TOPIC 1.

ENGINE MANAGEMENT
SYSTEM
BY:
HJ AHMAD NAWIR BIN HJ ABDUL RANI
MECHANICAL ENGINEERING
DEPARTMENT
UNGKU OMAR POLYTECHNIC
 WHAT IS 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.
WHAT IS THE PURPOSE OF
EMS?
• The Engine Management System (EMS) is responsible for controlling the
amount of fuel being injected and for adjusting the ignition timing.
Optimum functioning of the EMS assures maximum engine power, with
the lowest amount of exhaust emissions and the lowest fuel
consumption.
• The EMS is comprised of sensors for intake air and coolant temperature,
intake manifold absolute pressure (MAP) and throttle position (TPS), as
well as sensors for engine speed and signals for the required injection and
ignition spark events, and a sensor for information about the oxygen
content in the exhaust.
• Furthermore, there is an idle speed motor for adjusting and stabilizing the
idle speed, or an electronic throttle body and finally a fuel pressure
regulator and fuel injector(s). The supplied high-energy ignition coils are
controlled by the integrated ignition module. For alternative fuel
applications fuel rail pressure and temperature sensors are also utilized.
WHAT IS THE REQUIREMENTS OF EMS?

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
VARIOUS TYPES OF EMS
• Electronic/Engine Control Module (ECM)
• Powertrain Control Module (PCM)
• Transmission Control Module (TCM)
• Brake Control Module (BCM or EBCM)
• Central Control Module (CCM)
• Central Timing Module (CTM)
• General Electronic Module (GEM)
• Body Control Module (BCM)
• Suspension Control Module (SCM)
• Airbag Control Unit (ACU)
• Convenience Control Unit (CCU)
• Door Control Unit
• Electric Power Steering Control Unit (PSCU)
• Telephone Control Unit (TCU)

*ECU and ECM is the same things. It’s not a chips, it like hard-drive, as a brain to
manage vehicle control system.*.
Sub-system of EMS
Air Induction
System

Sub-
system
of EMS
Fuel Control
Management system/Sensor
System system
Air Induction System
• Function: The purpose of the air induction control/system is to
filter, meter and measure intake air flow into the engine
The Air Induction System
COMPONENTS OF AIR INDUCTION
SYSTEM
FUEL MANAGEMENT SYSTEM
Function : The purpose of fuel delivery system/control is to inject
the correct and precise amount of fuel in the intake manifold.
COMPONENTS OF FUEL MANAGEMENT
SYSTEM
ME 7 Motronic Components
(Evoluted gasoline management system)
FUEL DELIVERY SYSTEM
 CONTROL SYSTEM / SENSOR
SYSTEM
• Function : The Purpose of electronic control system is to
detect air temperature, engine temperature, throttle valve
opening angle, amount of air entering air induction
system, etc.

• The system control the correct amount of fuel to be

injected and the proper time at which the fuel will be
injected at any speed and load condition.
COMPONENTS OF CONTROL SYSTEM
/ SENSOR SYSTEM
ELECTRONIC CONTROL UNIT
• The Electronic control unit serves as the control center for all of
the sensors on a car. The engine control unit is responsible for
monitoring and controlling all the sensors on a cars engine. The
ECU monitors the performance of the engine and makes
adjustments according to where the problem is. The ECU also
does calculations of pulse length (injector time opening) and
adjustments to any change in the engine.
SENSOR
OXYGEN SENSOR
The oxygen sensor is a device positioned in the exhaust stream
which is tasked with measuring the make up of the exhaust
whether it is running too lean or too rich
AIR INTAKE TEMPERATURE
SENSOR
• The air Temperature sensor is used to measure the temperature
of the incoming air in the engines air stream
 ENGINE TEMPERATURE
SENSOR
• their purpose is to measure the temperatures of fluids or parts
in the engine and report it to the ECU
THROTTLE POSITION SENSOR
• The purpose of the throttle position switch is to relay the
position of the throttle butterfly valve to the ECU.
AIR FLOW SENSOR
• air flow sensor is a device that is used in conjunction with an
oxygen sensor to accurately measure the flow of air into a fuel
injection engine.
MASS AIR FLOW SENSOR
A mass (air) flow sensor (MAF) is used to find out the mass flowrate of air
entering a fuel-injected internal combustion engine.
 MANIFOLD PRESSURE SENSOR
• Manifold Absolute Pressure, used in regulating fuel metering.
 MAP SENSOR
The manifold absolute pressure sensor (MAP sensor) is one of the sensors used in
an internal combustion engine's electronic control system.

Engines that use a MAP sensor are typically fuel injected. The manifold absolute
pressure sensor provides instantaneous manifold pressure information to the
engine's electronic control unit (ECU). The data is used to calculate air density
and determine the engine's air mass flow rate, which in turn determines the
required fuel metering for optimum combustion (see stoichiometry) and
influence the advance or retard of ignition timing. A fuel-injected engine may
alternately use a mass airflow sensor (MAF sensor) to detect the intake airflow. A
typical naturally aspirated engine configuration employs one or the other,
whereas forced induction engines typically use both; a MAF sensor on the intake
tract pre-turbo and a MAP sensor on the charge pipe leading to the throttle body.
 KNOCK SENSOR
• The function of the knock sensor is to produce an electrical signal that the
ECU can use to determine if knock has occurred.
• The ECU will then provide less ignition advance until knock is removed.
• Engine knock occurs in the combustion chamber when two high-
pressure waves collide.
• This unwanted and damaging event can be caused in different ways.
• Two examples are excessive load on the engine and engine
overheated.
ENGINE OIL SENSOR
• The function of the engine oil sensor is to produce an electrical signal that the
ECU can use to determine the quality of the oil.

• The electrical capacitance value of oil varies with various oil properties, these
include Viscosity anti-foaming cleaning.

• Electronic circuitry within the sensor converts the capacitance value of the oil
to a voltage signal. The ECU monitors voltage signal from sensor and uses this
data to determine service requirements.
ENGINE SPEED SENSOR
• Monitor engine speed, which is one of the factors used to
calculate the pulse width.
CRANKSHAFT SENSOR
• The crankshaft sensor is used to relay the position and speed of
the crankshaft to the ECU
CRANKSHAFT SENSOR
• It measures the position and speed of the camshaft to aid the
ECU in engine timing.
ACTUATOR
FUEL INJECTOR
• The fuel injector is a small nozzle into which liquid fuel is
injected at high pressure. It works like a spray nozzle of a
pressure washer. The placement of the injector can be in a
different part of the engine depending upon the type of fuel
injection system is being used. High pressure from the fuel
pump feeds the fuel to the fuel injector.
COLD START INJECTOR
• Cold Start Valve
• The cold start valve is sometimes called the fifth injector. It is mounted to the
intake air distribution box and is in line with the fuel rail. It has an electrical
connection and a fuel inlet line and a fuel outlet line.
• The cold start valve is essentially constructed the same as the regular fuel
injectors. The main difference is that the cold start valve injection time is
measured in seconds rather than in milliseconds like the regular injectors.
• The cold start valve receives power from the double relay when the key is in the
start position but only injects fuel into the intake air distributor when the cold
start valve is grounded by the thermo-time switch.
• The purpose of the cold start valve is to inject fuel into the intake air stream when
the engine is cold (and the starter operating) in order to richen the fuel/air
mixture for easier starting.
• It can be tested in the same manner as the other injectors. Leakage is undesirable
as it will cause the engine to run rich.
FUEL PUMP
FUEL FILTER
• A fuel filter is a filter in the fuel line that screens out dirt and
rust particles from the fuel, normally made into cartridges
containing a filter paper.
FUEL TANK

• A fuel tank (or petrol tank) is a safe container for flammable

fluids
FUEL PRESSURE
REGULATOR
• Fuel pressure regulators are mechanical devices inserted in
automobile engines to maintain normal fuel pressure after a
new engine modification has been installed. They are necessary
in keeping the increased flow of fuel at normal levels because
newly installed aftermarket pumps work faster, as compared
with the removed pump, whose performance had slowed down
(and eventually worn out) due to regular use.
 PULSATION DAMPER
• A fuel pulsation damper is a device used to regulate the oscillation
of fuel caused by the injectors opening and closing and smooth
this out.
• The damper uses a diaphragm to absorb pulses or waves in the
fuel. If you could picture what would happen if you were to have a
large beach ball in a pool and "bounce" the ball half under the
water, let it come up and repeat several times. Waves would form.
The injectors opening and closing against the pressure sent by the
pump causes the same waves in your fuel system. The damper's
diaphragm is used to absorb these waves and smooth the fuel
delivery.
 SPARK PLUG
• is a device for delivering electric current from an ignition
system to the combustion chamber of a spark-ignition engine
to ignite the compressed fuel/air mixture by an electric spark,
while containing combustion pressure within the engine. A
spark plug has a metal threaded shell, electrically isolated
from a central electrode by a porcelain insulator. The central
electrode, which may contain a resistor, is connected by a
heavily insulated wire to the output terminal of an ignition coil
or magneto.
IDLING SPEED CONTROL VALVE

• Idle air control valves monitor and adjust the air that flows
through the throttle plate in order to maintain specific engine
RPM, or revolutions per minute. The idle air control valve is
controlled by the engine ECM, or electronic control module,
which transmits electronic signals to the valve to make changes
to engine idle speed
Radiator fan
• Like the thermostat, the cooling fan has to be
controlled so that it allows the engine to maintain a
constant temperature.

• Front-wheel drive cars have electric fans because the

engine is usually mounted transversely, meaning the
output of the engine points toward the side of the
car. The fans are controlled either with a
thermostatic switch or by the engine computer, and
they turn on when the temperature of the coolant
goes above a set point. They turn back off when the
temperature drops below that point.

• Rear-wheel drive cars with longitudinal engines

usually have engine-driven cooling fans. These fans
have a thermostatically controlled viscous clutch.
This clutch is positioned at the hub of the fan, in the
airflow coming through the radiator. This special
viscous clutch is much like the viscous coupling
sometimes found in all-wheel drive cars.
Thermostat
• is a component of a control system
which senses the temperature of a
system so that the system's
temperature is maintained near a
desired setpoint. The thermostat
does this by switching heating or
cooling devices on or off, or
regulating the flow of a heat transfer
fluid as needed, to maintain the
correct temperature.
• To bring the engine up to optimum
operating temperature as quickly as
possible; and
• To maintain the engine at optimum
operating temperature thereafter.
FUEL INJECTION SYSTEM
Fuel Injection System
• Fuel injection is a system for admitting fuel into an internal combustion
engine. It has become the primary fuel delivery system used in automotive
engines, having replaced carburetors during the 1980s and 1990s. A
variety of injection systems have existed since the earliest usage of the
internal combustion engine.

• The primary difference between carburetors and fuel injection is that fuel
injection atomizes the fuel through a small nozzle under high pressure,
while a carburetor relies on suction created by intake air accelerated
through a Venturi tube to draw the fuel into the airstream.

• Modern fuel injection systems are designed specifically for the type of fuel
being used. Some systems are designed for multiple grades of fuel (using
sensors to adapt the tuning for the fuel currently used). Most fuel
injection systems are for gasoline or diesel applications.
Fuel Injection System Diagram
• Multi-point fuel injection

• Multi-point fuel injection injects fuel into the intake port just upstream of the cylinder's
intake valve, rather than at a central point within an intake manifold, referred to as SPFI, or
single point fuel injection.

• MPFI (or just MPI) systems can be sequential, in which injection is timed to coincide with
each cylinder's intake stroke, batched, in which fuel is injected to the cylinders in groups,
without precise synchronization to any particular cylinder's intake stroke, or Simultaneous, in
which fuel is injected at the same time to all the cylinders.
• Multi point fuel injection or MPFI uses several injectors, normally respective to the
number of engine cylinders and placed in the inlet port of each cylinder.

• MPFI (or just MPI) systems can be sequential, in which injection is timed to coincide
with each cylinder's before intake stroke.
• This ECU will control the correct amount of fuel to be injected and the proper time at
which the fuel will be injected at any speed and load condition.

• This will ensure maximum power output at minimum fuel

Continuous Injection
(K-Jetronic)
Multipoint Injection
(L-Jetronic)
L-Jetronic (1974–1989)
• Analog fuel injection. L-Jetronic was often called Air-Flow Controlled (AFC) injection to
further separate it from the pressure-controlled D-Jetronic — with the 'L' in its name
derived from German: luft, meaning air. In the system, air flow into the engine is
measured by a movable vane (indicating engine load) known as the volume air flow
sensor (VAF) — referred to in German documentation as the LuftMengenMesser or
LMM. L-Jetronic used custom-designed integrated circuits, resulting in a simpler and
more reliable engine control unit (ECU) than the D-Jetronic's.[2]

• L-Jetronic was used heavily in 1980s-era European cars,[3] as well as BMW K-Series
motorcycles. Licensing some of Bosch's L-Jetronic concepts and technologies, Lucas,
Hitachi Automotive Products, NipponDenso, and others produced similar fuel injection
systems for Asian car manufacturers. L-Jetronic manufactured under license by Japan
Electronic Control Systems was fitted to the 1980 Kawasaki Z1000-H1, the world's first
production fuel injected motorcycle. Despite physical similarity between L-Jetronic
components and those produced under license by other manufacturers, the non-Bosch
systems should not be called L-Jetronic, and the parts are usually incompatible.
D-EFI Injection System
• The EFI system uses various sensors to detect the engine condition and vehicle running condition. And the engine ECU
calculates at the optimum fuel injection volume, and causes the injectors to inject the fuel. The figure shows the basic EFI
configuration.
• Engine ECU
• This calculates the optimum fuel injection duration based on the signals from the sensors.
• Air flow meter or manifold pressure sensor
• This detects the intake air mass or manifold pressure.
• Crankshaft position sensor
• This detects the crank angle and engine speed.
• Camshaft position sensor
• This detects the standard crank angle and the camshaft timing.
• Water temperature sensor
• This detects the coolant temperature.
• Throttle position sensor
• This detects the throttle valve opening angle.
• Oxygen sensor
• This detects the oxygen concentration in the exhaust gas.
• Types of EFI
• There are two types of EFI system classified by the amount of the intake air detection method.
• 1. L-EFI (Air-flow control type)
• This type uses an air flow meter to detect the amount of the air flowing in the intake manifold. There are two types of
detection methodsOne directly measures the intake air mass, and one makes corrections based on the air volume.
• 2. D-EFI (Manifold pressure controlctype)
• This type measures the pressure in the intake manifold to detect the amount of the intake air using the intake air density.
Direct Injection
• In a direct injection engine, fuel is injected into the combustion chamber as opposed to
injection before the intake valve (petrol engine) or a separate pre-combustion chamber
(diesel engine).[27]

• In a common rail system, the fuel from the fuel tank is supplied to the common header
(called the accumulator). This fuel is then sent through tubing to the injectors, which
inject it into the combustion chamber. The header has a high pressure relief valve to
maintain the pressure in the header and return the excess fuel to the fuel tank. The fuel
is sprayed with the help of a nozzle that is opened and closed with a needle valve,
operated with a solenoid. When the solenoid is not activated, the spring forces the
needle valve into the nozzle passage and prevents the injection of fuel into the cylinder.
The solenoid lifts the needle valve from the valve seat, and fuel under pressure is sent
in the engine cylinder. Third-generation common rail diesels use piezoelectric injectors
for increased precision, with fuel pressures up to 1,800 bar or 26,000 psi.

• Direct fuel injection costs more than indirect injection systems: the injectors are
exposed to more heat and pressure, so more costly materials and higher-precision
electronic management systems are required.