1. A). Engine Management Systems.

These systems are closed-loop electronic systems that maintain the operation of the Engine at
varying speeds and loads while keeping exhaust emissions low and engine operation at
optimum.
The electronic control unit (ECU) controls these systems by receiving data from sensors then
process it and send a signal to control an actuator in order to archive optimum operation of the
engine. Any changes in engine operation are detected by the ECU through data received from
sensors. This ensures that the engine operation is monitored and maintained continuously at all
times as it is running.

B). Five requirements that led to the development of related engine management technology.

(i). Fuel consumption.

The requirement for less fuel consuming vehicles led to development of engine management
systems. Before the EMS, vehicles consumed more fuel and could not run on lean mixtures.
After the development of EMS, vehicles consume less fuel, run on lean mixtures and produce
low emissions.
 (ii). Environment protection.
Because vehicles emit carbon dioxide and other greenhouse gases that are harmful to
environment, a requirement for vehicles to produce less emissions led to the development of
engine management systems. After the development of EMS, vehicles produce low emissions.

(iii). Safety.
The need for safe vehicles led to the development of EMS so as to increase on the safety of the
driver, passengers and the vehicle itself.

(iv). Efficiency.

The requirement for efficient engines led to the development of engine management systems
so as to increase efficiency of the engine and make more use of the fuel being fed to it.

(iv). Convenience and Driveability.

The need for smooth operation and comfortable driving without any hesitations under all
operating conditions led to the development of engine management systems.

2. A). Torque-based engine management system structure for port fuel injection system (PFI).
B). Control strategies for engine modes of operations.

(i). Engine start-up.

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.

(ii). Idle speed.

The objectives of the engine control system during idle are to 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.

(iii). Acceleration.

During acceleration, their is an increase in the throttle opening and engine load so the ECU must
increase on fuel to compensate for the learn mixture that comes about from the increased air due to the
sudden throttle opening. The ECU increases fuel supply in correspondence to the throttle angle to
provide enough fuel for the desired performance while still keeping the exhaust emission and fuel
consumption low. The ignition timing is also altered by the ECU in order to provide maximum torque.

(iv). Deceleration.

When decelerating, there is a fuel cut-off by the ECU in order not to have a very rich mixture at the end
of the deceleration. When the speed reduces below a certain point, the injection is resumed.

(v). Engine knock.

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

3. A). Two advantages and disadvantages of GDI (Gasoline Direct Injection).

ADVANTAGES.
-Improved fuel economy.
-Reduced exhaust emissions.

DISADVANTAGES.
-Higher cost.
-More components.

B). Difference in fuel delivery between a GDI and a PFI system.

In A gasoline direct-injection (GDI) system, a fuel injector delivers a short squirt of fuel directly
into the combustion chamber while in a port fuel-injection system, an injector sprays the fuel in
the intake manifold near the intake valve.

C). Two basic modes of a GDI system.

STRATISFIED MODE.
This mode is at low load and low speed operation. It gives better fuel economy and has the
potential to burn lean mixture

HOMOGENOUS MODE.
This mode is at higher loads and higher speeds. In this mode, fuel is injected early in the suction
stroke which leads to the formation of homogeneous mixture due to availability of sufficient
time for the mixture preparation.
4. 20 components of the schematic diagram engine management system.
1. Activated charcoal canister - Absorb fuel vapor from the tank and release it back into the engine
through the purge valve.

2. Hot film air mass sensor with integrated temperature – measure the amount of air flowing to the
engine.

3. Throttle device (electronic throttle control) – Electronic Throttle control for controlling the throttle
valve.

4. Regeneration valve – Also known as purge valve, it is used to admit fuel vapor from the canister to the
intake.

5. Intake manifold pressure sensor – This is a sensor the measures the mass of air in the intake manifold.

6. Fuel rail – Storage for fuel before it is sprayed by the injector

7. Fuel injector – This is an actuator used to meter the fuel being injected to the engine.

8. Actuators and sensors for variable valve timing – These are there for the control of the valve timing.

9. Ignition coil and spark plug – The coil builds the energy required to create an arc at the spark plug.

10. Camshaft phase sensor – This sensor sends signals for the position and speed of the camshaft.

11. Lambda sensor upstream of primary catalytic converter – This sensor measures the oxygen content
in the exhaust gases befoe the catalytic converter.

12. Engine ECU – This is the electronic control unit that controls the engine management system.

13. Exhaust gas recirculation valve – This is a solenoid valve that is controlled by the ECU to admit some
exhaust gas back into the intake to completely burn off the fuel.

14. Speed sensor – This is a sensor that sends signals to the ECU for the speed and position of the
crankshaft.

15. Knock sensor – This sensor monitors the vibration of the engine block and sends a signal to the ECU
for the frequency of the vibration.

16. Engine temperature sensor – This sensor mearsures the temperature of the engine coolant and
sends the signal to ECU.

17. Primary catalytic converter (three-way catalytic converter) – This device reduces the toxins and the
pollutants in the exhaust gases.

18. Lambda sensor downstream of primary catalytic converter – This sensor measures the amount of
oxygen in the exhaust gases after the catalytic converter.

19. CAN interface – This is a socket to plug in a diagnostic machine to scan for faults in the system.

20. Fault indicator lamp – This is an indicator lamp that comes on when their is a fault in the system.