator, which controls a supplementary air stream routed around the throttle valve (Figure 2). Yet another option is to use a throttle- valve actuator designed to respond to demand fluctuations by readjusting the throttle valves minimum aperture. In both cases, the scope for electronic manipulation of airflow to meet fluctuating engine demand is limited to certain functions, such as idle control. Systems with ETC In contrast, ETC (electronic throttle control) employs an ECU to control throttle-valve travel. The throttle valve forms a single unit along with the throttle- valve actuator (DC motor) and the throttle-valve angle sensor: This is the throttle-valve assembly (Figure 1). Two mutually-opposed potentiometers monitor accelerator-pedal travel as the basis for controlling this type of throttle- Cylinder- charge control systems 21 ETC system Fig. 1 U M K 1 6 2 7 E Principle of air control using air bypass valve 1 Idle valve (bypass valve), 2 ECU, 3 Throttle valve, 4 Bypass tract. Fig. 2 U M K 1 6 7 7 Y Engine-management ECU Accelerator-pedal module Throttle-valve assembly M CAN Sensors Actuators Monitoring module C 1 4 2 3 U B n T M
Designs of Input and Output Driver Circuits For 16-Bit Electronic Control Unit (Ecu) and Development of Control Strategy For Ecu Using These I o Driver Circuits