Automotive Electronics - 2021-22 - Chapter-II

School of Electronics and
Communication Engineering
Automotive Electronics
07/15/2023 Automotive Electronics (17EECC305) 1

CHAPTER-II
EMBEDDED SYSTEMS IN AUTOMOTIVE
APPLICATIONS AND AUTOMOTIVE
SAFETY SYSTEMS
2
07/15/2023 Automotive Electronics (17EECC305)
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

3
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 regulations became effective.
4
Exhaust Emissions
 The engine exhaust consists of the products of combustion of the air and
gasoline mixture.
 Gasoline is a mixture of chemical compounds that are called hydrocarbons.
 Gasoline also contains natural impurities as well as chemicals added by the

refiner.
 During the combustion process, the carbon and hydrogen combine with oxygen
from the air, releasing heat energy and forming various chemical compounds.
 If the combustion were perfect, the exhaust gases would consist only of carbon
dioxide (CO2) and water (H2O).
 The exhaust contains Carbon monoxide (CO), oxides of nitrogen (chemical unions
of nitrogen and oxygen that are denoted NOx), unburned hydrocarbons (HC),
oxides of sulfur, and other compounds.
5
Fuel Economy
 It is related to the number of miles that can be driven for each gallon of
gasoline consumed.
 It is referred to as miles per gallon (MPG) or simply mileage.
 Just like it improves emission control, another important feature of electronic

engine control is its ability to improve fuel economy.
 It depends on size, shape, weight, and how the car is driven.
6
Federal Government Test Procedures
Emission and MPG Requirements
7
Definition Of General Terms

Parameters
A parameter is a numerical value of some engine dimension that is fixed by design.
The engine design parameters include

 the piston diameter (bore),
 the distance the piston travels on one stroke (stroke),
 the length of the crankshaft lever arm (throw).
 combustion chamber shape,
 camshaft cam profile,
 intake and exhaust valve size,
 valve timing.
All of these design parameters are fixed and are not subject to control while the
engine is operating.
8
Variables
A variable is a quantity that changes or may be changed as the engine operates,
typically under the control of the electronic control system.
Some of the important engine variables are

 mass air flow
 fuel flow rate
 spark timing
 power
 intake manifold pressure.
9
Major Controller Inputs from Engine
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
10
Major Controller Outputs to Engine
1. Fuel metering control

2. Ignition control
3. Ignition timing
4. Exhaust gas recirculation control
11
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)
12
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.
Volumetric Efficiency
 The variation in torque with RPM is strongly influenced by the volumetric
efficiency, or “breathing efficiency”.
 Volumetric efficiency actually describes how well the engine functions as
an air pump, drawing air and fuel into the various cylinders.
13
Torque
 Engine torque is the twisting action produced on the crankshaft by the
cylinder pressure pushing on the piston during the power stroke.
 Torque is produced whenever a force is applied to a lever.
 The length of the lever (the lever arm) in the engine is determined by
the throw of the crankshaft.
 The torque is expressed as the product of this force and the length of
the lever.
 The units of torque are N·m (newton meters)
Engine Mapping
 Engine mapping is a process by which measurements are made of
important engine variables while the engine is operated throughout its
speed and load ranges.
14
Stoichiometric mixture
A relatively low air/fuel ratio, below 14.7 (corresponding to lambda < 1), is called a
rich mixture;
An air/fuel ratio above 14.7 (corresponding to lambda > 1) is called a lean mixture
15
Effect of Air/Fuel Ratio on Performance

The variation in the performance variables of torque (T) and brake power (BSFC) as
well as engine emissions with variations in the air/fuel ratio with fixed spark timing
and a constant engine speed.
16
Effect of Spark Timing on Performance
17
Effect of Spark Timing on Performance
18
Control system for exhaust particles control

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
19
Oxidizing Catalytic Converter

It has been one of the more significant device for controlling exhaust
emissions.
1. Oxidation of hydrocarbon emissions to carbon dioxide (CO2) and water

(H2O)
2. Oxidation of CO to CO2
3. Reduction of NOx to nitrogen (N2) and oxygen (O2)
conversion efficiency:
20
Oxidizing Catalytic Converter
21
Catalyst Conversion Efficiency Versus Temperature and

Air-fuel ratio
22
What is that we can control/manage in engine?
 Temperature in an engine
 Emission control
 Injection timing and quantity
 Ignition timing
 Knocking
Other functions of Engine control unit are
 Exhaust gas recirculation

 Secondary air injection system
 Lambda control
 EVAP system.
 Idle Air Control Systems
23
Engine control system
24
Components of Engine control system
Injection
system
Ignition
system
25
ECU architecture
26
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.
27
Digital Engine Control Systems
28
The sensors that measure various engine variables for control are as
follows:
MAF Mass air flow sensor
CT Engine temperature as represented by coolant
temperature
HEGO (One or two) heated exhaust gas oxygen sensor(s)
POS/RPM Crankshaft angular position and RPM sensor cycle
Camshaft position sensor for determining start of each
engine cycle
TPS Throttle position sensor
DPS Differential pressure sensor (exhaust to intake) for EGR
control
29
Electronic Fuel Control Configuration
30
Measuring Air Mass

A critically important aspect of fuel control is the requirement
to measure the mass of air that is drawn into the cylinder (i.e.,
the air charge).
• The amount of fuel delivered can be calculated such as to

maintain the desired air/fuel ratio.
• There is no practically feasible way of measuring the mass
of air in the cylinder directly.
• The methods of determining the mass flow rate of air into
the engine are
o A single sensor that directly measures mass air flow rate.
o Multiple sensors that provide data from which mass flow rate can
be computed. This method is known as the speed-density method.
31
Speed Density Method

The volume of air (V ) at a specific pressure (p)
and temperature (T ), the density of the air
(da) is the ratio of the mass of air in that
volume (Ma) divided by V
In mathematical terms, if we define
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
32
In mathematical terms, the intake air density is given by
Then, for this ideal engine, the volume flow rate would be
where
Rv is the volume flow rate
D is the engine displacement
RPM is the engine speed
33
Including EGR
The true volume flow rate of air, Ra
Knowing Ra and the density da gives the mass flow rate of air Rm as follows:
Knowing Rm, the stoichiometric mass flow rate for the fuel, Rfm, can be
calculated as follows:
34
Control Modes for Fuel Control

 The engine control system is responsible for controlling fuel and
ignition for all possible engine operating conditions.
 There are a number of distinct categories of engine operation, each of

which corresponds to a separate and distinct operating mode for the
engine control system.
 The differences between these operating modes are sufficiently great

that different software is used for each.
 The control system must determine the operating mode from the
existing sensor data and call the particular corresponding software
routine.
35
Measuring Air Mass

A critically important aspect of fuel control is the requirement
to measure the mass of air that is drawn into the cylinder (i.e.,
the air charge).
• The amount of fuel delivered can be calculated such as to

maintain the desired air/fuel ratio.
• There is no practically feasible way of measuring the mass
of air in the cylinder directly.
• The methods of determining the mass flow rate of air into
the engine are
o A single sensor that directly measures mass air flow rate.
o Multiple sensors that provide data from which mass flow rate can
be computed. This method is known as the speed-density method.
36
Speed Density Method

The volume of air (V ) at a specific pressure (p)
and temperature (T ), the density of the air
(da) is the ratio of the mass of air in that
volume (Ma) divided by V
In mathematical terms, if we define
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
37
In mathematical terms, the intake air density is given by
Then, for this ideal engine, the volume flow rate would be
where
Rv is the volume flow rate
D is the engine displacement
RPM is the engine speed
38
Including EGR
The true volume flow rate of air, Ra
Knowing Ra and the density da gives the mass flow rate of air Rm as follows:
Knowing Rm, the stoichiometric mass flow rate for the fuel, Rfm, can be
calculated as follows:
39
Control Modes for Fuel Control

 The engine control system is responsible for controlling fuel and
ignition for all possible engine operating conditions.
 There are a number of distinct categories of engine operation, each of

which corresponds to a separate and distinct operating mode for the
engine control system.
 The differences between these operating modes are sufficiently great

that different software is used for each.
 The control system must determine the operating mode from the
existing sensor data and call the particular corresponding software
routine.
40
Engine operating modes

 Engine crank
 Engine warm-up
 Open-loop control
 Closed-loop control
 Hard acceleration
 Deceleration
 Idle.
41
Engine Crank
 The intake air/fuel ratio of anywhere from 2 : 1 to 12 : 1,depending on engine
temperature.
The correct air/fuel ratio (i.e., [A/F ]d) is selected from a ROM lookup table as a
function of coolant temperature.
 At low temperatures, the fuel tends to form into large droplets in the air, which do
not burn as efficiently as tiny droplets.
 During engine crank the primary issue is to achieve engine start as rapidly as
possible.
 Once the engine is started the controller switches to an engine warm-up mode.
42
Engine Warm-Up
 An enriched air/fuel ratio is still needed to keep it running smoothly,

but the required air/fuel ratio changes as the temperature increases.
 The emphasis in this control mode is on rapid and smooth engine

warm-up.
 Fuel economy and emission control are still a secondary concern.
43
Lookup Table Determination of da, RE, and nv
44
That quantity of fuel is given by the air charge divided by the desired air/fuel
ratio:
The number of revolutions/second (which we call r) is
Mass of air (A)
The mass of fuel delivered to each cylinder is
45
Fuel quantity is computed using the known fuel injector delivery rate Rf :
This pulse width is known as the base pulse width.
46
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.
The engine may be warmed sufficiently but the EGO sensor may not provide a
usable signal.
In any event, as soon as possible it is important to have a stoichiometric mixture to

minimize exhaust emissions.
The base pulse width Tb is computed, except that the desired air/fuel ratio (A/F )d is
14.7
47
Closed-Loop Control
In the closed-loop mode of operation, the signals from the EGO sensor are used by the
electronic controller to adjust the air/fuel ratio through the fuel metering actuator.
48
A representative algorithm for fuel injector pulse duration for a given injector
during the nth computation cycle, T(n), is given by
49
Acceleration Enrichment
 The fuel control is adjusted to provide an enriched air/fuel ratio to
maximize engine torque and neglect fuel economy and emissions.
 This condition of enrichment is permitted within the regulations of the

EPA as it is only a temporary condition.
 It is well recognized that hard acceleration is occasionally required for

maneuvering in certain situations and is, in fact, related at times to
safety.
 The computer detects this condition by reading the throttle angle

sensor voltage.
 Enrichment of the air/fuel ratio to about 12 : 1 is sometimes used.
50
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.
 Deceleration is indicated by a sudden decrease in throttle angle or by closure of

a switch when the throttle is closed .
 When these conditions are detected by the control computer, it computes a

decrease in the pulse duration of the fuel injector signal.
 The fuel may even be turned off completely for very heavy deceleration.
51
Idle Speed Control

The goal is to allow the engine to idle at as low an RPM as possible, yet
keep the engine from running rough and stalling when power consuming
accessories, such as air conditioning compressors and alternators, turn on.
The control mode selection logic switches to idle speed control when the
throttle angle reaches its zero (completely closed) position and engine
RPM falls below a minimum value, and when the vehicle is stationary.
Idle speed is controlled by using an electronically controlled throttle

bypass valve that allows air to flow around the throttle plate and
produces the same effect as if the throttle had been slightly opened.
52
Idle Air Control
53
Idle Air Control
54
Problem-I
Determine the fuel injector pulse duration (base pulse

width Tw) and fuel quantity for the eight cylinders very
cold engine running at 5000 rpm, having a fuel flow rate of
0.0024 Kg/sec and mass air flow rate of 0.0032 Kg/sec.
55
EGR CONTROL
 A electronic engine control subsystem is the control of exhaust gas that
is recirculated back to the intake manifold.
 The engine cylinder temperatures can reach more than 3,000°F under
normal operating conditions.
 The higher the temperature, the more chance the exhaust will have
NOx emissions.
 A small amount of exhaust gas is introduced into the cylinder to replace

normal intake air.
 This results in lower combustion temperatures, which reduces NOx

emissions.
56
EGR CONTROL
57
Electronic Ignition Control

Ignition timing can be adjusted to maximize engine performance within emission
constraints.
The engine control system calculates spark advance from several variables,
including MAP and RPM.
Spark Advance versus RPM
58
VARIABLE VALVE TIMING CONTROL

 Volumetric efficiency will be improved by variable valve timing.
 The performance improvement and emissions reductions could be achieved if the
opening and closing times (and ideally the valve lift) of both intake and exhaust
valves could be controlled as a function of operating conditions.
 This system improves volumetric efficiency by varying valve overlap from exhaust
closing to intake opening.
59
Closed-Loop Ignition Timing

 Closed-loop control of ignition timing is desirable from the standpoint of
improving engine performance and maintaining that performance in spite of
system changes.
 When the spark is advanced too far, an abnormal combustion phenomenon
occurs that is known as knocking.
Torque versus SA for Typical Engine Cylinder Pressure (Knocking Condition)
60
Instrumentation and Waveforms for Closed-Loop

Ignition Control
61
Integrator Circuit Diagram
62
Knock Level Detector Circuit
63
Secondary Air Management
64
Heated Exhaust Gas Oxygen Sensor
65
Fuel Injection Timing
66
Hybrid Vehicle Powertrain Control

The concept of a hybrid vehicle, in which propulsive power comes from an IC
engine and an electric motor.
 The hybrid vehicle combines the low (ideally zero) emissions of an electric
vehicle with the range and performance capabilities of IC engine powered
cars.
 Optimization of emissions performance and/or fuel economy is a complex
control problem
Types of Hybrid Vehicles

Series Hybrid Vehicle Representation
Parallel Hybrid Schematic
67
Series Hybrid Vehicle
68
Parallel Hybrid
69
Automatic Transmission Control

 The majority of cars and light trucks sold in the United States are equipped
with automatic transmissions.
 The configuration of an automatic transmission consists of a torque converter
and a sequence of planetary gear sets.
 Control of an automatic transmission consists of selecting the appropriate gear
ratio from input shaft to output shaft as a function of operating condition.
 The operating condition in this case includes load, engine RPM, and vehicle
speed (or equivalently RPM of the drive shaft).
70
Vehicle Motion Control

The term vehicle motion refers to its translation along and rotation about all three axes
(i.e., longitudinal, lateral, and vertical).
The term longitudinal axis mean the axis that is parallel to the ground (vehicle at rest)
along the length of the car.
The lateral axis is orthogonal to the longitudinal axis and is also parallel to the ground
(vehicle at rest).
The vertical axis is orthogonal to both the longitudinal and lateral axes.
Rotations of the vehicle around these three axes correspond to angular
displacement of the car body in roll, yaw, and pitch.
•Roll refers to angular displacement about the longitudinal axis.
•Yaw refers to angular displacement about the vertical axis
•Pitch refers to angular displacement about the lateral axis.
71
Problem Statement:
Design control system to reduce the wheel skidding
72
ANTILOCK BRAKING SYSTEM

One of the most readily accepted applications of electronics in automobiles has
been the antilock brake system (ABS).
ABS is a safety-related feature that assists the driver in deceleration of the vehicle in
poor or marginal braking conditions (e.g., wet or icy roads).
Panic braking by the driver (in non-ABS-equipped cars) results in reduced braking
effectiveness and, typically, loss of directional control due to the tendency of the
wheels to lock.
73
Anti-Lock Braking System

• ABS allows the driver to maintain steering control of the vehicle while in
hard braking situations .
Motivation for ABS
Under hard braking, an ideal braking system should:
Provide the shortest stopping distances on all surfaces
Maintain vehicle stability and steer ability
74
History of ABS
• 1936: German company Bosch is awarded a patent for an “Apparatus for

preventing lock-braking of wheels in a motor vehicle”.
• 1936: Bosch and Mercedes-Benz partner - R&D into ABS.
• 1972: WABCO partners with Mercedes-Benz developing first ABS for trucks.
• 1978: First production-line installation of ABS into Mercedes and BMW
vehicles.
• 1981: 100,000 Bosch ABS installed.
• 1985: First ABS installed on US vehicles.
• 2003: 100M Bosch ABS installed
75
Anti-Lock Brakes
Video - Anti-lock brake system animation - Detroit Automotive Examiner.com.mp4
76
ANTI-LOCK BRAKES
Major components of the anti-lock brake system consist of a
Brake control module,
Solenoid valve assembly,
Speed sensor's
Wiring, and the amber ABS brake warning light.
Wheel Speed Sensor

Teeth on the sensor ring rotate past
the magnetic sensor, causing a
reversal of the magnetic field polarity,
resulting in a signal with frequency
related to the angular velocity of the
axle.
77
Wheel Speed Sensor
78
Physical Mechanism of Wheel Lock and Vehicle Skid

The car is traveling at a speed U and the wheels are rotating at an angular speed w
where
and where RPM is the wheel revolutions per minute. When the wheel is rolling (no
applied brakes)
where R is the tire radius.
When the brake pedal is depressed, force acts as a

torque Tb in opposition to the wheel rotation.
The actual force that decelerates the car is shown as Fb.
The lateral force that maintains directional control of the car
The wheel angular speed begins to decrease, causing a
difference between the vehicle speed U and the tire speed
over the road (i.e., wR).
79
the wheel slip if vehicle speed is matching with wheel speed?
wheel slip for Fl(Front left) and Fr(Front right), for which the wheel rpm is measured as 6000 rpm and 6400 rpm with wheel radius as 0.4m. when vehicle speed is
The slip, as a percentage of car speed,
A rolling tire has slip S = 0, and a fully locked tire has S = 100%.
80
Braking Coefficients versus Tire Slip
81
ABS actuation
82
Wheel Torque versus Slip
83
ABS Braking Action
84
ABS brake circuit
ABS brake circuit
85
ABS brake circuit
ABS brake circuit
86
ABS Control Loop
ABS brake circuit
87
Adaptive Cruise Control (ACC)
Cruise control is a system that automatically controls the speed of a motor vehicle.
The system takes over the throttle of the car to maintain a steady speed as set by the
driver.
Cruise control is an invaluable feature on American cars.
Without cruise control, long road trips would be more tiring, for the driver at least, and
those of us suffering from lead-foot syndrome
88
Drawbacks of Cruise Control

•The main problem regarding the normal Cruise Control technology is that it is
not aware of other vehicles movement
•The driver must be always aware. Hence, possibility of mistakes
•Possibility of collision with the leading car if not manually slowed down
Proposed Solution
Introduce Adaptive Cruise Control for longitudinal control of the vehicle
Speed would be automatically adjusted for safe inter-distance
 Once safe inter-distance is reached, the speed would return to the desired
speed set by the driver
89
Why ACC?
•In each year 15000 traffic accident
•200 people are killed and 20000 people injured
•Cost HKSAR about 30 million dollars
 95% accident is due by driver error

• Most problem are too close and
wrong turn
What kinds of driver errors ?
• How to solve it ?
Adaptive Cruise Control System

90
Background
• First laser-based system – Toyota’s Progress, a compact luxury sedan, in
1998
• First radar-based system – Nissan’s Cima 41LV-2, a luxury sedan
• First American ACC model – Lexus’ LS 430, in 2000
Hitting the on button tell the ECU to

switch on ACC
Hitting off button will turn off ACC
The set/accel button tells the car to

maintain the speed you are currently
driving. If you hit the set button at 45
mph, the car will maintain your speed
at 45 mph
91
Flow chart of ACC
92
Types of ACC
• Radar-Based System
– Three overlapping radar-beams (76-77kHz)
-- Detects moving object up to 120 m
– work in poor weather conditions
• Laser-Based System (lidar)
– less expensive and easier to package
93
System Configuration of ACC
94
Cruise Control Block Diagram
95
Digital Cruise Control System
96
Controlling algorithm for Cruise Control
97
Cruise Control Speed Performance
98
Digital Cruise Control System
99
ACC Emphasizing the Automatic Braking Portion
100
Electronic suspension system

Purpose
 To isolate the car body motion as much as possible from wheel motion due to
rough road input.
Performance measures are ride and handling

 Ride refers to the motion of the car body in response to road bumps or
irregularities.
 Handling refers to how well the car body responds to dynamic vehicle motion
such as cornering or hard braking.
 Ride is improved by lowering the shock absorber damping, whereas handling

is improved by increasing this damping.
 In traditional suspension design, the damping parameter is fixed and is chosen

to achieve a compromise between ride and handling
101
 In electronically controlled suspension systems, this damping can be varied

depending on driving conditions and road roughness characteristics.
 That is, the suspension system adapts to inputs to maintain the best possible ride
subject to handling constraints that are associated with safety.
 There are two major classes of electronic suspension control systems:
 active and semi active.
 The semi active suspension system is purely dissipative (i.e., power is absorbed by
the shock absorber under control of a microcontroller).
 In this system, the shock absorber damping is regulated to absorb the power of
the wheel motion in accordance with the driving conditions.
 In an active suspension system, power is added to the suspension system via a

hydraulic or pneumatic power source
102
The primary purpose of the semi active suspension system is

to provide
 A good ride for as much of the time as possible without sacrificing handling.
 Good ride is achieved if the car’s body is isolated as much as possible from the
road.
 A semi active suspension controls the shock absorber damping to achieve the
best possible ride.
 suspension system has another major function. It must also dynamically

maintain the tire normal force as the unsprung mass (wheel assembly) travels
up and down due to road roughness
103
Tire Force Variation
104
105
Types of Electronics Suspension
Variable Damping Via Variable Strut Fluid Viscosity
Variable Spring Rate
106
Adjustable Shock Absorber Force versus Relative Velocity of a Solenoid-

Switched Aperture Shock Absorber
107
Electronic Suspension System
108
109
110
111

Automotive Electronics - 2021-22 - Chapter-II

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Automotive Electronics - 2021-22 - Chapter-II

Uploaded by

Copyright:

Available Formats

School of Electronics and

07/15/2023 Automotive Electronics (17EECC305) 1

What you expect from an engine?

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

 Automotive exhaust emission control requirements started in the United

 Gasoline is a mixture of chemical compounds that are called hydrocarbons.

 Gasoline also contains natural impurities as well as chemicals added by the

 It is referred to as miles per gallon (MPG) or simply mileage.

 Just like it improves emission control, another important feature of electronic

 It depends on size, shape, weight, and how the car is driven.

Federal Government Test Procedures

Emission and MPG Requirements

Definition Of General Terms

The engine design parameters include

Some of the important engine variables are

Major Controller Inputs from Engine

1. Throttle position sensor (TPS)

Major Controller Outputs to Engine

1. Fuel metering control

Definition of Engine Performance Terms

Power that is actually developed in the engine is called as the indicated

Pb = Pi - friction and other losses.

BSFC(brake-specific fuel consumption)

 Torque is produced whenever a force is applied to a lever.

Effect of Air/Fuel Ratio on Performance

Effect of Spark Timing on Performance

Effect of Spark Timing on Performance

Control system for exhaust particles control

Oxidizing Catalytic Converter

1. Oxidation of hydrocarbon emissions to carbon dioxide (CO2) and water

Oxidizing Catalytic Converter

Catalyst Conversion Efficiency Versus Temperature and

What is that we can control/manage in engine?

 Exhaust gas recirculation

Engine control system

Components of Engine control system

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.

Digital Engine Control Systems

Electronic Fuel Control Configuration

Measuring Air Mass

• The amount of fuel delivered can be calculated such as to

Speed Density Method

In mathematical terms, if we define

Rm = mass flow rate of air flowing through the intake manifold

In mathematical terms, the intake air density is given by

The true volume flow rate of air, Ra

Control Modes for Fuel Control

 There are a number of distinct categories of engine operation, each of

 The differences between these operating modes are sufficiently great

Measuring Air Mass

• The amount of fuel delivered can be calculated such as to

Speed Density Method

In mathematical terms, if we define

Rm = mass flow rate of air flowing through the intake manifold

In mathematical terms, the intake air density is given by

Cruise control is an invaluable feature on American cars.