1. A). Engine Management Systems.

Engine management systems are closed-loop electronic systems that maintain the optimum
operation of the Engine at varying speeds and loads while keeping exhaust emissions low.

These systems are controlled by an electronic control unit (ECU) that receives data from sensors
then processes it and sends a signal to control an actuator in order to archive optimum
operation of the engine. Any changes in engine operation are detected by the ECU through data
received from sensors. This ensures that the engine operation is monitored and maintained
continuously at all times as it is running.

B). Five requirements that led to the development of related engine management technology.

(i). Environment protection.

Vehicles emit carbon dioxide and other greenhouse gases and due to the increased number of
vehicles worldwide, it is a requirement that vehicles must produce very low emissions. This led
to the development of engine management technology so as to reduce the emissions that
contribute to global warming.

(ii). Fuel consumption.

 Older vehicles, before the development of engine management systems, were consuming more
fuel and could not run on lean mixtures. This led to the development of EMS for vehicles to
consume less fuel, run on lean mixtures and produce low emissions.

(iii). Safety and Reliability.

The need for safe and reliable vehicles led to the development of EMS so as to increase on the
safety and reliability of vehicles.

(iv). Convenience and Driveability.

The need for smooth operation and comfortable driving without any hesitations under all
operating conditions led to the development of engine management systems.

(v). Efficiency.
The optimum efficiency of an engine was only achieved on a short rpm range. This led to the
development of engine management systems to increase the range of rpm for great torque,
power and efficiency of the engine.

2. A). Torque-based engine management system structure for port fuel injection system (PFI).
B). Control strategies for engine modes of operations.

(i). Engine start-up.

At engine start-up, the engine doesn’t have to take long just cranking for it to start. The engine needs to
start with minimal delay and also not produce a lot of emissions. In order to accomplish this, the fuel
being delivered to the engine must meet the requirements for the cold conditions of the engine because
some of the fuel condenses due to cold engine components. An increase in the air/fuel ratio is required
by the ECU because the fuel condensation on the cold walls in the engine causes a decrease in amount
of usable fuel.

(ii). Idle speed.

When the engine is running at idle, the speed must be consistent therefore a balance has to be
maintained between the torque produced and the load on the engine due to accessories such as air-con
or any other loads. The ECU also has to compensate for the changes in the friction as the engine heats
up and provide the lowest possible idle speed that allows smooth running, low fuel consumption and
exhaust emissions.

(iii). Acceleration.

During acceleration, their is an increase in the throttle opening and engine load so the ECU must
increase on fuel to compensate for the learn mixture that comes about from the increased air due to the
sudden throttle opening. The ECU increases fuel supply in correspondence to the throttle angle to
provide enough fuel for the desired performance while still keeping the exhaust emission and fuel
consumption low. The ignition timing is also altered by the ECU in order to provide maximum torque.

(iv). Deceleration.

When decelerating, there is a fuel cut-off by the ECU in order not to have a very rich mixture at the end
of the deceleration. When the speed reduces below a certain point, the injection is resumed.

(v). Engine knock.

Engine knock occurs when the ignition timing is too advanced. This can cause engine damage depending
on the frequency. Unfortunately, the ignition timing for optimisation of torque, fuel economy and
exhaust emissions is in close proximity to the ignition timing that results in engine knock. Therefore, a
knock sensor is installed on the engine block to detect engine knock and send a signal to the ECU that is
proportional to the vibration to adjust the timing when a knock is detected.

3. A). Two advantages and disadvantages of GDI (Gasoline Direct Injection).

ADVANTAGES. DISADVANTAGES.
-Improved fuel economy. - Increased rates of cylinder bore wear.
-Reduced exhaust emissions. - More complex due to the increased number of components.

B). Difference in fuel delivery between a GDI and a PFI system.

 In A gasoline direct-injection (GDI) system, a fuel injector delivers a short squirt of fuel directly
into the combustion chamber while in a port fuel-injection system, an injector sprays the fuel in
the intake manifold near the intake valve.

C). Two basic modes of a GDI system.

STRATISFIED MODE.
This mode at low load and low speed operation. It gives better fuel economy and has the
potential to burn lean mixture

HOMOGENOUS MODE.
This mode is at higher loads and higher speeds. In this mode, fuel is injected early in the suction
stroke which leads to the formation of homogeneous mixture due to availability of sufficient
time for the mixture preparation.

4. 20 components of the schematic diagram engine management system.

1. Activated charcoal canister - Absorb fuel vapor from the tank and release it back into the engine
through the purge valve.

2. Hot film air mass sensor with integrated temperature – measure the amount of air flowing to the
engine.

3. Throttle device (electronic throttle control) – Electronic Throttle control for controlling the throttle
valve.

4. Regeneration valve – Also known as purge valve, it is used to admit fuel vapor from the canister to the
intake.

5. Intake manifold pressure sensor – This is a sensor the measures the mass of air in the intake manifold.

6. Fuel rail – Storage for fuel before it is sprayed by the injector

7. Fuel injector – This is an actuator used to meter the fuel being injected to the engine.

8. Actuators and sensors for variable valve timing – These are there for the control of the valve timing.

9. Ignition coil and spark plug – The coil builds the energy required to create an arc at the spark plug.

10. Camshaft phase sensor – This sensor sends signals for the position and speed of the camshaft.

11. Lambda sensor upstream of primary catalytic converter – This sensor measures the oxygen content
in the exhaust gases befoe the catalytic converter.

12. Engine ECU – This is the electronic control unit that controls the engine management system.

13. Exhaust gas recirculation valve – This is a solenoid valve that is controlled by the ECU to admit some
exhaust gas back into the intake to completely burn off the fuel.

14. Speed sensor – This is a sensor that sends signals to the ECU for the speed and position of the
crankshaft.

15. Knock sensor – This sensor monitors the vibration of the engine block and sends a signal to the ECU
for the frequency of the vibration.

16. Engine temperature sensor – This sensor mearsures the temperature of the engine coolant and
sends the signal to ECU.

17. Primary catalytic converter (three-way catalytic converter) – This device reduces the toxins and the
pollutants in the exhaust gases.

18. Lambda sensor downstream of primary catalytic converter – This sensor measures the amount of
oxygen in the exhaust gases after the catalytic converter.

19. CAN interface – This is a socket to plug in a diagnostic machine to scan for faults in the system.

20. Fault indicator lamp – This is an indicator lamp that comes on when their is a fault in the system.