Modern EV and HEV Automobiles - Mechanical Engineering Assessment Answer

PART A

1.1 A pief introduction to modern EV and HEV automobiles

The use of electric-motors for driving a vehicle is called Electric-Vehicle (EV). A collector system is used for powering the electric vehicle by using electricity from the sources of off-vehicle, or might be just self-contained with solar panels, a battery or even through an electric generation for conversion to electricity from fuel. In 2017, 1/3rd of all the new cars sold, mostly all are either hypid or electric. In terms of electric cars adoption, Norway is the first country to earn this credit. By the year 20230, Norway aims to sell either hypid or electric cars. Apart from Norway, China, Austria, Germany, Denmark, Japan, Portugal, Irelands, Spain, the Netherlands and even Korea has set their targets on selling electric cars (Goswami and Tripathi, 2018).

The power relayed to Hypid Electric cars is a combined form of internal combustion engine along with an electric engine. The internal combustion engine is powered by diesel or gasoline. The dominant processing power is combustion engine, while the electric motor serves like a supplement. (NUR, 2017).

1.2. Configurations commonly used for EVs and HEVs and their suitability for a given usage pattern Configurations of Electric

Configuration of EV

An electric Vehicle has mainly 3 subsystems including Energy Source, Electric Propulsion and Auxiliary Systems. The subsystem of Electric Propulsion consists of Power Converter, Electronic Controller, Mechanical Transmission, EM or Electric Motor, Driving Wheels. The subsystem of Energy source comprises of Energy Management Unit, The energy Source and Energy refuelling Unit. The auxiliary subsystem comprises of Temperature Control Unit, Power Steering Unit, Auxiliary Power supply (NUR, 2017).

The mechanical link is represented by the black line. The electric link is represented by the green line and the control information communication is represented by the blue line. On the basis of the control units obtained from accelerator and pake pedals, the electronic controller ensures signals of proper control for switching on or off a power converter (Zheng, Wang and An, 2014). This in turn enables the regulation of the power flow in between the energy source and electric motor. The power flow from backwards occurs because of EVs regenerative paking. Here the regenerative energy may be stored if the source of energy is receptive. There is a cooperation between the electronic controller and energy management unit for controlling regenerative paking as well as energy recovery. It as well operates with energy refuelling for controlling refuelling as well as monitoring the energy source usability. The supply of auxiliary power ensures the power requisite with different levels of voltage for all auxiliaries of EV. This is specifically the power steering and temperature control units (Schlesinger, 2014).

Configuration of HEV

Hypid Electric Vehicles represents as a system comprising of electrical motors, batteries, a generator along with a second torque source having a source of fuel. The 2nd source of Torque is an Internal combustion engine which runs and operates on Gasoline. There are other instances, where it might be a Hydrogen powered I.C.E, a small gas -generator/ turbine, diesel engine or even a stirling engine (NUR, 2017).

The concept underlining the route of possible energy flow based on the hypid drive train is demonstrated in the diagram below

The different ways which are possible to combine the power flow for meeting the requirements of driving are

Powertrain 1, in isolation, delivering power b. Powertrain 2, in isolation, delivering power c. Both Powertrain 1 as well as 2 delivering power for loading at the same time d. Acquisition of power by Powertrain 2 from load e. Acquisition of power by Powertrain 2 from Power train 1 f. Acquisition of power by Powertrain 2 from Power train 1 as well as load at the same time (Zheng, Wang and An, 2014) g. Simultaneous power delivery by Powertrain 1 for loading to Powertrain 2 h. Powertrain 2 delivered with power by Powertrain 1 and load delivered with power by Powertrain 2 i. Load delivered with power by Powertrain 1 and Powertrain 2 delivered with power by load (Goswami and Tripathi, 2018)

A Vehicles load power differs arbitrarily in real operations because of regular deacceleration, acceleration and grade wise climbing up and down. The requirement of power for a common scenario of driving is demonstrated below The load power is fragmented into 2 sections

Steady power. This is the power having a constant value

Dynamic Power. This is the power with Zero as the average value.

The above illustration demonstrates the fragmentation of the load power. In Hypid electric Vehicles, 1 powertrain is inclined towards providing operations at steady state. This is the fuel cell or the ICE. The other powertrain, on the other hand ensures dynamic power supply (Schlesinger, 2014). The overall output of energy right from the dynamic powertrain in the overall driving cycle shall be zero. In most cases, electric motors are utilized for addressing the demands of dynamic power. This concept of hypid drivetrain can be incorporated by several configurations like

Series Configuration Here the mechanical outputs conversion to electricity, occurs first, with the help of a generator.

Parallel configuration It enables both electric motor or EM and ECE for delivering power for driving wheels. (NUR, 2017).

Series- Parallel configuration The configuration here has characteristics of both the parallel HEVs and series HEVs.

Complex Configuration The complex hypid system comprises of an intricate configuration which may not be classified into the above 3 types. (Zheng, Wang and An, 2014).

1.3. Indian scenario in terms of acceptability and affordability by the user, technical challenges, necessary infrastructure, Government and private initiatives for encouraging use of EVs and HEVs, etc.

Acceptability and affordability by the user

In India, Consumers has been facing problems frequently in selecting the right options between Hypid Electric Vehicles or electric Vehicles and Traditional Vehicles. Despite anticipations on drying petroleum reserves in the coming years, because of the current consumption rate, consumers still consider it a better option to buy traditional vehicles (Schlesinger, 2014). The logic driving this is the practicality and higher level of scalability which is mainly found in traditional vehicles. Hence the automobile manufacturers had developed this concept of having the advantages of both electric vehicle and conventional vehicle under the category of Hypid electric Vehicles.

In India, the market of electric vehicles is at an extremely nascent stage and constitutes 1 of the overall sales of automobile. Nearly 95 of the total-sales in Electric Vehicle Market is occupied by 3 wheelers and 2 wheelers. In India, the Electric Vehicles Market was nearly 25,000 units in the years, 2016-2017. The four wheelers representing the actual electric cars occupied less than 8 of overall sales, based on a report by Society of Manufacturers of Electric Vehicles. Another study indicated that in Gujarat nearly 4330 EV were sold, while in West Bengal 2467 vehicles were sold. In the same fiscal year, Rajasthan sold 2338 EV cars, while Uttar Pradesh sold about 2467 EV.

Technical Challenges

Major development challenges faced by India in adoption of electric vehicles, is lack of charging infrastructure. Initiatives has been made to establish Charging stations at communities. This includes the Plugin India based charging stations (NUR, 2017). There have been indications made in News Reports on plans to ensure solar power-based points of charging at the already present fuel stations existing in the country. For service integration, establishment of level 2 charging in the Charging infrastructure is the main challenge in India. The most pertinent factors are high renewable energy and expenditure in fast Direct current charging. It has also been taken into assumption that nearly 10 of the infrastructure in charging needed in India shall consist of a station of fast charging and remaining 90 might come from the public charging establishments with level 2. Ather Energy had introduced a charging infrastructure on May 22nd 2018 in Bangalore. This service of charging infrastructure was denoted as Point. Here this service is available to any electric vehicle. Some of the companies which are in a mission to set up the charging stations of EV in India are ABB, Delta Electronics, Magenta Power, Fortum India and Ather Grid

Government Initiatives

India has been steadily adopting the notion of driving electric vehicles. Based on a report of NITI Aayog, India may save up till 64 of total demand of energy during road transportation. It can also save up till 37 of total carbon footprint by the year 2030 (Goswami and Tripathi, 2018). This can be accomplished by implementing an electric, shared as well as a connected future of mobility. The National Electric Mobility Mission Plan 2020 has given a shift in transformational paradigm in Indias transportation and automotive industry. This would lead to the emergence and use of electric and hypid mobility in India and contribute to a set of policies of selling 6-7 million Hypid and electric vehicles by 2020. In the year 2017, Indian Prime minister, Narendra Modi, was the very first to make the announcement that by the year 2030, India will be selling only electric vehicles. This plan was put into effect by developing a tender to buy nearly 10,000 electric vehicles. This tender was been won by Tata Motors. This was singularly considered as the the largest initiative of EV for procurement. Apart from the addressing the immediate needs to control the level of air pollution in the country, the Government in India also aspires to cut down the import bill of petroleum and a vehicles running cost (Zheng, Wang and An, 2014). In order to ensure a rapid Growth of Electric Vehicles and Hypid Electric Vehicles in India, the Government has started a scheme called FAME or Faster Adoption and Manufacturing of Hypid and Electric Vehicles. This ensures incentives to buy electric vehicles. There has been tenders released by Government for increasing the infrastructure of charging in country. The policy of Electric Vehicle and Energy Storage Policy has already been approved in Karnataka in 2017. The Government has been offering incentives, ranging from Rs 1800- Rs 1.38 lacs to buyers of all electric vehicles like scooters, motorcycles and cars, covered under FAME India. FAME is a segment of Indian Governments National Electric Mobility Plan.

Private Initiatives

The private Initiatives in India for adoption and manufacture of electric and Hypid Vehicles has been developed in association with Leadership in Energy and Environmental Design and Society of Manufacturers of Electric Vehicles or SMEV.

Some of the cars which are fully electric in India are Mahindra e20Plus, Tata Tigor Electric and Eddy Current Controls, Love Bird. A testing has been done by ISRO of a solar based hypid car. This is a modified version of Maruti Omni and makes use of a platform of solar panel for installation on cars top. A few Hypid cars sold in India are Honda Accord Hypid, Toyota Camry Hypid, BMW i8 Test. A few of the hypid Scooters are Avan Motors, Atom Motors and Greendzine Tech. The companies that has introduced the use of electric Bicycles are Ebike India, Atom Motors and Hulikkal Electro India Pvt Ltd. The first electric Bus in India was introduced in the year 2014 in Bangalore Electric Bus was first introduced by Ashok Leyland in October 2016. Starbus Electric 9m which was first introduced by Tata Motors as well as hypid StarBus Electric 12 in the year 2017. 25 Electric Buses were supplied by Goldstone Infratech to the Transport Corporation of Himachal Pradesh in September, 2017. In March 2018, about 25 Tata Starbus Made in India, Hypid Electric Buses were used in Maharashtra.

Some of the Rickshaws which used Electric Motors include Entice Impex Pvt Ltd, Dili Electric Auto Pvt Ltd and Volta Motors

1.4. Stance taken with justification and conclusions on debate topic

The stance taken is against the motion. India is indeed ready for Electric Vehicle and Hypid electric vehicles. The Collaborative effort of the Government and the Private industry associations indicate how India has been preparing to adapt to a completely fuel free vehicle transportation solution by the year 2030.

References

Goswami, R. and Tripathi, G. (2018). Electric vehicles in India financial and environmental perspectives.International Journal of Electric and Hypid Vehicles, 10(4), p.334.

NUR, A. (2017). AN OVERVIEW OF BATTERY ELECTRIC VEHICLES AND PLUG-IN HYpID ELECTRIC VEHICLES.INTERNATIONAL JOURNAL OF ADVANCES ON AUTOMOTIVE AND TECHNOLOGY.

Schlesinger, B. (2014). Electric Vehicles Electric Vehicles May Reduce Oil Imports While Stabilizing Grid.Natural Gas amp Electricity, 30(8), pp.18-22.

Zheng, Y., Wang, Q. and An, Z. (2014). Suppression measures for electromagnetic emission interference in low frequency range in hypid electric vehicles.International Journal of Electric and Hypid Vehicles, 6(1), p.31.

PART B

2.1. Identification and elaboration of the functions of EMS

EMS or Engine management systems enables the engnine to control the fuel amount which is being injected and also helps to adjust the timing of ignition. EMS and its optimum functioning make sure that maximum power of engine is utilised, with the least exhaust emission as well as the lowest consumption of fuel. These factors are often dependent on the driving conditions and advanced technology like EMS has improved the safety and convenience of drivers as well as improved upon economic and environmental aspects (Ebay.com, 2019).

It consists of several sensors for measuring coolant temperature and intake air, MAP of manifold absolute pressure and TPS or Throttle position sensors. It also has engine speed sensors and signals for ignition spark events and required injection. It also has a sensor for information on the content of oxygen in exhaust.

Moreover, there is an idle speed motor to enable adjustments and stabilization of idle speed or an electronic throttle body. Finally, there is also fuel injectors and fuel pressure regulators. The supplied ignition coils of high energy should be controlled by an integrated form of ignition module (Barelli, Bidini and Bonucci, 2013). For applications of alternative fuel, the pressure of fuel rail as well as temperature sensors are used as well. A highly functional EMS can help provide the correct torque and power that ensures the car is running properly and emissions are not above recommended limits.

2.2. Block diagram of the suggested EMS showing suitable inputs and outputs along with a detailed discussion of the IOs of the system.

An engine management system comprises of a wide range of sensors that measure various parameters such as intake air flow, coolant temperature, composition of exhaust gases, etc. to determine the ideal configurations for optimal engine performance. The basic configuration of the engine management system can be poken down as follows

Intake System This system plays the important role of adjusting the amount of air that enters and ensures the ideal intake air volume is maintained for efficient combustion. There is an airflow sensor that directly measures the amount of air entering when the air cleaner is filtering the air. The adjustments to air volume happen at the throttle body with the Idle Speed Control Valve (ISCV) being essential to this process. The vehicles which have an Electronic Throttle Control (ETC) equipped, do not make use of an ISCV for this process. (Harada, J., Tomita, T., Mizuno, H., Mashiki, Z., amp Ito, Y.,1997)

Fuel System As the name suggests, the amount of fuel required for combustion is controlled by this system. It is important that fuel pressure is maintained at a proper level to minimize loss of fuel and get optimal performance out of the engine. The pressure regulator ensures that when fuel is drawn in by the fuel pump, any excess fuel is quickly sent back to the fuel tank. A fuel filter removes any dust or moisture present in the fuel, which is then passed through the delivery pipe, to enter the injectors. This causes a slight fluctuation in the fuel pressure but the pulsation damper ensures it quickly absorbs the pulsation caused due to the fuel pressure (Barelli, Bidini and Bonucci, 2013).

Ignition System When the air-fuel mixture is ready for combustion, all that is required is a spark to initiate combustion and this is provided by the ignition system. It is the function of the ECU to calculate the optimal timing for ignition and this can vary considerably based on the driving conditions. The igniter or stick coil receives an ignition signal, and thereafter creates a high voltage which is applied to the spark plug electrodes. This leads to formation of sparking which quickly ignites the air-fuel mixture present inside the cylinders.

Air-Fuel Ratio Feedback System The effectiveness with which fuel is being burned in the engine depends greatly on the ratio of fuel and air present in the combustion chamber. The air fuel ratio feedback system continuously monitors the gases present in the exhaust to determine if any adjustments needs to be made to the air-fuel ratio. The lambda sensor is an integral part of this process as it measures the levels of oxygen present in the exhaust gas. These readings are then analysed by the engine ECU to determine the conditions of combustion within the engine. This also allows other actuators to be activated subsequently such as the Exhaust Gas Recirculation (EGR) to improve driving conditions (Barelli, Bidini and Bonucci, 2013).

Control System This is the heart of the engine ECU that reads inputs from various sensors to assess the engine operation conditions and accordingly triggers actuators that control the engine. Several factors such as the correct rate for fuel consumption, timing for fuel injection, ideal ignition control, are made possible with the help of the ECU (Grahn, Johansson and McKelvey, 2014).

These are the main components of the ECU of a gasoline-based engine but diesel-based engines have an additional exhaust gas treatment system that removes particulate matter or reduces the temperature of the exhaust gases.

2.3. Suggested sensors and actuators including simple sketches, description, purpose and pief specifications

There are several sensors and actuators that are present within the EMS for gasoline engines and they need to work in harmony for proper functioning of the engine. Descriptions of these devices have been provided below along with sketches to better explain their specification and purpose (Grahn, Johansson and McKelvey, 2014).

Sensors

Mass Air Flow Sensor The EMS cannot maintain the correct ratio between air and fuel if there is no way of measuring how much air is actually entering the engine. The mass air flow sensor not only measures the volume but also the density of air to get a comprehensive understanding of the incoming air flow. Most air flow sensors have a temperature sensor and a screen that prevents external depis from damaging the engine in any way. This also prevents dust or dirt from getting accumulated inside the engine.

Two types of airflow sensors are popular in todays cars and are based on varying principles. A hot-wire air flow sensor has a wire which is kept heated by passing an electric current through it. As air passes over the wire, it gets colder and more electricity is required to keep it hot. Thus, the amount of air can be measured by reading how much electricity is being used by the hot wire. Another type of sensor, known as the vane airflow sensor has a mechanical flap that is spring-loaded and depending upon the degree to which the flap is opened, an estimate can be made regarding the air flow (Grahn, Johansson and McKelvey, 2014).

Lambda sensor Modern lambda sensors are very efficient and cheaper as they use High-Temperature Cofired Ceramic (HTCC) tapes piled in layers. The lambda sensor basically detects the amount of oxygen present in the exhaust gases and is located in the emissions control system. This sensor transmits data to the ECU located within the engine to determine if everything is running as it is supposed to. The lambda sensor automatically sends an alert when emissions become excessive so that the car owner is immediately notified (Kesgin, 2005).

The lambda sensor allows the ECU to make slight adjustments to the amount of fuel that is injected to create the optimal mixture between fuel and air. Some cars have two oxygen sensors, the second one, purely diagnostic in nature and it detects if the primary sensor is functioning in an optimal manner. (Haghighat, F., Khodadadi, A., amp Mortazavi, Y., 2008)

Actuators

Injectors Modern injection systems employ indirect injection where fuel present in the fuel tank is transferred under pressure into the engine bay and distributed separately into multiple cylinders. A close comparison would the spraying action produced by a nozzle of any hose, and the fuel is released as fine droplets into the air like a mist. This fuel-air mixture goes into the combustion chamber where it can be easily combusted.

Two types of fuel injectors are popular these which include the mechanical and electronic variants. A spring-loaded mechanism is employed in a mechanical fuel injector that opens when there is fuel pressure. The electronic injector applies a similar mechanism but the spring here is activated through the means of an electromagnetic apparatus that is attached to the body of the injector. (Kalghatgi, 2004)

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Stick Coil This crucial component performs the function of providing a spark to initiate the ignition process within the combustion chamber. It consists of a simple coil that can change an electrical signal into magnetic energy and also an iron core that accumulates this energy by acting as a magnetic circuit. It also has another coil that does the reverse, that is, it converts variation in magnetic flux into high voltage electricity (Kesgin, 2005).

The advantage of this setup over conventional ignition systems that used a distributor is that the voltage is directly delivered to the spark plugs, making the process quicker and more efficient. The size of the entire ignition apparatus is also smaller and a single coil can run one or two spark plugs. The coils are entirely electrically controlled and can be mounted remotely or placed directly on the spark plug.

305302599388600EGR valve The Exhaust Gas Recirculation (EGR) valves are very effective in reducing emissions as it redirects some of the exhaust gas back into the engine for use in the combustion process. This has two benefits release of harmful air pollutants like nitrous oxide are checked and no fuel is wasted and is burned completely. When the EGR valve is functioning properly, it can help the engine stay cooler and in case of spark ignition engines, the loss of throttle is reduced significantly. EGR valves help in increasing the life of combustion chamber as it lowers the temperatures to which the chamber is exposed. There are two types of EGR valves electronic and pneumatic. (I. Friedrich, C. Liu and D. Oehlerking, 2009)

2.4. Features of interfacing methods normally adopted for various sensors and actuators

There are various types of sensors and actuators present in cars that employ an Engine Management System (EMS). All this information from the sensors enters the control unit, which then sends signals to the various actuators. This process happens continuously and the control unit keeps on processing data from the sensors to make adjustments that help the engine to be run in an optimal manner. The interfacing methods that is used by sensors and actuators to send and receive signals depends on the type of sensor or actuator involved.

In a temperature sensor, the voltage output from the sensor is directly proportional to the temperature and has low impedance and a linear output that allows minor calipations to be made in a precise manner. The temperature sensor uses very little power and itself heats up very little. The output for this sensor is of the analogue type and a converter is required to change the signal into a digital binary output.

The humidity sensor is a capacitive sensor that measures moisture by determining the capacitance between two metallic plates. These sensors are quite useful in areas that have extreme temperatures and humid conditions. The output signal in this case is a voltage and the magnitude of this signal helps the control unit determine the humidity in the air. (Elkelawy, Medhat amp Alm Eldin, Hagar., 2018)

Modern Engine Management Systems (EMS) have powerful microprocessors that read and process inputs from multiple sensors at the same time and simultaneously send output signals to actuators. The chip or circuit board is the main piece of hardware in the control unit of the EMS but the software is equally important in determining the overall performance of the system. Some engine managements systems can also control valve timings, waste gates and interface with transmissions that can be controlled electronically. Unique features such as anti-skid pakes and anti-theft alarms have been introduced by certain car manufacturers through custom engine management systems.

References

Harada, J., Tomita, T., Mizuno, H., Mashiki, Z., amp Ito, Y. (1997). Development of Direct Injection Gasoline Engine.SAE Transactions,106, 767-776. Retrieved from http//www.jstor.org/stable/44730719Elkelawy, Medhat amp Alm Eldin, Hagar. (2018). Gasoline Engine Management Systems and Components.

I. Friedrich, C. Liu and D. Oehlerking, Coordinated EGR-rate model-based controls of turbocharged diesel engines via an intake throttle and an EGR valve,2009 IEEE Vehicle Power and Propulsion Conference, Dearborn, MI, 2009, pp. 340-347.doi 10.1109/VPPC.2009.5289828URLhttp//ieeexplore.ieee.org/stamp/stamp.jsptpamparnumber5289828ampisnumber5289440Gautam Kalghatgi, Fuel/Engine Interactions, inFuel/Engine Interactions, SAE, 2014, pp.i-xv

Haghighat, F., Khodadadi, A., amp Mortazavi, Y. (2008). Temperature-independent ceria- and Pt-doped nano-size TiO2 oxygen lambda sensor using Pt/SiO2 catalytic filter.Sensors and Actuators B Chemical,129(1), 47-52. doi 10.1016/j.snb.2007.07.068

Barelli, L., Bidini, G. and Bonucci, F. (2013). Diagnosis of a turbocharging system of 1MW internal combustion engine. Energy Conversion and Management, 68, pp.28-39.

Ebay.com. (2019). engine management system eBay. online Available at https//www.ebay.com/sch/i.html_nkwenginemanagementsystem Accessed 19 Mar. 2019.

Grahn, M., Johansson, K. and McKelvey, T. (2014). Model-based diesel Engine Management System optimization for transient engine operation. Control Engineering Practice, 29, pp.103-114.

Grahn, M., Johansson, K. and McKelvey, T. (2013). A Diesel Engine Management System Strategy for Transient Engine Operation. IFAC Proceedings Volumes, 46(21), pp.1-6.

Kesgin, U. (2005). Study on the design of inlet and exhaust system of a stationary internal combustion engine. Energy Conversion and Management, 46(13-14), pp.2258-2287.

PART C

3.1 Flow chart for Fuel injection control and detailed discussion of various stages. Suggest a method to determine the quantity of fuel to be injected

The main objective behind the operation of a Fuel Injection control system lies in delivering fuel into the cylinders of engine, while having a precise control of the fuel atomization, injection timing as well as other parameters. The different kinds of systems of injection comprise of pump line nozzle, common rain, unit injector etc. The modern systems of injection reach extremely high pressures of engine as well as use highly sophisticated methods of electronic control.

A gasoline engines performance is strongly dependent on the design of the injection system. In fact, the most noteworthy, improvements accomplished in the gasoline engines, directly rely on superior designs of fuel injection control systems. While the most important goal of the system is delivering fuel to the 4 cylinders of the gasoline engine, it is the manner in which the delivery of fuel is one, that creations a difference in emissions, engine performance as well as characteristics of noise. (Tutaj and Fijakowski, 2018)

A gasoline injection system can deliver fuel under high pressures of injection. This dictates that the designs as well as materials of system component must be selected for withstanding higher stresses for performing extended durations which can match the durability targets of the engine. A greater precision in manufacturing as well as tight tolerances are also needed for the system to efficiently function. Along with expensive materials as well as costs of manufacturing, the systems of fuel injection are also characterized by intricate control requirements. These features, together, add to a system, whose cost might represent as nearly 30 of the overall engine cost.

The most significant objective of a Fuel injection control system lies in delivering fuel into an engines cylinders. For efficient fuel delivery

The fuel should be injected at proper times. This dictates that the timing of injection should be controlled

The correct fuel amount should be delivered for meeting the requirements of power. This implies that the metering of injection should be controlled

The fuel injection control system can be segregated into sides of low pressure as well as high pressure. The components of low pressure comprise of fuel supply pump, fuel tank as well as fuel filter. The components of high-pressure side comprise of accumulator, high pressure pump as well as fuel injector nozzle. (Neural network control of automotive fuel-injection systems, 1994)

The flowchart of the different stages of fuel injection control system is provided as below

A system and a method which can be used to determine a fuels quantity for injection into an internal combustion with every event of combustion, comprises of an air flow sensor to sense air quantity flowing through machine. A unit of electronic control can be used for determining the quantity of the combustion fuel desired based on the air quantity which flows via the engine. It also determines a desired quantity of fuel injection, which is based on an erstwhile quantity of fuel injection delivered at the time of previous event of combustion and the quantity of the combustion fuel desired. The control unit can also be used for controlling the fuel amount injected into engine for the current event of combustion, which is based on the desired quantity of fuel injection.

3.2 Flow chart explaining the ignition control and detailed discussion of various stages including various corrections applied to the ignition timing

Ignition control system refers to computerized system which enables controlling the ignition coil or the firing time of ignition coil. The module of the ignition control, represents the heart of the system of automobiles ignition, as it regulates the generation of spark within engine. The module of ignition control depends on the battery of the car to ensure the spark which sets the system of ignition in motion. It consequently, then turns the engine on. In other words, the ignition of a car has the job to take a battery of 12 volts within a car and use it for generation of high voltage. This can be sent to the plugs of spark which can again be used for starting the vehicle. The module of ignition control is located normally near or inside the distributor of car ad is coated usually with the compounds of insulation for protecting the internal electronic components in the car. (Duarte et al., 2016)

There are 2 key tasks of the system of ignition. 1st lies in generating high voltage which is adequate in pidging the gap of the concerned spark plug, hence developing a strong spark which is adequate in igniting the mixture of fuel or air for combustion. Secondly, it should be controlling the spark timing which is generated, such that it happens exactly at the right time and is delivered to the proper cylinder. There include 2 different ignition system sections. These include the primary as well as the secondary circuit. The concerned primary circuit operates a battery voltage which is nearly 12- 14.5 volts. This concerned primary system produces signal for firing the spark plug at the right time. It enables sending the signal to the concerned coil of ignition. The coil of ignition then has the low voltage signal converted into a high 20,000 voltage signal. After the occurrence of the conversion, the secondary circuit then takes over by having the charge directed to the right spark plug at an appropriate time.

The process of ignition comprises of several moving parts which together fits as well as triggers one another, finally having the car started. It as well begins with the switch of the ignition, which is situated on the steering or dashboard column. The ignition switch is responsible of controlling the flow of current in between the small 12 15-volt battery as well as the ignition system. When the system of ignition is switched on, there is a flow of electric current to ignition coil from the battery.

In the meantime, a cam which is directly connected to the concerned camshaft opens as well as closes the points of the contact peaker, based on the engine cylinders number. It is the job of the condenser to make sure, there is absolutely nil sparking in the points that are open. When the CB switch is pushed by the cam lobe, the points of the contact peaker open. This causes the current to peak from the primary circuit.

Owing to the current peak, an induction of EMF is done in secondary winding which has a greater no. of turns in contrast to primary. This hence increases the batterys volts to 22,000 volts from 12 volts. This high level of voltage is generated from the secondary wing which, is transferred then to distributor.

3.3 Illustration of methods recommended to meet the requirements of the OEM. (Discussion on how the recommended system achieves the increased fuel efficiency and reduced emission levels is expected. E.g. Lambda control, ISC, exhaust systems, etc.)

OEM original equipment manufacturer represents a company which generates equipment and parts that might be marketed by another manufacturer.

The EMS or Engine Management System that is built by various OEMs has certain components that are crucial to its proper functioning and are a typical feature of most models. Most of the electronic parts can be separated into three major classes relays, sensors and actuators and the central Engine Control Unit that receives input data from the sensors and after processing sends corresponding output signals to various actuators.

There are some requirements that are demanded by manufacturers who buy EMS from the

OEMs, in the form of certain components. Some of these are detailed below

Lambda Sensor If a vehicle is equipped with this type of sensor, then the gasoline supply can be regulated precisely to minimise emissions. This also improves the performance of the engine by optimising the air-fuel ratio instead of manually controlling it. (carbiketech.com, 2019)

Lambda sensors are basically oxygen sensors that measure the amount of oxygen present in exhaust gases to ensure an efficient combustion process. Combustion can often be incomplete when all of the fuel is not burned and some unburnt fuel is left behind. In a gasoline sensor, the ideal stoichiometric ratio between the mixture of air and fuel is 14.71. In other words, for complete combustion of a kilogram of fuel we require roughly 14.7 kilograms of air.

ISC The Idle Speed Control feature stops the engine from stalling and becoming idle. This is achieved by maintain the engine at a low RPM but not letting it run rough and stall when a lot of power is being consumed due to accessories that might include air-conditioning or alternators.

The engine management system automatically switches to the ICS mode as the throttle angles becomes nil and a closed state is detected by the circuit on the throttle. The engine RPM then automatically falls to a low RPM state according to a predetermined value that is programmed to be the absolute minimum. (Tabbens, 2019)

Transmission control module e the absolute minimum.

Transmission Control Most modern electronic automatic transmissions are controlled by transmission control unit or the TCU. It takes help of sensors from the vehicle and data from engine control unit to determine when and how to change gears maintaining optimal performance and full efficiency. This helps the driver shift gears easily so that the car runs smoother and transitions in gear seem swifter and occur seamlessly. There are several sensors that help it to make correct decisions and several parameters of the car is tracked such as the vehicle speed, throttle position and the wheel speed. (SunDevilAuto, 2019)

These vehicular sensors like the lambda sensor and transmission control read the driving conditions in the given environment by cleverly employing software to help assist human drivers who are often prone to mistakes. These components are highly desirable for car manufacturers and they look for such features when choosing an OEM for their next flagship model.

Benefits received from this assignment

From Part A, I have been able to gain knowledge on how India had been the first country to take an initiative of being the first country to use only EV and HEV automobiles by 2030. I have discerned the fact that India is ready for EVs and HEV with the strong Government and Private initiatives taken.

From Part B, I have been able to understand the construction of an Engine management system with 4 cylinders and how the different components work and function.

From Part C, I have been able to learn how an ignition control system works and functions to ensure careful flow of fuel into the engine and the different OEM requirements.

References

carbiketech.com (2019).Engine Management System (EMS) Components And Working Explained-CarBikeTech. online CarBikeTech. Available at https//carbiketech.com/engine-management-system-ems/ Accessed 19 Mar. 2019.

SunDevilAuto (2019).What is the Transmission Control Module Sun Devil Auto. online Sun Devil Auto. Available at https//www.sundevilauto.com/what-is-a-transmission-control-module/ Accessed 19 Mar. 2019.

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