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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 other vehicle systems control
ECU
SENSORS ACTUATORS
The engine control system includes: sensors for the detection of the engine operating modes electronic control unit (ECU) which elaborates the signal values supplied by the sensor, according to defined control strategies and algorithms, and defines the actions to be delivered to the actuators actuators which have the task to actuate the defined commands
Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Bosch Source Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Hybrid SHF Hybrid-section cover O-ring Measuring channel cover Plug-in sensor housing
Carrier plate
Temperature sensor
Bosch Source Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Planar type
Exhaust gas Sensing PO2 cell
PO2 Air
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
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ME 7 Motronic Components
(Evoluted gasoline management system)
Bosch Source Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
Bosch Source Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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Motronic
Elektronische Zndungssteuerung mit Klopfregelung
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Engine and vehicle speed limitation Using the inputs of engine rpm and vehicle speed to the electronic control unit thresholds can be establish for limiting these variables with fuel cut-off. When the maximum speed is achieved the fuel injectors are shut off. When the speed decreases below the threshold fuel injection resumes. These operation must be done with some caution in order to avoid poor driveability. The rpm limitation function is used to protect the engine from overrun. The rpm limitation is obtained through fuel modulation Evaporative emission control system A vapour ventilation line exits the fuel tank and enters the fuel vapour canister. The canister consist of an active charcoal element which absorbs the vapour and allows only air to escape to the atmosphere. Only a certain volume of fuel vapour can be contained by the canister. The vapours in the canister must therefore be purged from and burned by the engine so that the canister can continue to store vapours as they are generated. To accomplish these, another line leads from the charcoal canister to the intake manifold. Included in this line is the canister purge solenoid valve.
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Knock control (Gasoline Engines) 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
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Driver
Efficiency Demands Throttle angle
Engine
Efficiency
Torque
Torque conversion
of torque and
efficiency demands
TDC
+60
UNIJET 2000 ECU Electronic Control Unit with Advanced Injector Drivers
TDC
+60
CRF Source Scuola di Dottorato di Ricerca 2010 - Road vehicle and engine engineering science
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Engine management systems MOTRONIC - Torque Guided Engine Management Systems Fuel Injection Concepts for S.I. Engines
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Diesel engine management system - Common rail 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. The pressure is generated by a high pressure plunger pump. For passenger cars application, the desired rail pressure is regulated by a pressure-control valve mounted on the high pressure side of the pump or the rail. The system pressure generated by the high-pressure pump and regulated by a pressure-control circuit is applied to the injector.
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
Rail (LWR)
Throttle (1x/injector) 0.85 mm
Injector (1...n) return line pressure EKP pressure high pressure backflow pressure electrical lines
Tank
Control unit
Tank
other sensors
Source: DS/EAC5 Sr 492 12781e
Bosch Source
Strictly confidential | DS/SGF | 07/04/2005 | Robert Bosch GmbH reserves all rights even in the event of industrial property rights. di Dottorato di Ricerca 2010 We reserve all rights Scuola of disposal such as copying and passing on to third parties. - Road vehicle and engine engineering
science
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
Diesel Systems
High pressure fitting pipe connection to injectors pipe connection to pump Rail Pressure sensor
ECU RDS4
ECU
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Diesel Systems
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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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