Module-3

Chapter-1
Digital Engine Control Systems
DIGITAL ENGINE CONTROL FEATURES

Fuel that is supplied to each injector from the fuel pump is supplied to each fuel injector at a
regulated fuel pressure.
When the injector valve is opened, fuel flows at a rate Rf (in gal/sec) that is determined by the
(constant) regulated pressure and by the geometry of the fuel injector valve.
The quantity of fuel F delivered to any cylinder is proportional to the time T that this valve is
opened:
The engine control system, then, determines the correct quantity of fuel to be delivered to each
cylinder (for a stoichiometric mixture) via measurement of mass air flow rate.
The controller then generates an electrical signal that opens the fuel injector valve for the
appropriate time interval T to deliver this desired fuel quantity to the cylinder such that a
stoichiometric air/fuel ratio is maintained. F = RfT
The controller also determines the correct time for fuel delivery to correspond to the intake
stroke for the relevant cylinder. This timing is determined by measurements of crankshaft and
camshaft position using sensors
Digital Engine Control System Diagram
CONTROL MODES FOR FUEL CONTROL (SEVEN MODES)
Engines have different modes of operation as the operating conditions change.
Seven different modes of operation commonly affect fuel control.
During engine crank and engine warm-up modes, the controller holds the air/fuel ratio to
a purposely low value (a rich fuel mixture).
After warm-up, the controller switches to open-loop control until accurate readings can be
obtained from the EGO sensor. The controller then changes to, and remains in, closed-loop
mode under ordinary driving conditions.
During conditions of hard acceleration or deceleration, the controller adjusts the air/fuel ratio
as needed.
During idle periods, the controller adjusts engine speed to reduce engine roughness and stalling.

1. Engine Crank (Start):- the primary control concern is reliable engine start.
1. Engine RPM at cranking speed.
2. Engine coolant at low temperature from ROM look up table.
3. Air/fuel ratio low.
4. Spark retarded.
5. EGR off.
6. Secondary air to exhaust manifold.
7. Fuel economy not closely controlled.
8. Emissions not closely controlled.
2. Engine Warm-Up:-the engine temperature is rising to its normal operating value. Here, the
primary control concern is rapid and smooth engine warm-up.
1. Engine RPM above cranking speed at command of driver.
2. Engine coolant temperature rises to minimum threshold.
3. Air/fuel ratio low.
4. Spark timing set by controller.
5. EGR off.
6. Secondary air to exhaust manifold.
7. Fuel economy not closely controlled.
8. Emissions not closely controlled.
The controller selects a warm-up time from a lookup table based on the temperature of the
coolant. During engine warm-up the air/fuel ratio is still rich, but it is changed by the controller
as the coolant temperature increases. That quantity of fuel is given by the air charge
divided by the desired air/fuel ratio : F=A/(A ⁄ F )d
If the engine speed in revolutions/minute is RPM,
then the number of revolutions/second (which we
call r) is r= RPM/60
the mass of fuel delivered to each cylinder is
F =MAF/r (N ⁄ 2)(A ⁄F )d
fuel injecter pulse duration T= F/Rf
This pulse width is known as the base pulse width.
Open-Loop Control:-This is before the EGO sensor has reached the correct temperature for
closed-loop operation. Fuel economy and emissions are closely controlled.
1. Engine RPM at command of driver.
2. Engine temperature above warm-up threshold.
3. Air/fuel ratio controlled by an open-loop system to 14.7.
4. EGO sensor temperature less than minimum threshold.
5. Spark timing set by controller.
6. EGR controlled.
7. Secondary air to catalytic converter.
8. Fuel economy controlled.
9. Emissions controlled.
The most popular method uses the mass density equation to calculate the amount of air
entering the intake manifold.
base pulse width Tb=MAF/r (N ⁄s )(14.7)Rf base pulse width
three variables need to be determined: volumetric efficiency (nv), intake density (da), and EGR
volume flow rate (RE).

the mass air flow rate:

MAF= da[(RPM/60)(D/2)nv-RE

where D is the engine displacement

4. Closed-Loop Control:-For the closest control of emissions and fuel economy under various
driving conditions, the electronic engine control system is in a closed loop. Fuel economy and
emissions are controlled very tightly.
1. Engine RPM at command of driver.
2. Engine temperature in normal range (above warm-up threshold).
3. Average air/fuel ratio controlled to 14.7, ±0.05.
4. EGO sensor’s temperature above minimum threshold detected by a
sensor output voltage indicating a rich mixture of air and fuel for a minimum amount of time.
5. System returns to open loop if EGO sensor cools below minimum
threshold or fails to indicate rich mixture for given length of time.
6. EGR controlled.
7. Secondary air to catalytic converter.
8. Fuel economy tightly controlled.
9. Emissions tightly controlled.
fuel delivery is regulated by the engine control system by controlling the pulse duration (T) for
each fuel injector.
The engine controller continuously adjusts the pulse duration for varying operating conditions
and for operating parameters. A representative algorithm for fuel injector pulse duration for a
given injector during the nth computation cycle, T(n), is given by
T(n) = Tb(n) × [1 + CL(n)]
where
Tb(n) is the base pulse width as determined from measurements of massair flow rate
and the desired air/fuel ratio
CL(n) is the closed-loop correction factor
For open-loop operation, CL(n) equals 0; for closed-loop operation, CL is given by
For open-loop operation, CL(n) equals 0; for closed-loop operation, CL is given by
CL(n) = αI(n) + βP(n)
where
I(n) is the integral part of the closed-loop correction
P(n) is the proportional part of the closed-loop correction
α and β are constants
EGO sensor indicates a rich mixture (i.e., EGO sensor voltage is high), then the integral term is
reduced by the controller for the next cycle,
I(n + 1) = I(n) – 1
EGO sensor indicates a lean mixture (i.e., low output voltage)
I(n + 1) = I(n) + 1
5. Hard Acceleration:-When the engine must be accelerated quickly or if the engine is under
heavy load, it is in a special mode. Now, the engine controller is primarily concerned with
providing maximum performance
1. Driver asking for sharp increase in RPM or in engine power, demanding maximum
torque.
2. Engine temperature in normal range.
3. Air/fuel ratio rich mixture.
4. EGO not in loop.
5. EGR off.
6. Secondary air to intake.
7. Relatively poor fuel economy.
8. Relatively poor emissions control.
The mixture is enriched to maximize torque during very heavy load (for example, a wide open
throttle).
6. & 7. Deceleration and Idle:-Slowing down, stopping, and idling are combined in another
special mode. The engine controller is primarily concerned with reducing excess emissions
during deceleration, and keeping idle fuel consumption at a minimum.
1. RPM decreasing rapidly due to driver command or else held constant at idle.
2. Engine temperature in normal range.
3. Air/fuel ratio lean mixture.
4. Special mode in deceleration to reduce emissions.
5. Special mode in idle to keep RPM constant at idle as load varies due to air
conditionner, automatic transmission engagement, etc.
6. EGR on.
7. Secondary air to intake.
8. Good fuel economy during deceleration.
9. Poor fuel economy during idle, but fuel consumption kept to minimum possible.
Fuel flow is reduced during deceleration with closed throttle.
Deceleration is indicated by a sudden decrease in throttle angle or by closure of a switch when
the throttle is closed (depending on the particular vehicle configuration). 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.
When the throttle angle reaches its closed position and engine RPM falls below a preset value,
the controller switches to idle speed control.
A stepping motor opens a valve, allowing a limited amount of air to bypass the closed throttle
plate.
• EGR CONTROL
– The engine controller also must determine when the EGR
valve should be opened or closed.
– A second electronic engine control subsystem is the control of
exhaust gas that is re-circulated back to the intake manifold.
– The control mode selection logic determines when EGR is
turned off or on. EGR is turned off during cranking, cold
engine temperature (engine warmup), idling, acceleration, or
other conditions demanding high torque.
– EGR control systems the controller monitors the differential
pressure between the exhaust and intake manifold via a
differential pressure sensor (DPS).
– With the signal from this sensor the controller can calculate
the valve opening for the desired EGR level.
– The amount of EGR required is a predetermined function of
the load on the engine (i.e., power produced).
• ELECTRONIC IGNITION CONTROL
– Before the development of electronic ignition the traditional
ignition system included spark plugs, a distributor, and a high-
voltage ignition coil.
– In most present-day electronically controlled engines the
distributor has been replaced by multiple coils. Each coil
supplies the spark to either one or two cylinders.
– In such a system the controller selects the appropriate coil and
delivers a trigger pulse to ignition control circuitry at the
• 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.
• In a typical electronic ignition control system, the total spark
advance, SA (in degrees before TDC), is made up of several
components that are added together:
• Closed-Loop Ignition Timing
– For best performance, spark is advanced until excessive knock
occurs.
– The major disadvantage of open-loop control is that it cannot
automatically compensate for mechanical changes in the
system.
– Closed-loop control of ignition timing is desirable from the
standpoint of improving engine performance and maintaining
that performance in spite of system changes.
– One scheme for closed-loop ignition timing is based on the
improvement in performance that is achieved by advancing the
ignition timing relative to TDC.
– advancing the spark relative to TDC increases the torque until a
point is reached at which best torque is produced. This spark
advance is known as mean best torque, or MBT.
– When the spark is advanced too far, an abnormal combustion
• The output voltage VK at the end of the gate interval
T is given by:
• Spark Advance Correction Scheme
– Whenever knock is excessive, a closed-loop spark advance system causes spark to
retard.
– two classes of correction that are used:
• Fast correction and
• slow correction.
– In the fast correction scheme, the spark advance is decreased for the next engine
cycle by a fixed amount (typically from 5° to 10°) whenever knock is detected.
– Then the spark advance is advanced in one degree increments every 5 to 20
crankshaft revolutions.
– The fast correction ensures that minimum time is spent under heavy knocking
conditions.
– Further, this scheme compensates for hysteresis
• In the slow correction scheme, spark advance is
decreased by one (or more) degree each time knock
is detected, until no knocking is detected.
• The spark advance proceeds in one-degree
increments after many engine cycles.
INTEGRATED ENGINE CONTROL SYSTEM
Each control subsystem for fuel control, spark control, and EGR has been discussed
separately.
Secondary Air Management
Secondary air management is used to improve performance of the catalytic converter.
During engine warm-up, secondary air is routed to the exhaust manifold to speed
warm-up of the converter.
Secondary air management is used to improve the performance of the catalytic
converter by providing extra (oxygen-rich) air to either the converter itself or to the
exhaust manifold.
The catalyst temperature must be above about 200°C to efficiently oxidize HC and CO
and reduce NOx
The converter can be damaged if too much heat is applied to it. This can occur if large
amounts of HC and CO are oxidized in the manifold during periods of heavy loads,
which call for fuel enrichment, or during severe deceleration. In such cases, the
secondary air is directed to the air cleaner, where it has no effect on exhaust
temperatures.
The computer controls secondary air by using two solenoid-operated valves that route
air to
the air cleaner, exhaust manifold, or directly to the converter.
After warm-up, the main use of secondary air is to provide an oxygen-rich atmosphere
in the second chamber of the three-way catalyst, dual-chamber converter system.