Engine management

System and Exhaust

Emission Control
 What is an Engine Management System?

An Engine Management System (EMS) is an

electronic system in a vehicle that controls and
manages the operation of the engine.
It ensures that the engine runs efficiently, delivers
good performance, uses less fuel, and produces fewer
harmful emissions.
The EMS does this by using various sensors to
collect information (like engine temperature, air
intake, and exhaust gases), a central computer called
the Electronic Control Unit (ECU) to process this
information, and actuators to adjust things like fuel
injection, ignition timing, and air intake
Key Points about EMS:

Controls fuel injection and ignition timing.

Reduces fuel consumption.
Lowers emissions to meet environmental
rules.
Improves engine performance and reliability.
Detects and reports engine problems.
Representation of complete engine control as
the
standard functional system

General block diagram of an

ignition and fuel
control system
Complete vehicle control systems

Representation of a fu
vehicle control system
Control modes for fuel control:

For a typical engine, there are seven different

engine operating modes that affect fuel control:
engine crank,
engine warm-up,
open-loop control,
closed-loop control,
hard acceleration,
deceleration
idle
 1. Engine Crank Mode (Starting the Engine):

When it happens:
 when you turn the ignition key or press the start button and
the engine begins to turn over but has not started running yet.
Fuel Control:
 The ECU provides a rich air-fuel mixture (extra fuel)
because starting requires more fuel to ensure combustion.
 It uses open-loop control since the oxygen sensors are not
warmed up yet.
 Fuel injectors spray fuel based on engine speed (cranking
RPM) and coolant temperature.
Why extra fuel?
 Cold air and cold engine parts make fuel harder to vaporize, so
more fuel is needed to start combustion.
 2. Engine Warm-Up Mode
When it happens:
After the engine starts but before it reaches its normal
operating temperature.
Fuel Control:
The ECU keeps supplying a richer mixture to keep the
engine running smoothly until it warms up.
Oxygen sensors and catalytic converters need to reach
operating temperature before they work properly.
Often still in open-loop control during this phase.
Why important?
Helps in stable idling and prevents stalling during cold
starts.
 3. Open-Loop Control Mode
When it happens:
 During engine start-up
 When the engine is cold
 During full throttle or high power demand
Fuel Control:
 The ECU does not rely on oxygen sensors; instead, it uses
pre-programmed maps.
 Air-fuel mixture is controlled based on inputs like throttle
position, engine speed, and coolant temperature.
 Usually provides a richer mixture for better performance.
Why use open-loop?
To ensure power and prevent lean conditions under heavy
load or before sensors are ready.
 4. Closed-Loop Control Mode
When it happens:
 After the engine warms up
 During steady cruising or light acceleration
Fuel Control:
 The ECU uses feedback from oxygen sensors to adjust
the air-fuel ratio.
 Maintains an ideal ratio of 14.7:1 (stoichiometric ratio)
for petrol engines.
 Helps optimize fuel economy and reduce emissions.
Why important?
 Ensures engine runs efficiently and meets emission
standards.
 5. Hard Acceleration Mode
When it happens:
When you press the accelerator pedal hard for quick
acceleration.
Fuel Control:
The ECU switches to open-loop mode and enriches the fuel
mixture (adds more fuel).
Extra fuel helps prevent engine knock and provides more
power.
Uses throttle position and engine load sensors to decide the
amount of fuel.
Why richer mixture?
A richer mixture cools the combustion chamber and allows
more aggressive ignition timing for maximum power.
 6. Deceleration Mode
When it happens:
When you release the accelerator and the vehicle slows
down, especially during downhill driving or braking.
Fuel Control:
The ECU often activates Deceleration Fuel Cut-Off
(DFCO), where it cuts off fuel injection entirely.
Saves fuel and reduces exhaust emissions.
Once engine speed drops near idle, fuel injection resumes.
Why cut fuel?
No power is needed during deceleration, so cutting fuel
improves fuel efficiency and reduces hydrocarbon
emissions.
 7. Idle Mode
When it happens:
 When the engine is running but the vehicle is stationary,
and the accelerator pedal is not pressed.
Fuel Control:
 The ECU controls idle speed using an Idle Air Control
Valve (IACV) or electronic throttle.
 Maintains a slightly richer mixture to keep the engine
running smoothly at low RPM.
 Sensors like engine coolant temperature, air temperature,
and load (A/C, headlights) affect idle fuel control.
Why careful control?
 Smooth idling is important for driver comfort and prevents
stalling, especially when accessories (like A/C) are on.
 Fuel Control
Mode Purpose
Strategy
Rich mixture, open-
Engine Crank Easier starting
loop control
Rich mixture, open- Stable running when
Engine Warm-Up
loop until warmed up cold
Uses pre-set maps, Maximum power,
Open-Loop Control
richer mixture before sensors work
Uses O2 sensor
Closed-Loop Efficiency and
feedback for ideal
Control emission control
mixture
Rich mixture, open- More power during
Hard Acceleration
loop, prevents knock acceleration
Saves fuel and
Deceleration Fuel cut-off (DFCO)
reduces emissions
Controlled fuel and
Prevents stalling,
Idle air to maintain
smooth idling
Typical Electronic Engine Control
System
 Main Components of Electronic Engine Control System:
Sensors (Input Devices)
Measure various engine parameters like:
Air flow (MAF sensor); Throttle position (TPS)
Engine temperature (Coolant Temperature Sensor)
Oxygen level in exhaust;Crankshaft and
camshaft position
Electronic Control Unit (ECU)
Also called the Engine Control Module (ECM); Acts as
the brain of the system.
Receives signals from sensors, processes them using
software algorithms, and makes real-time decisions.
Actuators (Output Devices)
Execute the commands from ECU, such as:
Controlling fuel injectors (amount & timing);
Adjusting ignition time
Regulating idle speed; Operating EGR valve and
Digital Engine Control System Diagram
Common Components in a DECS Diagram:
 Sensors
Measure various engine parameters:
Temperature (coolant, air intake, exhaust); Pressure
(manifold, fuel, oil)
Speed (crankshaft, camshaft); Airflow (mass air flow
sensor)
 Electronic Control Unit (ECU) or Engine Control
Module (ECM)
This is the brain of the system.
It receives data from the sensors and uses pre-
programmed algorithms to make real-time decisions.
It sends commands to actuators to adjust engine
operation.
 Actuators
Components that execute the ECU's commands:
Fuel injectors; Ignition coils; Throttle position
Common Components in a DECS Diagram:
(Cont…)
 Fuel System
 Includes the fuel pump, injectors, and regulators.
 Controlled digitally to optimize air-fuel mixture for
efficiency and emissions control.
 Ignition System
 Controls the timing and strength of spark generation
for optimal combustion.
 Communication Interfaces
 CAN bus, LIN bus, or other digital communication lines
that allow the ECU to communicate with other vehicle
or aircraft systems.
 Aspect Electronic ECS Digital ECS
Basic Uses analog electronics and Uses fully digital processing with
Definition basic processors for control. software-based control.
Technology Analog circuits with simple High-speed microcontrollers or
Level logic chips. digital signal processors.
Precision and Limited to basic parameters Controls multiple parameters
Control like ignition and fuel. with high precision.
Adaptive learning, diagnostics,
Basic fuel and ignition
Features torque management, drive-by-
management.
wire.
Uses CAN, LIN, FlexRay, or
Communicati Standalone; little or no
Ethernet for system
on network communication.
communication.
Detailed trouble codes, real-time
Basic fault detection (e.g.,
Diagnostics monitoring, predictive
check engine light).
maintenance.
Modern cars with Bosch ME,
1980s-1990s cars (e.g.,
Examples Siemens SIMOS, Continental
Bosch L-Jetronic).
EMS.
Emission Meets early standards (Euro Meets modern strict standards
Control 1, 2). (Euro 6, US Tier 3).
Less adaptable to varying Continuously adapts to driving
Adaptability
conditions. style, load, altitude, etc.
Cost and Simpler and cheaper but More complex and expensive but
EGR SYSTEM

The EGR (Exhaust Gas Recirculation)

controls the flow of exhaust gas back into
the engine's intake manifold, reducing NOx
emissions by lowering combustion
temperatures
The EGR system
recirculates a
portion of the
exhaust gases
back into the
engine’s intake
manifold. This
process lowers
the combustion
temperature,
reducing the
formation of NOₓ.
The system is
controlled by an
EGR valve, which
regulates the flow
of exhaust gases
 Components of the EGR System

EGR Valve – Controls the flow of exhaust

gases into the intake.
EGR Cooler (in some systems) – Cools the
recirculate gases before they enter the intake
to further lower combustion temperature.
EGR Sensor – Monitors gas flow and system
performance.
 Selective Catalytic Reduction (SCR)
SCR is an advanced emissions control technology
used to reduce harmful nitrogen oxides (NOx) from
the exhaust gases of diesel engines. It is widely
used in passenger cars, trucks, buses, and even off-
road machinery to meet strict emission standards like
Euro 6, and BS-VI.
It's a technology used in diesel engines to reduce
harmful nitrogen oxide (NOx) emissions. SCR works
by injecting a reducing agent, typically a urea-
based solution like AdBlue (a 32.5% urea solution
in purified water) (Diesel exhaust fluid – DEF), into
the exhaust stream. This solution reacts with NOx in
the presence of a catalyst, converting it into harmless
nitrogen and water vapor.
SCR:
Catalytic converters:
Automobiles release harmful gases like:
 Carbon monoxide (CO) — a poisonous gas.
 Nitrogen oxides (NOx) — cause acid rain and smog.
 Hydrocarbons (HCs) — cause smog and respiratory issues.
These pollutants are dangerous to:
 Human health (causing breathing problems, heart disease).
 The environment (contributing to global warming and
pollution).
Catalytic converters are installed in vehicles to
reduce toxic emissions by converting harmful
gases into less harmful substances like:
CO ➔ CO₂
NOx ➔ N₂
HC ➔ CO₂ + H₂O
Construction of Catalytic Converter:
The catalytic converter housing consists of a
honeycomb core from inside. It is coated with
precious metals such as platinum, palladium
and rhodium.
These metals react with the engine’s exhaust
gases. They reduce the toxic contents of the
gases and turn them into carbon dioxide and
water.
 Catalytic converters: Key reactions
1) 2CO + O₂ → 2CO₂
 CO = Carbon monoxide (a poisonous gas)
 O₂ = Oxygen from air
 CO₂ = Carbon dioxide (less toxic than CO)

2) 2C₂H₆ + 2CO → 4CO₂ + 6H₂O

 C₂H₆ = Ethane (a hydrocarbon, representing unburnt fuel).
 CO = Carbon monoxide.
 CO₂ = Carbon dioxide.
 H₂O = Water vapor.

3) 2NO + 2CO → N₂ + 2CO₂

 NO = Nitric oxide (a harmful nitrogen oxide that causes
acid rain and smog).
 CO = Carbon monoxide.
 N₂ = Nitrogen gas (harmless, makes up 78% of the air).
 CO₂ = Carbon dioxide.
Types of Catalytic Converters:
Oxidation catalyst: It reduces harmful pollutants such as
the carbon monoxide (CO) and fuel hydrocarbons (HC) in
the exhaust.
Dual-bed catalytic-converter: which offers more
perfection. It works in two stages. There are two
elements which are situated one behind the other. The
first stage helps in reducing the amount of nitrogen
oxide emissions. The second stage reacts with the
hydrocarbons created by unburned fuel and carbon
mono oxide.
Three Way Catalytic Converter: The Three-way catalyst
helps in converting the harmful gases exhausted from
the engine into harmless gases. The engine exhaust
gases include the oxides of nitrogen, hydrocarbons and
carbon monoxide. The three-way catalyst converts them
into less harmful carbon-di-oxide, water, and nitrogen.
Turbocharg
 A turbocharger in automobiles is a device

er designed to improve the efficiency and

power output of an internal combustion
engine by forcing extra air into the
combustion chamber. More air means more
oxygen, and when combined with more fuel,
it results in a bigger explosion — producing
more power.
Concept of Turbocharging:
 A turbocharger consists mainly of two parts:
a turbine and a compressor.
 The turbine is driven by exhaust gases
coming from the engine. As the exhaust
gases pass through the turbine, they spin it.
 This spinning turbine is connected by a shaft
to the compressor, which draws in and
compresses outside air before it enters the
engine’s intake manifold.
 By compressing the air, the turbocharger
allows more air (and therefore more oxygen)
to enter the engine cylinders. This helps to
burn more fuel efficiently, leading to more
power generation.
 Advantages of Turbochargers:
 Increased Power Output: Turbochargers help small engines
produce power comparable to larger, naturally aspirated
engines.
 Better Fuel Efficiency: By recovering energy from exhaust
gases that would otherwise be wasted, turbochargers
improve engine efficiency.
 Reduced Emissions: More efficient combustion results in
cleaner exhaust emissions, helping to meet stricter
environmental regulations.
 Weight and Space Saving: Smaller turbocharged engines
can replace larger engines without sacrificing performance,
leading to lighter vehicles and better space utilization.
 Enhanced Driving Performance: Turbocharged engines
provide better acceleration and higher performance,
especially at higher altitudes where naturally aspirated
engines lose power due to thinner air.
Supercharg
er

 Turbochargers are great for efficiency and high-end

power but may have a slight delay in response.
 Superchargers give instant power with a smooth feel but
at the cost of slightly lower fuel efficiency.