Contents

4 Basics of the gasoline (SI) engine 4 Operating concept 8 Combustion knock 11 Torque and power 12 Engine efficiency 14 Specific fuel consumption 16 Fuels for spark-ignition engines (gasoline) 22 Motronic engine management 22 System overview 26 26 27 28 32 Sensors Automotive application Temperature sensors Two-step Lambda oxygen sensors LSU4 planar broad-band Lambda oxygen sensors Electronic diagnosis Self-diagnosis On-Board Diagnosis (OBD) OBD functions Diagnosis System Management (DSM) Exhaust emissions Overview Major components Combustion by-products Factors affecting raw emissions Reducing emissions Overview Post-combustion thermal treatment Exhaust-gas recirculation (EGR) Evaporative-emissions control system

54 Catalytic emissions control 54 Overview, oxidation-type catalytic converter 55 Three-way catalytic converter 58 NOX accumulator-type catalytic converter 60 Lambda control loop 62 Catalytic-converter heating 64 64 66 70 72 76 78 79 80 82 84 84 86 90 92 Emissions-control legislation Overview CARB legislation EPA regulations EU regulations US test cycles European test cycle Japanese test cycles Emissions testing Evaporative-emissions testing Service technology Overview Testing on-board control units Emissions inspections (AU) Emissions measurement concept

34 34 37 38 41

42 42 43 44 46 50 50 51 52 53

94 Index of technical terms 94 Technical terms 97 Abbreviations and acronyms

In todays world, environmental protection has advanced to become a topic of central concern. This development has extensive consequences for the automotive industry. References to the greenhouse effect, pollutant emissions, ozone, smog and acid rain appear in the headlines on a regular basis. Protecting the natural environment is a subject that concerns politicians, industry and motorists in equal measure. The response has been to initiate systematic reductions in the emissions generated by gasoline-engines. Legislation in various countries is introducing ongoing reductions in emissions limits. All efforts are focusing on combining minimal emissions with maximum fuel economy in vehicles offering satisfying performance and dynamic response. This technical brochure outlines how power-plant design and operating conditions influence exhaust emissions. It also describes emissions-control systems and explains how emissions are monitored by diagnostic systems. This publication also provides information on emissions-control regulations, which have assumed such a level of complexity as to render them virtually incomprehensible to the layman.

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Electronic Diagnosis

OBD functions

OBD functions
The engine-management ECU is required to use OBD on-board diagnostic functions to monitor all of the systems and components within the vehicle whose failure could lead to substantial increases in pollutant emissions. An error is present once defined diagnostic thresholds (limits) are exceeded.
Application The OBD regulations defined by the CARB and EPA apply to all passenger vehicles with up to 12 seats as well as small trucks up to 6.35 t. The EOBD stipulations, valid since 01. 01. 2000, apply to all gasoline-engine passenger vehicles and light commercial vehicles of up to 3.5 t and 9 seats. Starting in 2003 EOBD capabilities will also be mandatory for passenger vehicles and light commercial vehicles with diesel engines. Limits The CARB OBD (OBD II) concept is based on relative limits. This means that the limits on acceptable pollutant concentrations within the exhaust gases vary according to the emissions category in which each individual vehicle is certified (LEV, ULEV, etc.). The European EOBD regulations are based on absolute limits (Table 1). Operational requirements One of the OBD requirements stipulates monitoring for all electrical wiring leading to the control unit. This means that comprehensive components (such as the airmass meter) are monitored for signal plausibility (OBD II) as well as signs of electrical failure (EOBD). Complex OBD functions check the diagnostic system to verify that it is operational. The prescribed response to failures varies according to the problems potential consequences. CARB OBD and EOBD use different criteria (Tables 2 and 3). The type of diagnosis is defined by the pollutants concentration which could be expected (empirical data) due to failure of a given component.

Simple operational checks (black and white tests) only assess the basic operational status of the system or component (whether the secondary-air injection valve opens and closes, etc.). The qualitative operational check (flow check) provides more precise information on system performance. One example is the catalytic-converter check, where the monitored data are employed to assess ageing. The corresponding data are available for readouts through the diagnostic interface.

Exhaust-emissions limits relative limits 1.5 times limit in each emissions category absolute limits CO: 3.2 g/km HC: 0.4 g/km NOX: 0.6 g/km New EOBD limits are anticipated for implementation starting 01. 01. 2005

CARB:

EOBD:

Table 1

Diagnostic processes and malfunction response in CARB and EPA Error status indicated only by service tester Operation check (black and white test) Error status indicated by MIL Error status registered by scan tool Qualitative operation check Error status indicated by MIL Error status registered by scan tool

Leads to concentrations of < 1.15 times limit

Concentration < 1.5 times limit

Concentration 1.5 times limit

Table 2

EOBD diagnosis and malfunction response Monitoring of electrical wiring and min./max. plausibility checks adequate Error status indicated by MIL Error status registered by scan tool Qualitative operation check Error status indicated by MIL Error status registered by scan tool

Malfunction leads to pollutant concentration < limit

Pollutant concentration limit

Table 3

Electronic Diagnosis

OBD functions

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Increasingly stringent emissions controls have led to progressively more complex diagnostic routines. As a result, almost 50 % of the Motronic systems entire performance potential is devoted to on-board diagnosis processes.
Malfunction indicator lamp (warning lamp) Die MIL (malfunction indicator lamp) alerts the driver to operating problems. Systems designed for conformity with CARB and EPA regulations must trigger the MIL to indicate detected errors after no more than two operating cycles. Within the EOBDs range of application, the MIL must respond to detected problems by lighting up no later than in the third operating cycle (with waivers available for a maximum of up to ten operating cycles). If the error disappears again (problem with an intermittent contact, etc.) the corresponding error code remains stored in the malfunction log throughout the subsequent 40 driving cycles. The MIL goes out again after three driving cycles with no detected malfunctions. The MIL responds to problems that could lead to catalytic-converter damage (combustion miss) by flashing. Emergency operation When the system detects an error it reverts to operation on substitute default data (for engine temperature, etc.) or to the emergency backup mode (e.g. limitation of engine output power). These strategies are intended to maintain vehicle safety, avoid subsequent damage (from overheated catalytic converters, etc.) and minimize exhaust emissions. Activation conditions The diagnostic routines run only after the activation requirements have been fulfilled. Among these are torque thresholds, engine-temperature thresholds, and rpm limits.

Inhibit conditions The system cannot always run the enginemanagement and diagnostic functions simultaneously. Certain inhibit functions that prevent specific operations from being processed are also present. To cite one example, the fuel tanks ventilation system (evaporative-emissions control) cannot operate while the catalytic-converter diagnosis function is in progress. Temporary interruption of diagnostic routines Under specific conditions, diagnostic routines can also be suspended to prevent spurious malfunction alerts. These conditions include extreme altitudes of more than 2,400 m (or 8,000 feet) above sea level (CARB OBD) or 2,500 m above sea level (EOBD), low fuel level 15 % (CARB OBD) or 20 % (EOBD) of nominal volume (the EOBD arrangement deviates from CARB OBD practice by not requiring plausibility checks on fuel level), very low ambient temperatures during cold starts (T < 7 C) or low battery voltage. Readiness code Before proceeding to access the malfunction log, it is important for the technician to verify that the diagnostic routines have really been run during the proceeding driving cycle. Corresponding confirmation is available in the form of readiness codes available through the diagnostic interface. The system registers these codes to confirm that the essential diagnostic routines have been completed. Recalls The government can demand that manufacturers of vehicles that fail to comply with the OBD requirements recall these vehicles at their own expense.