INTRODUCTION Since the electronics explosion in the automotive field, electronic solutions have proven to be reliable over time

and have enabled to solve problems otherwise unsolvable. The electronics in todays vehicles have made the transition from simple components to complex semiconductor chips, incorporating in the process the interfacing capability of analog electronics, and proven reliability and flexibility of digital electronics. The content and complexity of electronics for circuit design, processing, power control sensing, signal conditioning and transient suppression are destined to increase even more in future vehicles. Automobile electronic systems can be broken down into four main categories ower train !rive consisting of electronic engine management, electronic transmission, electronic networks" Safety systems such as Antilock #rake systems, air bag triggering, anti$theft, suspension, steering, skid systems" %omfort body systems such as Air conditioner, seat ad&usting, dashboard displays" %ommunication systems such as 'lobal positioning system, radio reception, information systems. (ach of these systems re)uires (lectronic %ontrol *nit +(%*, for efficient performance. (lectronic (ngine -anagement is the science of electronically e)uipping, controlling and calibrating an engine to maintain top performance and fuel economy while achieving cleanest possible exhaust stream, and continuously diagnosing system faults. !ue to the re)uirement of lower emissions, together with the need for better performance, (lectronic systems form an important part of (ngine management. The (lectronic %ontrol *nit +(%*, controls all of the vehicles engine electronic sensors and tells other parts of the engine how much to compensate for certain circumstances in order to make the engine as efficient as possible. .n some cases the (%* also controls many if not all of the interior electric components as well. As long as the (%* is working properly it can read millions of values per second sent to it by the sensors on the vehicle, it then ad&usts other electronic parts to compensate and make the vehicle run correctly. The (%* control includes the fuel in&ection system, ignition timing, and the idle speed control system. The (%* also interrupts the operation of the air conditioning and ('/ systems, and controls power to the fuel pump +through the control relay,. The (%* consists of an 01bit microprocessor, random access memory +/A-,, read only memory +/2-,, and an input3output interface. #ased on information from the input sensors +engine coolant temperature, barometric pressure, air flow, etc.,, the (%* determines optimum settings for the output actuators +in&ection, idle speed, ignition timing, etc.,. The main processing and controlling would be done using microcontroller technology that improves reliability, efficiency, accuracy and control. There would be other interfacing circuits for both analog and digital hardware. Thus after the design of (ngine management (%*, this single rinted %ircuit #oard + %#, when connected to the re)uired sensors and actuators would be used as engine starter, ignition and fuel system to provide optimum and efficient (lectronic engine management.

COMPUTER CONTROL FOR POLLUTION #efore emissions laws were enacted, it was possible to build a car engine without microprocessors. 4ith the enactment of increasingly stricter emissions laws, sophisticated control schemes were needed to regulate the air3fuel mixture so that the catalytic converter could remove a lot of the pollution from the exhaust. %ontrolling the engine is the most processor1intensive &ob on your car, and the engine control unit +(%*, is the most powerful computer on most cars. The (%* uses closed-loop control, a control scheme that monitors outputs of a system to control the inputs to a system, managing the emissions and fuel economy of the engine +as well as a host of other parameters,. 'athering data from do5ens of different sensors, the (%* knows everything from the coolant temperature to the amount of oxygen in the exhaust. 4ith this data, it performs millions of calculations each second, including looking up values in tables, calculating the results of long e)uations to decide on the best spark timing and determining how long the fuel in&ector is open. The (%* does all of this to ensure the lowest emissions and best mileage. TRANSDUCERS A transducer is a device which converts a signal from one form to another. -ost electronics circuits use both input and output transducers6

Input Transducers convert a )uantity to an electrical signal +voltage, or to resistance +which can be converted to voltage,. .nput transducers are also called sensors. Examples: 7!/ converts brightness +of light, to resistance. Thermistor converts temperature to resistance. -icrophone converts sound to voltage. 8ariable resistor converts position +angle, to resistance Output Transducers convert an electrical signal to another )uantity Actuators!. An actuator is
a mechanical device for moving or controlling a mechanism or system. .t is operated by a source of energy, usually in the form of an electric current, hydraulic fluid pressure or pneumatic pressure, and converts that energy into some kind of motion.

Examples: fuel injectors, ignition coils, ABS modulators that are operated by outputs
from the ECM.

otentiometer when used for measuring position 7oad cell $ converts force to m838 electrical signal using strain gauge Accelerometer Air flow sensor-otor converts electricity to motion.

La"#da sensors O$%gen sensors!& These sensors are located in the exhaust system itself. The sensor portion itself is located directly in the stream of the exhaust gasses and its sole purpose is to rear the exhaust gas composition and report it back to the (%*. .f a lambda sensor tells the (%* then the vehicle is running a bit too lean, the (%* then compensates by allowing more fuel into the engine to richer the mixture, the reverse stands true if the vehicle is running rich to begin with. MAP or Mani'old A#solute Pressure sensor( MAF Mass Air Flo) sensor& The -A sensor provides information to the (%* that calculates air density and flow rate, this helps the (%* to figure out if it needs to add more fuel or less to provide optimal combustion. The -A9 sensor reads changes in air density as it enters the engine allowing the (%* to determine if more or less fuel is needed for optimum combustion. *noc+ sensor& This is another important sensor on the engine. .t:s only function is to listen to the engine and report to the (%* if there is any detonation in the cylinders of the engine. .f detonation is present then the (%* varies the ignition spark time either forwards or backwards to compensate and provide optimum combustion. Coolant te"perature sensor& This sensor reads the temperature of the coolant and makes ad&ustments to the air and fuel mixture to bring the vehicle up to optimum operating temperature )uickly, a faulty coolant temperature sensor can cause many problems, if it is not reading properly the (%* may be telling the engine to add more air and fuel to bring the engine up to temperature when it is already there thus making the engine less efficient and wasting fuel. A faulty coolant temperature sensor can also cause the electric cooling fans to either come on to early or too late or even in worst cases not come on at all causing the vehicle to overheat.
IDLE SPEED CONTROL The idling speed of a diesel engine is controlled by the amount of fuel that is in&ected into the cylinders. As the conditions under which the engine is re)uired to idle vary, the computer program must be arranged to provide the correct fuelling to ensure a steady idling speed under all conditions. The inputs to the (%that are shown in 9ig. ;.<= give an indication of the sensor inputs that are

Sensor inputs 'or t,e ti"ing control -al-e

.e,icle in'or"ation s%ste"

.n addition to the display and control elements for the predominantly vehicle1related functions, there is an increasing array of information, communication and comfort applications in a modern1day motor vehicle. The radio is virtually a standard feature, and telephone, navigation system etc. are following this trend. (ach of these further applications would normally re)uire its own display, specially configured controls and a different procedure for its operation. This agglomeration of controls and displays would place additional burdens on the driver and, under certain circumstances, would no longer satisfy future re)uirements for comfort and road safety. The motor1vehicle information system provides the driver with a standardi5ed >user interface> for an assortment of different applications. This system combines the display and operating elements from several applications within a single display and operating unit. A substantial reduction in the number of input and output elements facilitates implementation of an ergonomically satisfactory control layout. .n the face of increasing complexity, the vehicle information system furnishes an opportunity to design clear, convenient vehicle instrumentation, an endeavor in which traffic safety is one of the chief beneficiaries. The display and operating unit maintains mutual +bidirectional, communication with the connected components via a bus system +e.g. %A?, to control and indicate information in the display. The most important control functions are mainly input via input elements which can be located by the driver >without looking> within his3her immediate reach and also via control elements on the steering wheel. -ore extensive programming tasks +such as storing automatic1 dialing codes for telephone numbers, can be performed by remote control" safety considerations dictate that this type of programming is only carried out with the vehicle stationary. The central display serves to indicate the most varied of image information such as texts, pictures and videos. .nformation that is important to the driver while driving +e.g. name of the traffic program station being received, or a direction arrow as a navigation instruction, can be shown in a display in the instrument cluster. A voice1output facility can provide the optical display with additional support. .n the future, a voice1input facility will assist the driver in any number of system functions.

Structure of a motor1vehicle information system