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The Engine Management System For Gasoline and Diesel Engines
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
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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.
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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.
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
System layout
From and towards
ECU
SENSORS
ACTUATORS
Bosch Source
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Hybrid SHF
Hybrid-section
cover
O-ring
Measuring
channel cover
Sensor chip
(CMF)
Carrier plate
Plug-in sensor
housing
Temperature
sensor
Bosch Source
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Planar type
ZrO2 - Ceramic
Electrodes
Porous protective layer
Insulation
PO2 Air
US =
Heater
Sensor voltage
Reference
air duct
RT
PO2
In
4F
PO2
0.3
0
Ureg
0.98
1.0
1.02
Normalized A / F ratio
Bosch Source
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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.
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Fuel rail
Knock sensor
Injector
Pressure regulator
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ME 7 Motronic Components
(Evoluted gasoline management system)
Bosch Source
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Bosch Source
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Motronic
Elektronische Zndungssteuerung mit Klopfregelung
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Driver
Throttle angle
Efficiency Demands
Internal Torque
Demands
Engine start-up
Idle speed control
Engine speed limitation
Engine protection
Calculation of
drivers request
Idle speed
actuator
Efficiency
Vehicle dynamic
control
Driveability
Torque
demand
coordinator
Torque
External Torque
Demands
Engine start-up
Catalyst heating
Idle speed control
Engine
Torque
conversion
Ignition
timing
Ind. fuel
cut-off
Torque
Coordination
Realization
of torque and
of desired
efficiency
torque
demands
Injection
time
Waste gate
control
MAIN
FUELLING
COMBUSTIO
N
RATE
-60
TDC
+60
POST
FUELLING
COMBUSTIO
N
RATE
-60
TDC
+60
CRF Source
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Bosch Source
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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.
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Diesel Systems
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
Fuel filter
Tank
Electrical
presupply
pump
EKP
Prefilter
Injector
Engine speed
(crank)
Control unit
(1...n)
Engine speed
(cam)
return line
pressure
EKP pressure
high pressure
Tank
other
sensors
backflow
pressure
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
Metering
unit
ZME
electrical lines
Bosch Source
Strictly confidential | DS/SGF | 07/04/2005 | Robert Bosch GmbH reserves all rights even in the event of industrial property rights.
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Diesel Systems
ECU
DRV
Rail Body
Throttles (optional)
Engine Fixation
Bosch Source
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Diesel Systems
CP3
Bosch Source
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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
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Bosch Source
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