Introduction to Engine Management System

The performance and emissions that today's engines deliver would be impossible without the
electronics that manage everything from ignition and fuel delivery to every aspect of emissions
control. The primary function of engine management is to adjust the torque generated by the engine
or, in some applications, to adjust a specific engine speed within the permitted operating range.
1. Comparison between Electronic Fuel Injection (EFI) and Carburetor
When you’re talking about comparing a carburetor vs fuel injection, it’s important to know that they
are both serve the same function.
Advantages Of EFI Over Carburetor
1. A uniform air-fuel mixture to each cylinder is possible
2. Accurate air-fuel ratio can be obtained throughout all engine rpm ranges
3. Good response in relation to changes in throttle angle
4. Corrections of air-fuel mixture
a. low-temperature compensation
b. Deceleration fuel cut-off
5.Efficient intake of air-fuel mixture
Basic EFI Construction
The components of the EFI system, including the auxiliary devices, can be divided according to
their functions as follows: The PCM must know the amount of air entering the engine.
In MAP sensor systems, air flow is calculated based on intake manifold pressure and RPM – called a
speed density system.
MAF sensor systems directly measure incoming air flow. During closed loop the PCM relies on input
from sensors to adjust the air/fuel ratio.
The PCM uses inputs and look-up tables in memory to determine the ideal mixture.
During starting and wide-open throttle the system is in open loop.
FUEL SYSTEM
Fuel is pumped out from the fuel tank by the fuel pump, passes through fuel filter, after that it is sent
to injectors. In this system, the fuel pressure on the injectors is maintained at a constant high against
to the intake manifold pressure. These components are used for transporting fuel to the engine and
consist of the fuel tank, fuel pump, fuel filter, delivery pipe, pressure regulator, pulsation damper,
injectors, cold start injector, etc.
ELECTRONIC CONTROL SYSTEM
This is comprised of various sensors such as the air flow meter, water temperature sensor, throttle
position sensor and intake air temperature sensor. And along with these, the ECU determines the
operation duration of the injectors. Additionally there is a main relay which supplies power to the
ECU, a start injector time switch which controls operation of the cold start injector during engine
starting, a circuit opening relay which controls fuel pump operation, and a resistor which stabilizes
injector operation.
Types of Electronic fuel injection
There are two types of electronic fuel-injection systems:
1. Throttle-body-injection (TBI) type.
2. Port fuel-injection type.
Features of Electronic fuel injection
Major Features With Petrol Injection
• There is Separate Air and Fuel Metering
Air Induction System
• Directs and filters outside air into the cylinders.
• Make sure intake ductwork is properly installed and all connections are airtight. Air leaks
after the airflow sensor will cause drivability problems.
Intake Manifolds
• Distribute the clean air or air-fuel mixture as evenly as possible to each cylinder. Can be
classed wet or dry manifolds. Often house the thermostat and EGR. Modern manifolds are
 aluminum or plastic. Designs vary by engine type.

• Throttle body control

The throttle body consists of the throttle valve (for main passage air volume control), bypass
passages (for ISCV/AAC, air valve and idle speed adjusting screw), throttle position sensor.
During idling, the throttle valve is fully closed. As a result, intake air at idle flows through the
bypass passage. Therefore, the engine rotating speed at idle can be controlled by the bypass
passage air adjustment.
• Air valve
The air valve adds the bypass air during the engine temperature is cold. The role of this is like
choke valve to warm up the engine, but principle is completely different. This valve just
controls the additional bypass air in the cold condition. There are two types of air valve.
1.Wax type
The wax type air valve consists of a thermo valve and gate valve. The thermo valve filled
with thermo wax. The volume of this wax changes according to the coolant temperature. The
thermo valve is connected to the gate valve. By the thermal expansion of the wax, the bypass
air through the gate valve is controlled in proportion to the engine temperature changing.
2. Bi-metal type
The bi-metal type air valve consists of a bi-metal element, a heat coil, and gate valve. Current
flows simultaneously to the heat coil and the fuel pump. This heats the element, causing it to
change shape. This in turn causes the gate valve to close gradually.

Electronic fuel injection system (EFI)

• It uses various engine sensors and control module to regulate the opening and closing of
injector valve.
• The injectors are turned on and off. Fuel quantity is controlled by how long the injectors are
turned on (pulse width), and the injectors are controlled by an electronic module (a single-
function computer system).
• Fuel Metering is Precise under All Engine Operating Conditions.
Types of Electronic fuel injection
 Throttle Body Injection (TBI)
• Used to move from carburetors to fuel injection.
 • Use one or two injectors over the throttle plate.
• Not as efficient as port fuel injection.
• No longer in use.
• Fuel pressure typically 10 – 15 psi.
 Port Fuel Injection (PFI)
• At least one injector per cylinder.
• Delivers fuel just outside combustion chamber.
• Allows for good atomization.
• Several different types used over years:
 Multiport injection (MPI)
 Sequential fuel injection (SFI)
 Gasoline Direct-Injection Systems
• Used for many years on diesel engines.
• Highly pressurized fuel is sprayed directly into the cylinders.
• Allows for very lean air/fuel mixtures
• Increases volumetric efficiency
• Uses very high fuel pressures (typically between 400 and 1500 psi)
• System operates similarly to diesel injection systems.
• Allows higher compression
• Decreases emissions
• High power output

1.Fuel Tank
Allow for vapor containment, expansion, contractions, and overflow. About 10% of tank volume is
used for expansion in hot weather. constructed of steel, aluminum, or plastic. Most contain the fuel
pump and gauge sending unit. The strainer or sock stops dirt or rust from entering the fuel pump.
Fuel Lines and Fittings:- Can be metal tubing, flexible nylon, or synthetic rubber hose specific for
fuel use. Many tanks have vent hoses to allow air in the tank to escape during fueling.
Sections of line are assembled with fittings. May be threaded or quick-release. Lines may be clamped.
2. Fuel pump
There are two types of fuel pump, the in-tank type and the in-line type. These two types of fuel pump
are also called the wet type, since the motor is integrated with the pump and the inside of the pump is
filled with fuel. Fuel pump control: the fuel pump in a vehicle equipped with an EFI engine operates
when the engine is running. This is to prevent fuel from being pumped to the engine when the
ignition switch is on but the engine is stopped.
Relief valve:
The relief valve opens when the discharge side pressure reaches 3.5 to 6.0 kg/cm2, and the
highly pressurized fuel is returned directly to the fuel tank. The relief valve prevents the fuel
pressure from rising beyond that level.
Check valve:
The check valve closes when the fuel pump stops. The check valve and pressure regulator both work
to maintain residual pressure in the fuel line when the engine is stopped, thus easing restart ability.
If there were no residual pressure, vapor lock could occur easily at high temperatures, making it
difficult to restart the engine.
3. FUEL FILTER
The fuel filter filters out dirt and other foreign particles from the fuel. It is installed at the high-
pressure side of the fuel pump.
4. PULSATION DAMPERS
The fuel pressure is maintained at the fixed pressure in relation to intake manifold vacuum by the
pressure regulator. However, there are slight variations in line pressure due to injection. The pulsation
damper acts to absorb these variations by means of diaphragm with spring.
5. FUEL PRESSURE REGULATOR
The pressure regulator regulates the fuel pressure to the injectors. Fuel injection quantity is controlled
by the duration of the signal applied to the injectors. Therefore, a constant pressure must be
maintained to the injectors.
6. INJECTORS
The injector is an electro magnetically operated nozzle that injects fuel in accordance with a signal
from the ECU.
The amount of fuel injected depends on fuel pressure and injector pulse width time.
Typical pulse width is 1 – 10 ms at full load.
Primary factors are load and engine temperature.
Injector design and fuel additives help reduce injector tip deposits and clogging.
Types of Fuel injection methods
a) Simultaneous fuel injection
b) Group injection
c) Sequential fuel injection (SEFI)
 Injectors are divided in to two depending on their resistance
 High-resistance type: approximately 13.8 Ohms.
 Low-resistance type: approximately 1.5-3 Ohms.
 Injector drive methods

7. COLD START INJECTOR

The cold start injector is installed in the center of the air intake manifold. The function of the
cold start injector is to improve cold engine starting.
The injector operates only during cranking (start up) when the coolant temperature is low. The
maximum injection duration is limited by the start injector time switch to prevent flooding (wet
spark plugs) resulting from continuous injection by the cold start injector.
When the ignition switch is turned to the ST position, the current flows to the solenoid coil, and
the plunger is pulled against spring tension. Thus, the valve will open and fuel will flow over
the plunger and through the injector tip.
Cold start injector time switch
The function of the cold start injector time switch is to control the maximum injection duration of the
cold start injector.
Injector pulse width
It provides pulses of a set duration, so that the injector valve opens and closes, or pulses, very quickly.
The exact injector open time depends on the data the sensors give the ECU, but it usually varies from
1 to 20 milliseconds. Valve-lift for the fully open position is about 0.15mm, and response time is
about 1 millisecond.

 Diesel Engine EFI-Common Rail

In the Diesel engine the combustion torque is generated in the power cycle and is determined by the
following variables if the excess air is sufficient:
 the supplied fuel mass,
 the start of combustion determined by the start of injection
 the injection/combustion process
In addition, the maximum speed torque is limited by:
 smoke emission
 the cylinder pressure
 the temperature load of different components and
 the mechanical load of the drive train
The common rail system's principal feature is that injection pressure is independent of engine speed
and injected fuel quantity, this is not the case of the previous diesel fuel systems.
The function of pressure generation and fuel injection are separated by an accumulator volume. This
volume is essential to the correct operation of the system and is made up of the common fuel rail, the
fuel lines and the injectors themselves.
Advantages of common rail:
• Fuel pressure available on demand.....
• Higher injection pressures and finer atomization of fuel.
• Injection pressure created independent of engine speed.
• Multiple injections per cylinder combustion are possible.
Benefits of common rail:
• Reduction of overall exhaust emissions.
• Reduction of particulate emissions.
• Reduction of noise emissions.
• Improved fuel efficiency.
• Higher performance.
The fuel system has the following main parts:
 Pre supply pump
 High pressure pump
 Pressure control valve
 High pressure fuel accumulator (fuel rail)
 Solenoid actuated fuel injector
The fuel system can be divided into two basic circuits
Pressure limiter & flow limiter
 Pressure limiter returns excess fuel to tank.
 Flow limiter prevents continuous flow of fuel when the injector fails.
Fuel injector (Common rail Diesel injector (solenoid-valve type)
Start of injection and injected fuel quantity are set by electrical activation. The injection point is set
by the angle/time system of electronic diesel control. The fuel is sent from the high-pressure port via
an inlet passage to the nozzle and via the inlet restrictor into the valve control chamber.
 The valve control chamber is connected by the outlet restrictor, which can be opened by a solenoid
valve, to the fuel return.
  Electronic Ignition Systems
• No moving parts.
• Cylinders individually controlled.
• Flexible mounting locations.
• Less radio frequency interference.
• No timing adjustments.
• More time for coil saturation.
EI System Operation
• Biggest differences are in number of coils and the use of CKT and CMP sensors.
• Layout and operation of the sensors are designed to provide fast engine starts and
synchronization of the fuel and ignition systems.
Double-Ended Coil or Waste Spark Systems
• One coil fires two plugs.
• These are the companion cylinders.
• One plug fires positive to negative
• The other fires negative to positive
Coil-Per-Cylinder Ignition
• Coil-on-plug and coil-near-plug
• Allows for more time between firings and increased saturation time.
• A single coil failure affects only one cylinder.
• COP requires adaptors or plug wires to connect an ignition scope.
• Basic Timing
The PCM controls timing and is not adjustable.
Timing is fixed during cranking.
Once a certain engine speed is reached, the PCM adjusts timing.
Timing inputs include RPM, load, throttle position, and coolant temperature.
Misfire Detection
• The CKP identifies which cylinder.
• Detected by variation in crank speed.
• PCM uses wheel speed data to determine if crank speed variation is from rough road
conditions or misfire.
 Timing Corrections
• Temperature
Advanced with low coolant temperature
• Engine Knock
Timing retarded when knock is detected
• Stabilizing Idle
Used if desired idle speed is not correct
EGR Systems
• Recirculates an amount of exhaust gas which dilutes the air/fuel mixture.
• This lowers combustion temperatures.
• EGR amount is proportional to throttle opening.
• Many modern engines do not use EGR.
• Very similar to those on gas engines.
• Most diesel EGR applications cool the incoming gases before the cylinders.
• Most EGR coolers use engine coolant that passes through a separate circuit to cool the
gases.
Common Types of EGR Valves
• Vacuum-Operated
Positive backpressure
• Vacuum-Operated
Negative backpressure
• Digital
Three solenoid type
• Linear
Post-Combustion Systems
Clean the exhaust after combustion but before the gases leave the tailpipe.
Catalytic converters and secondary air injection systems are the most effective.
Catalytic Converters
One of the most important emission lowering developments has been unleaded fuel.
Unleaded fuels are necessary for catalytic converters.
Most vehicles have two converters for each exhaust stream.
Catalyst effectiveness is monitored by OBD II.
Two-way or oxidizing converters had no effect on NOx.
Lean burning engines produce high amounts of NOx.
These vehicles used an additional converter.
Most common on diesel engines is an oxidation catalyst.
Uses the O2 to oxidize CO to form CO2 and HC to H2O and CO2.
Also reduces soot emissions.
May have a NOx absorber built in or separate.
Selective Catalyst Reduction (SCR) Systems
• Used to reduce NOx emissions.
• A reluctant is injected into the exhaust stream and then absorbed onto a catalyst.
• The reluctant removes oxygen from a substance and combines another substance with
oxygen to form another compound.
• Ammonia and urea water are commonly used. Most common on diesel engines is an
oxidation catalyst.
• Uses the O2 to oxidize CO to form CO2 and HC to H2O and CO2.
• Also reduces soot emissions.
• May have a NOx adsorbed built in or separate.
2. The engine control system includes:
1. Sensors
It senses different physical conditions of the engine parameters. Sensors are transducers that change
physical quantity in to electrical quantity
They are of three types
Passive (modulators) or Resistive sensors:
 potentiometers
 thermistors
 piezo resistive
Active (Voltage generating sensors):
 piezo electric
 zirconia-dioxide
 magnetic inductance
Switch sensors:

 brake stop switch

 phototransistors and LEDs
 speed sensors
 G-sensors (Air Bag Impact Sensors)
1. AIR FLOW METER (L-TYPE)
The air flow meter is used with L-type EFI for sensing the intake air volume.
In L-type EFI, this is one of the most important sensors.
The intake air volume signal is used to calculate the basic injection duration and basic ignition.
2. INTAKE MANIFOLD PRESSURE SENSOR (FOR D-EFI)
This sensor detects the pressure variation of the intake manifold and converts it to the voltage signal.
Purpose
•The ECU then calculates the basic injection volume and the basic ignition advance angle on the basis
of this signal
• The ECU uses speed density formula to calculate air density inside cylinder
• Air density in cylinder
3. THROTTLE POSITION SENSOR
The throttle position signal is used for fuel cut off control (during deceleration or braking) and
increasing the fuel volume during acceleration.(Additionally, this signal is used for automatic
transmission control also.)
4. WATER TEMPERATURE SENSOR
• This sensor detects the engine coolant water temperature by means of a thermistor.
• Based on the signal from the sensor, the ECU increases fuel volume to improve drive ability during
cold engine operation.
5. INTAKE AIR TEMPERATURE SENSOR (THA)
Even though the volume of air measured by the air flow meter may be the same, the fuel injection
volume will vary with the air temperature.The ECU adjusts injection volume slightly, according to the
intake air temperature.
6. LAMDA SENSOR (OXYGEN SENSOR)
The O2 sensor senses whether the air fuel ratio is richer or leaner than the theoretical air fuel ratio.
Oxygen Sensor Position
• Numbered by its location and order in relation to the engine’s banks

• The sensor closest to the number one cylinder is O2 Sensor, Bank 1,

Sensor 1

• The sensor in the opposite bank is O2 Sensor, Bank 2, Sensor 1

• Downstream sensors have higher numbers.

Types of oxygen sensors
A. Zirconia element type
Operation: If the oxygen concentration on the inside surface of ZrO2 element differs greatly from
that on the outside surface at high temperature (it works 400oC/752oF or higher), the zirconia element
generates a voltage, which acts as an OX signal to the engine ECU.
B. Titania element type
OPERATION:
The properties of titanium are such that its resistance changes in accordance with the oxygen
concentration of the exhaust gas. This resistance changes abruptly at the boundary between a lean and
a rich theoretical air-fuel ratio.
7. KNOCK SENSOR
The use of knock sensors enables an engine to run on the threshold of knock’ and should knock occur
the sensor feeds the information back to an electronic control unit which retards the ignition timing to
reduce the knock detected.
8. START SIGNAL (STA)
STA signal is used to judge if the engine is being cranked. Its main function if to allow the ECU to
increase the fuel injection volume during cranking. As can be understood from the figure, the STA
signal voltage is the same voltage as that supplied to the starter motor.
9. ENGINE SPEED SENSOR ( NE SIGNAL)
• These signals are used by the Engine ECU to detect the crankshaft angle and engine speed.
These signals are very important not only for the EFI system but also for the ESA system. The
NE signal is used by the Engine ECU to detect the engine speed
We can classify in to three types depending on their installation position
• In-distributor type
• Cam position sensor type
• Separate type
10. CRANK ANGLE SENSOR (G SIGNAL)
The G signal informs the Engine ECU of the standard crankshaft angle, which is used to
determine the injection timing and ignition timing in relation to the TDC.
11. STOP SIGNAL (STP)
This signal is used to detect when the brakes have been applied. The STP signal voltage is the same as
the voltage supplied to the stop lamps, as seen in the diagram. The STP signal is used mainly to
control the fuel cut off engine speed. (The fuel cut off engine rotating speed is reduced slightly when
the vehicle is braking.)
12. VEHICLE SPEED SENSOR
This sensor senses the actual speed at which the vehicle is traveling. Used to control ISC system and
air fuel ratio during acceleration, and deceleration, etc. 1. Reed switch type 2. Photo-coupler type
vehicle speed sensor and Magnetic pickup type
2. Electronic Control Unit (ECU)
Determines injection duration and timing, ignition timing, idle speed, etc., based upon data from
sensors and data stored in memory, and sends appropriate signals to control actuators.
The operation of the computer is divided into four basic functions:
1. Input: A voltage signal sent from the input device. This device can be a sensor or a switch
activated by the driver or technician.
2. Processing: The computer uses the input information and compares it to programmed instructions.
The logic circuits process the input signals into output demands.
3. Storage: The program instructions are stored in an electronic memory. Some of the input signals
are also stored for later processing.
4. Output: After the computer has processed the sensor input and checked its programmed
instructions, it will put out control commands to various output devices. These output devices may be
the instrument panel display or a system actuator. The output of one computer can be used as an input
to another computer.
Computer memory
1. Read-Only Memory (ROM) contains a fixed pattern of 1’s and 0’s that represent permanent
stored information. This information is used to instruct the microprocessor on what to do in response
to input data. The CPU reads the information contained in ROM but it cannot write to it or change it.
ROM is permanent memory that is programmed in. This memory is not lost when power to the
computer is lost. ROM contains formulas, calibrations, and so on. The
ROM unit is soldered into the computer and is not easily removed.
2. Random Access Memory (RAM) is where temporary information is stored. It can be both
read from and written onto it. If for example, data comes in from a sensor and will be used for several
different decisions, such as manifold vacuum information, the microprocessor will record it in RAM
until it is updated. That is RAM stores information that is waiting to be acted upon and it stores output
signals that are waiting to be sent to an output device. If during its continuous testing the computer
sees something wrong (a fault), it will record
information in RAM concerning the fault.
The Ram is soldered in place and not easily removed. RAM can be designed as volatile or
Non-volatile:

 Volatile RAM
In volatile RAM (keep-alive memory), the data will be retained as long as current flows through
the memory. A volatile RAM is erased when disconnected from its power source. In automotive
applications a volatile RAM is usually connected directly to the battery through a fuse or fusible
link so that when the ignition is turned off, The RAM is still powered.
 Non-volatile RAM
Non-volatile RAM is a combination of RAM and EEPROM into the same chip. During normal
operation, data is written to and read from the RAM portion of the chip. If the power is removed
from the chip, or at programmed timed intervals, the data is transferred from the RAM to the
EEPROM portion of the chip. When the power is restored to the chip, the EEPROM will write
the data back to the RAM.
Vehicles with digital display odometers usually sore mileage information in a non-volatile RAM.
3. Programmable read only memory (PROM) contains specific data that pertains to the exact
vehicle in which the computer is installed. This information may be used to inform the CPU
of the accessories that are equipped on the vehicle. The information stored in the PROM is
the basis for all computer logic. The information in PROM is used to define or adjust the operating
perimeters held in ROM. In many instances, the computer is interchangeable
between models of the same manufacturer; however, the PROM is not. Consequently, the
PROM may be replaceable and plug into the computer.
3.Actuators
Perform the action to be done as per ordered by the ECU
1.Fuel pump control
A variety of fuel pump control circuits and controls have been used over the years. The following
basic methods are:
2.Injector control
• The injector is an electro-magnetically operated nozzle, which injects fuel in accordance with
signals from the ECU.
3. Idle speed control (ISC)
• The ISC system controls the idle speed by means of the ISC valve to change the volume of air
flowing through the throttle valve by pass in accordance with signals from the ECU.
• There are four types of ISC valve:
1. Duty ACV (air control valve)
2. Rotary solenoid type
3. Stepper motor type
4. On-off control VSV (Vacuum switching valve)
4. Igniter
The primary function of the igniter is to turn on and off the primary coil current based on
the IGT signal received from the ECM. The igniter or ECM may perform the following
Functions:
 Ignition Confirmation (IGF) signal generation unit.
 Lock prevention circuit.
 Over voltage prevention circuit.
 Current limiting control.
 Tachometer signal.
It is critical that the proper igniter is used when replacing an igniter. The igniters are matched to the
type of ignition coil and ECM.

4. Electronic Emission Control System

Computer-controlled purge. The PCM controls when the canister purges on most engines. This is
done by an electric vacuum solenoid and one or more purge valves. Under normal conditions, most
engine control systems permit purgingonly during closed-loop operation at cruising speeds. During
other engine operation conditions, such as open-loop mode, idle, deceleration, or wide-open throttle,
the PCM prevents canister purging.
It provides better control. Monitors the condition of the fuel system

Enhanced System

Components

1. Fuel tank pressure sensor

2. Canister vent solenoid

 3. Control module

4. Service port

VENT VALVE The canister vent valve is a normally open valve and is closed only when
commanded by the PCM during testing of the system. The vent valve is closed only during testing by
the PCM as part of the mandated OBD-II standards. The vent solenoid is located under the vehicle in
most cases and is exposed to the environment, making this valve subject to rust and corrosion.
PURGE VALVE The canister purge valve, also called the canister purge (CANP) solenoid, is
normally closed and is pulsed open by the PCM during purging. The purge valve is connected to
intake manifold vacuum using a rubber hose to draw gasoline vapors from the charcoal canister into
the engine when the purge valve is commanded open. Most purge valves are pulsed on and off to
better control the amount of fumes being drawn into the intake manifold.
Fuel Tank Pressure Sensor
It monitors fuel tank pressure. Sends a pressure signal to the control module
Canister Vent Solenoid
Electrically operated vacuum valve replaces the fresh air vent used on older canisters
Closed by the control module to perform diagnostic tests on the evaporative system
Service Port
It is used on many enhanced evaporative emission control systems.Fitting allows the connection of
service tools for testing and cleaning.