Engine Management

Engine management systems
THE ENGINE MANAGEMENT SYSTEM FOR

GASOLINE AND DIESEL ENGINES
References
Automotive Handbook R. Bosch/SAE
Gasoline-engine management R. Bosch/SAE
Diesel-engine management R.Bosch/SAE
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
The engine management system

The engine management system ensures that the driver request is implemented;
for example, it converts the acceleration/deceleration requests into a
corresponding engine output.
During its evolution electronic engine control progressively increases the number
of engine subsystems it manages and kind of tasks it performs. This development is
necessary to provide the needed accuracy and adaptability in order to minimise
exhaust emissions and fuel consumption, provide optimal driveability for all
operating condition, minimise evaporative emission (gasoline engines) and
provide system diagnosis when malfunctions occur.
In order to meet these objectives the control system has been organised in
different functions. Each function manages a specific engine activity and is in
charge to accomplish some definite target. The engine operating conditions are
supervised by a finite state machine that defines the engine states and manages
the transition between these states.
In the next slides a brief description of objectives, functions, components and
engine modes of the controls, both for Spark ignition engines and for Diesel
engine, is performed.

Exhaust Emissions
The engine exhaust consists of products from the combustion of the air and fuel mixture. Under perfect
combustion 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 water, carbon monoxide (CO), oxides of nitrogen (NOX) and hydrocarbon (HC)
occur in the exhaust as a result of combustion reaction. Additives and impurities in the fuel also generate
minute quantities of pollutants such as lead oxides, lead halogenides and sulphur oxides. In diesel
engines there is also an appreciable amount of soot created. In Europe and United States the level of
pollution, in terms of HC, CO, NOX and, for diesel engines, particulates emitted in a vehicles exhaust, is
regulated by law.
Fuel consumption
A lot of different factors are working in partnership to make of central importance fuel economy:
The need of a better and more rational use of energetic resources to reach a sustainable growth
The fuel price increase and its market consequence
the legislation requirements both in Europe and in USA
The electronic engine control system provides the fuel metering and ignition timing precision required to
minimise fuel consumption.
Driveability
Another requirement of the electronic engine control system is to provide acceptable driveability under
all operating conditions. No stalls, hesitations or other objectionable roughness should occur under
vehicle operation. Driveability is influenced by almost every operation of the control system and, unlike
exhaust emissions or fuel economy, is not easily measured. Other factors that influence driveability are
the idle speed control, EGR control and evaporative emissions control.
Evaporative Emissions (Gasoline engine only)

Hydrocarbon (HC) emissions in the form of fuel vapours escaping from the vehicle are closely
regulated. The prime source of these emissions is the fuel tank. Due to ambient heating of the fuel and
the return of unused hot fuel from the engine, fuel vapours are generated in the tank. The evaporative
emission control system (EECS) is used to control the evaporative HC emissions. The fuel vapours are
rotated to the intake manifold via the EECS and they are burned in the combustion process. The quantity
of fuel vapours delivered to the intake manifold must be metered such that exhaust emissions and
driveability are not adversely effected. The metering is provide by a purge control whose function is
controlled by the electronic control unit.
System Diagnostics
The purpose of system diagnostics is to provide a warning to the driver when the control system
determines a malfunction of a component or a system and to assist the service technician in identify
and correct the failure. To the driver the engine may appear to be operating correctly, but excessive
amounts of pollutants may be emitted. The ECU determines a malfunction has occurred when a sensor
signal, received during normal engine operation or during a system test, indicates there is a problem. For
critical operations such as fuel metering and ignition control, if a required sensor input is faulty, a
substitute value may be used by the ECU so that the engine will continue to operate.
Starting from 2001 (Euro3) the European On Bord Diagnosis (EOBD) statutes require that, when a failure
occur in a system critical for exhaust emissions, the malfunctioning indicator lamp (MIL), visible to the
driver, must be illumined. Information on the failure is stored in the ECU. A service technician can retrieve
the information on the failure on the ECU and correct the problem.

System layout
From and towards
other vehicle systems control
ECU
SENSORS
ACTUATORS
The engine control system includes:

sensors for the detection of the engine operating modes
electronic control unit (ECU) which elaborates the signal values supplied by the
sensor, according to defined control strategies and algorithms, and defines the actions to
be delivered to the actuators
actuators which have the task to actuate the defined commands

The key sensors
Load sensor (Mass Flowmeters) Mass flowmeters operate according to the hot-wire or
hot-film principle without any moving mechanical part inside the unit. The closed-loop
control circuit in the meters housing maintains a constant temperature differential
between a fine platinum wire or thin-film resistor and the passing air stream. The
current required for heating provides an extremely precise, albeit nonlinear, index of air-mass
flow rate; the ECU converts the signal into linear form. Due to its closed-loop design, this airmass meter can monitor flow variations in the millisecond range.
Oxygen sensor The fuel metering system of spark ignition engine employs the
exhaust-gas residual-oxygen content as measured by the lambda oxygen sensor to
regulate very precisely the air/fuel mixture for combustion to the value lambda = 1
(stoichiometric combustion). The oxygen sensor is a solid electrolyte made of ZrO ceramic
material that becomes electrically conductive for oxygen ions at temperature higher than
300C. A galvanic charge is generated at the sensor terminals, which are design as porous
platinum thick-film electrodes and coated with a ceramic spinel layer: the voltage varies to the
greatest extend at the lambda value of 1.
Engine speed sensor Generally a Magnetic Speed Sensor detects when ring gear
teeth, or other ferrous projections, pass the tip of the sensor. Electrical impulses are
produced by the sensors internal coil and sent to the speed control unit. The signal from the
magnetic speed sensor, teeth per second (Hz.), is directly proportional to engine speed.
Hot-wire Air Flow Meter

Last generation
Bosch Source
Hot-wire Air Flow Meter

Hybrid SHF
Hybrid-section
cover
O-ring
Measuring
channel cover
Sensor chip
(CMF)
Carrier plate
Plug-in sensor
housing
Temperature
sensor
Bosch Source
Nernst Type Oxygen Sensors

Thimble type
Exhaust gas
Exhaust gas
PO2
PO2
PO2
Planar type
ZrO2 - Ceramic
Electrodes
Porous protective layer
Insulation
Sensing
cell
Air
US =
Heater
Sensor voltage
Reference
air duct
RT In PO
2
4F
PO2
Sensor characteristic curve

0.9
0.6
0.3
0
Ureg
0.98
1.0
1.02
Normalized A / F ratio
Bosch Source
Thimble type ZrO2 oxygen sensor LSH25
Oxygen content sensor (Lambda sensor)

Bosch Source
10

The key actuators
Gasoline injector The fuel injector essentially consist of a valve housing with
solenoid coil and electric connections, a valve seat with spray- orifice disk and a
moving valve needle with solenoid armature. When the coil is de-energized, the spring
and the force resulting from the fuel pressure press the valve needle against the valve seat
to seal the fuel supply system from the intake manifold. When the coil is energized, it
generates a magnetic field which pulls in the armature and lifts the valve needle off of its
seat to allow fuel to flow through the fuel injector.
The ignition coil It is a energy-charged high-voltage source similar to a
transformer. Energy is supplied by the vehicle electrical system during the dwell period or
charging time. At the moment of ignition, which at the same time is the end of the charging
time, the energy is then transferred with the required high voltage and sparking energy to
the spark plug. The ignition coil comprises two coils that are magnetically linked by an iron
core.
11

ECU
Fuel rail
Servo throttle body
Knock sensor
Injector
Pressure regulator
The gasoline engine

control system
The gasoline injector

Bosch Source
12
ME 7 Motronic Components
(Evoluted gasoline management system)
Bosch Source

MOTRONIC - Torque Guided Engine Management Systems
M7 System Overview with OBD and RLFS
Bosch Source

The control strategies
The modern gasoline engine management system integrates both engine and
ignition control: the microprocessor continuously monitors the engine and vehicle
parameters measured by the sensors and calculates in real time:
the torque requested by the driver through the accelerator pedal,
the necessary fresh air charge to be introduced into the cylinders by actuating
a proper throttle angle,
the corresponding fuel delivery amount to guarantee a stoichiometric mixture
ratio by actuating a definite opening time of the injectors
the adequate ignition timing (ignition angle in respect to the TDC) by
interrupting the primary winding of the ignition coil
In the ECU there are loaded two necessary information packages:
the control strategies for every engine operation mode, that are engineered
according to project targets,
and the calibration data, mapped vs engine load and speed, temperatures,
and others parameters, that are specific value for any engine vehicle application.
15

Cranking - During engine cranking, the goals are
to get the engine started with the minimal amount or delay
and to minimize the exhaust emissions (during crank the catalyst is cold and its efficiency is very
low).
To accomplish a rapid and robust start fuel must be delivered that meets the requirements for starting
for any combinations of engine coolant and ambient temperatures. For a cold engine, an increase
in the commanded A/F ratio is required due to poor fuel vaporization and wall wetting , which
decrease the amount of usable fuel. Wall wetting is the condensation of some of the vaporized fuel on
the cold metal surfaces in the intake port and combustion chamber. It is critical that fuel does not wet
the spark plugs, which can reduce the effectiveness of the spark plug and prevent the plug from firing.
Warm-Up - During the warm-up phase, there are three conflicting objectives:
keep the engine operating smoothly (i.e. no stalls or driveability problems),
increase exhaust temperature to quickly achieve operational temperature for catalyst (light-off) and
lambda sensor so that close-loop control can begin operating,
and keep exhaust emissions and fuel consumption to a minimum.
The best method for achieving these objectives is very dependent on the specific application.
If the engine is still cold, fuel enrichment will be required to keep the engine running smoothly due,
again, to poor fuel vaporization and wall welling effects. The amount of enrichment is dependent on
engine temperature and is a correction factor to the injector pulse width.
16

Cut-off - During deceleration, such as coasting or braking, there is no torque
requirement. Therefore, the fuel may be shut off until either an increase in throttle angle is
detected or the engine speed falls to a speed slightly above idle rpm. During the
development of the fuel cut-off strategy, the advantage of reduced emission and fuel
consumption must be balanced against driveability requirements. The use of fuel cut off
may change the perceived amount of engine braking felt by the driver. In addition, care
must be taken to avoid a bump feel when entering and when exiting the fuel cut off mode,
due to change in torque.
Idling - The objectives of the engine control system during idle are:
Provide a balance between the engine torque produced and the changing engine loads,
thus achieving a consistent idle speed even with various load changes due to accessories
(i.e. air conditioning, power steering, and electric loads) being turned on and off and during
engagement of the automatic transmission. In addition, the idle control must be able to
compensate for long-term changes in engine load, such as the reduction in engine friction
that occurs with engine break-in.
Provide the lowest idle speed that allows smooth running to achieve the lowest exhaust
emissions and fuel consumption (up to 30 percent of a vehicle fuel consumption in city
driving occurs during idling).
17

Normal - This mode practically cover the greatest part of engine operative range. When
the engine work in steady state condition (i.e. without sensible variation of load and
speed) the learning phase of the auto-adaptative strategies is activated. During transition
such as acceleration or deceleration, the objective of the engine control system is to
provide a smooth transition from one engine operating condition to another (i.e., no
hesitations, stalls, bumps, or other objectionable driveability concerns), and keep exhaust
emissions and fuel consumption to a minimum.
Acceleration Enrichment: When an increase in engine load and throttle angle occurs, a
corresponding increase in fuel mixture richness is required to compensate for increased
well wetting. The sudden increase in air results in a lean mixture that must be corrected
swiftly to obtain good transitional response. The rate of change of engine load and throttle
angle are used to determine the quantity of fuel during acceleration enrichment. The
amount of fuel must be enough to provide desired performance, but not so much as to
degrade exhaust emission and fuel economy. During acceleration enrichment, the ignition
timing is set to the maximum torque without knocking.
Deceleration Enleanment: During deceleration the problem with well wetting is inverse
than in acceleration; this means that at the end of the deceleration is possible to have a rich
mixture. If the deceleration is such that where is no torque requirement the mode becomes
cut-off.
18
Motronic
Elektronische Zndungssteuerung mit Klopfregelung
Knock (acceleration) sensor
Klopfsensor-Signal ohne Klopfen
Klopfsensor-Signal mit Klopfen

Bosch Source
19

Engine and vehicle speed limitation
Using the inputs of engine rpm and vehicle speed to the electronic control unit thresholds
can be establish for limiting these variables with fuel cut-off. When the maximum speed is
achieved the fuel injectors are shut off. When the speed decreases below the threshold
fuel injection resumes. These operation must be done with some caution in order to avoid
poor driveability. The rpm limitation function is used to protect the engine from overrun.
The rpm limitation is obtained through fuel modulation
Evaporative emission control system
A vapour ventilation line exits the fuel tank and enters the fuel vapour canister. The
canister consist of an active charcoal element which absorbs the vapour and allows only
air to escape to the atmosphere. Only a certain volume of fuel vapour can be contained
by the canister. The vapours in the canister must therefore be purged from and burned by
the engine so that the canister can continue to store vapours as they are generated. To
accomplish these, another line leads from the charcoal canister to the intake manifold.
Included in this line is the canister purge solenoid valve.
20

Knock control (Gasoline Engines)

Engine knock occurs when the ignition timing is advanced too far the operating condition
and causes, during the flames propagation, uncontrolled spontaneously combustion in the
end-gas that can lead to engine damage, depending on the severity and 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. As the ignition timing that results in engine knock depends from a lot of factors,
such as air/fuel ratio, fuel quality, engine load, and variation in compression ratio, is not
possible to put in the ignition timing table values that are safe with respect to the knock
without penalise the engine performance. To avoid this, knock sensor (one or more) is
installed on the engine block to detect knocking. Knock sensors are usually
acceleration sensors that provide an electric signal, proportional to the engine
vibration, to the electronic control unit. From this signal, the ECU control algorithm
determines which cylinder or cylinders are knocking. Ignition time is retarded for those
cylinder until the knock is no longer detected. The ignition timing is then advanced again
until knocking is detected
21

Turbocharger boost pressure control - The exhaust turbocharger consists of a
compressor and an exhaust turbine arranged on a common shaft. Energy from the exhaust
gas is converted to rotational energy by the exhaust turbine, which then drives the
compressor. The compressed air leaves the compressor and passes through the air cooler,
throttle valve, intake manifold, and into the cylinders. In order to achieve near constant air
charge pressure over a wide rpm range, the turbocharger uses a circuit that allows for
the bypass of the exhaust gas away from the exhaust turbine through a valve
(wastegate) opening at a specified air charge pressure.
In the most modern turbocharged engines, by controlling the wastegate with a pulse-wide
modulated solenoid valve, different wastegate opening pressure can be specified,
depending on the engine operative conditions. Therefore, only the level of air charged
pressure required is developed. The electronic control unit uses information on engine load
from either manifold pressure or the air meter and rpm and throttle position. From these
information, a data table is referenced and the proper boost pressure (actually a duty cycle
of the control valve) is determined. On systems using manifold pressure sensor, a closeloop control system can be developed to compare the specified value with the measured
value.
The boost pressure control system is usually used in combination with the knock
control for turbocharged engines. When the ignition timing is retarded due to knock, an
increase in already high exhaust temperatures of turbocharged engines occurs. To
counteract the temperature increase, the boost pressure is reduced when the ignition timing
is retarded past a predetermined threshold.
22

Torque based control
The torque of common S.I. engines is primarily influenced by the throttle, controlling the
mass airflow and therefore also the amount of fresh air flowing into the combustion
chamber. In addition to this, other variables are influencing the relative variation of the engine
torque: ignition timing, air/fuel ratio, deactivation of injection of certain cylinders, boost pressure
control for turbocharged engines, EGR, variable valve timing/lift and variable manifold. But there are
other torque-influencing control functions that affect engine torque as idle speed control, cruise
control, traction control, transmission control, etc.: all these additional functions drastically
increased the complexity of the complete system over the past years.
Since many torque interactions occur simultaneously, priorities must be established. However,
since the interactions take place in the individual functions, its not easy to observe the effects on
the overall system. If torque-relevant control values are directly called up by one of the systems or
subsystems, the various interactions influence each other. This requires a complex data calibration
of the various ECUs installed in the vehicle. Between the subsystems themselves there are also
strong interdependencies of the parameters to be calibrated.
The most new strategy that introduced the clutch torque as central intermediate value became the
decisive step for solving this situation. Based on these physical values, all demands can be
coordinated, before the optimal conversion to the respective engine control values takes place
(criteria such as emissions, fuel economy and protection of components).
With the torque based approach to a system architecture of an engine control system, all
demands which can be formulated as torque or efficiency are defined, based on these
physical values. This means that interfaces within single functions as well as between (sub)
systems, are defined as torques or efficiencies, enabling a transparent and simplified system
architecture.
In the next figure a Bosch example of the torque based system is represented.
23

Torque Based System Structure for PFI Systems w/o ETC
Driver
Efficiency Demands
External Torque
Demands
Engine start-up
Catalyst heating
Idle speed control
Efficienc
y
Internal Torque
Torqu
Demands
e
Engine start-up
Idle speed control
Engine speed limitation
Engine protection
Calculation of
drivers request
Torque
demand
coordinat
or
Torque
conversio
n
Torqu
e
Vehicle dynamic
control
Driveability
Throttle
angle
Realization
of desired
of torque
torque
efficiency
Idle
speed
actuat
or
Ignition
timing
Ind. fuel
cut-of
Coordinatio
and
Engine
Injection
time
Waste
gate
control
demands
Current cylinder charge & engine speed

Bosch Source

Multiple Injection: From UNIJET to MULTIJET
From Pilot Injection...
PILOT
MAIN
FUELLING
COMBUSTIO
N
RATE
-60
TDC
+60
to Sequential Multiple Injections

PILOT PRE MAIN AFTER
POST
FUELLING
UNIJET 2000 ECU

Electronic Control Unit with
Advanced Injector Drivers
COMBUSTIO
N
RATE
-60
TDC
+60
CRF Source
25

Fuel Injection Concepts for S.I. Engines
Port Fuel Injection
Gasoline Direct Injection
Mixture transport over the

intake stroke
Mixture transport by charge

motion and piston geometry
Bosch Source
26
BMW 3.0l twin turbo direct injection

gasoline engine
27
28

Diesel engine management system - Common rail
In the Diesel engine the combustion torque is generated in the power cycle and is
determined by the following variables if the excess air is sufficient:
the supplied fuel mass,
the start of combustion determined by the start of injection
the injection/combustion process
In addition, the maximum speed torque is limited by:
smoke emission
the cylinder pressure
the temperature load of different components and
the mechanical load of the drive train
The primary function of engine management is to adjust the torque generated by the
engine or, in some applications, to adjust a specific engine speed within the permitted
operating range (i.e. idling). The control of exhaust emission and noise is performed by
engine management by changing the following varaibles:
cylinder charge
exhaust gas recirculation rate (charge dilution)
charge motion (intake swirl)
start of injection
injection pressure
rate of discharge curve control (pilot injection, divided fuel injection, etc)
29
Diesel engine management system - Common rail

The common rail system's principal feature is that injection pressure is independent of
engine speed and injected fuel quantity, this is not the case of the previous Diesel fuel
systems.
The function of pressure generation and fuel injection are separated by an
accumulator volume. This volume is essential to the correct operation of the system
and is made up of the common fuel rail, the fuel lines and the injectors themselves.
The pressure is generated by a high pressure plunger pump. For passenger cars
application, the desired rail pressure is regulated by a pressure-control valve mounted
on the high pressure side of the pump or the rail.
The system pressure generated by the high-pressure pump and regulated by a
pressure-control circuit is applied to the injector.
The injector is the core of the system by ensuring correct fuel delivery into the
combustion chamber. At a precisely defined instant the control unit transmits an
activation signal to the injector solenoid to initiate fuel delivery. The injected fuel
quantity is defined by the injector opening time and the system pressure.
30
System overview Common Rail

Metering
unit
ZME
Pressure regulating valve
DRV
Throttle (1x)
0.85
Rail pressure
sensor RDS4
Rail (LWR)
Throttle (1x/injector)
0.85 mm
High
pressure
pump
CPx
Throttle
Accelerator
pedal
other
actuators
Engine speed
(crank)
Fuel filter
Tank
Robert Bosch GmbH reserves all rights even in event of industrial rights. We reserve all rights of disposal such as copying and passing on third parties
Diesel Systems
Electrical
presupply
pump
EKP
Prefilter
Control unit
Tank
Engine speed
(cam)
Injector
(1...n)
return line
pressure
EKP pressure
high pressure
other
sensors
Source: DS/EAC5 Sr 492
12781e
backflow
pressure
electrical lines
Bosch Source
Strictly confidential | DS/SGF | 07/04/2005 | Robert Bosch GmbH reserves all rights even in the event of industrial
Scuola di Dottorato di Ricerca 2010
- Road vehicle and engine engineering science
property rights.
We reserve all rights of disposal such as copying and passing
Diesel Systems
Laser Welded Rail
Rail Pressure sensor
High pressure fitting

pipe connection to
injectors
pipe connection to
pump
Low pressure fitting

connection to system
backflow
ECU
RDS4
ECU
DRV
Rail Body
Pressure Regulator Valve

Throttles (optional)
Engine Fixation
Bosch Source
32
Diesel Systems
CRS2.2 - High Pressure Pump (1600 bar)

CP1H
CP3
Bosch Source
33

The key actuators
Common rail Diesel injector (solenoid-valve type)
Start of injection and injected fuel quantity are set by electrical activation.
The injection point is set by the angle/time system of electronic Diesel control.
The fuel is sent from the high-pressure port via an inlet passage to the nozzle and via the
inlet restrictor into the valve control chamber.
The valve control chamber is connected by the outlet restrictor, which can be opened by
a solenoid valve, to the fuel return.
When closed, the outlet restrictor overcomes the hydraulic force acting on the valve plunger
opposing the force acting on the pressure shoulder of the nozzle needle. As a result, the
nozzle needle is pressed into its seat and seal off the high pressure passage to engine
chamber tight. The nozzle spring closes the injector when the engine is not running and
there is no pressure in the rail. The outlet restrictor is opened when the solenoid valve is
activated. The inlet restrictor prevents a complete pressure compensation in such a way
that the pressure in valve control chamber and thus the hydraulic force acting on the valve
control plunger decrease. The nozzle needle opens as soon as hydraulic force drops below
that acting on the pressure shoulder of the nozzle needle. Fuel is now admitted through the
injection orifices into the engine combustion chambers
34

LINIETTORE DEL COMMON RAIL
Bosch Source
35

Engine Management

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Engine management systems

THE ENGINE MANAGEMENT SYSTEM FOR