Exhaust Emissions
The combustion process of a gasoline powered engine produces Carbon Monoxide (CO), Hydrocarbons (HC) and Oxides of Nitrogen (NOx).
- Carbon Monoxide is a product of incomplete combustion under conditions of air deficiency. CO emissions are strongly dependent on the air/fuel ratio.
- Hydrocarbon are also a product of incomplete combustion which results in unburned fuel. HC emissions are dependent on air/fuel ratio and the ignition of the mixture.
- Oxides of Nitrogen are a product of peak combustion temperature (and temperature duration). NOx emissions are dependent on internal cylinder temperature affected by the air/fuel ratio and ignition of the mixture.
Control of exhaust emissions is accomplished by the engine and engine management design as well as after-treatment.
- The ECM manages exhaust emissions by controlling the air/fuel ratio and ignition.
- The ECM controlled Secondary Air Injection further dilutes exhaust emissions leaving the engine and reduces the catalyst warm up time.
- The Catalytic Converter further reduces exhaust emissions leaving the engine.
Bosch LSH 25 Oxygen Sensors: The pre-cat oxygen sensors measure the residual oxygen content of the exhaust gas. The sensors produces a low voltage (0-1000 mV) proportional to the oxygen content that allows the ECM to monitor the air/fuel ratio.
The sensors are mounted in the hot exhaust stream directly in front of the catalytic converters.
- Electrode (+)
- Electrode (-)
- Porous Ceramic Coating (encasing electrolyte)
- Protective Metal Cage (Ventilated)
- Casing
- Contact Sleeve
- External Body (Ventilated)
- Contact Spring
- Vent Opening
- Output Lead
- Insulator
- Exhaust Pipe Wall
The "tip" of the sensor contains a microporous platinum coating (electrodes) which conduct current. The platinum electrodes are separated by solid electrolyte which conducts oxygen ions. The platinum conductors are covered with a highly porous ceramic coating and the entire tip is encased in a ventilated metal "cage".
This assembly is submersed in the exhaust stream. The sensor body (external) has a small vent opening in the housing that allows ambient air to enter the inside of the tip.
The ambient air contains a constant level of oxygen content (21%) and the exhaust stream has a much lower oxygen content. The oxygen ions (which contain small electrical charges) are "purged" through the solid electrolyte by the hot exhaust gas flow. The electrical charges (low voltage) are conducted by the platinum electrodes to the sensor signal wire that is monitored by the ECM.
If the exhaust has a lower oxygen content (rich mixture), there will be a large ion "migration" through the sensor generating a higher voltage (950 mV).
If the exhaust has a higher oxygen content (lean mixture), there will be a small ion "migration" through the sensor generating a lower voltage (080 mV).
This voltage signal is constantly changing due to combustion variations and normal exhaust pulsations.
The ECM monitors the length of time the sensors are operating in the lean, rich (including the time of rise and fall) and rest conditions. The evaluation period of the sensors is over a predefined number of oscillation cycles.
This conductivity is efficient when the oxygen sensor is hot (250° - 300° C). For this reason, the sensor contains a heating element. This "heated" sensor reduces warm up time, and retains the heat during low engine speed when the exhaust temperature is cooler.
Direct Oxygen Sensor Heating: The oxygen sensor conductivity is efficient when it is hot (600° - 700° C). For this reason, the sensors contain heating elements. These "heated" sensors reduce warm up time, and retain the heat during low engine speed when the exhaust temperature is cooler. OBD II requires monitoring of the oxygen sensor heating function and heating elements for operation.
The four oxygen sensor heating circuits (E46/E39 shown) receive operating voltage from the ECM Relay when KL15 is switched "ON". Each of the sensors heaters are controlled through separate final stage transistors.
The sensor heaters are controlled with a pulse width modulated voltage during a cold start. This allows the sensors to be brought up to operating temperature without the possibility of thermal shock. The duty cycle is then varied to maintain the heating of the sensors.
When the engine is decelerating (closed throttle), the ECM increases the duty cycle of the heating elements to compensate for the decreased exhaust temperature.
Catalytic Converter Monitoring: The efficiency of catalyst operation is determined by evaluating the oxygen consumption of the catalytic converters using the pre and post oxygen sensor signals. A properly operating catalyst consumes most of the O2 (oxygen) that is present in the exhaust gas (input to catalyst). The gases that flow into the catalyst are converted from CO, HC and NOx to CO2, H2O and N2 respectively.
In order to determine if the catalysts are working correctly, post catalyst oxygen sensors are installed to monitor exhaust gas content exiting the catalysts. The signal of the post cat. O2 sensor is evaluated over the course of several pre cat. O2 sensor oscillations.
During the evaluation period, the signal of the post cat. sensor must remain within a relatively constant voltage range (700 - 800 mV). The post cat. O2 voltage remains high with a very slight fluctuation. This indicates a further lack of oxygen when compared to the pre cat. sensor.
If this signal decreased in voltage and/or increased in fluctuation, a fault code will be set for Catalyst Efficiency and the "Malfunction Indicator Light" will illuminate when the OBD II criteria is achieved.
Secondary Air Injection: Injecting ambient air into the exhaust stream after a cold engine start reduces the warm up time of the catalyst and reduces HC and CO emissions. The ECM controls and monitors the Secondary Air Injection.
An Electric Air Pump and Air Injection Valve direct fresh air through an internal channel in the cylinder head into the exhaust ports. The Air Injection Valve is opened by air pressure (from the pump) and is closed by an internal spring.
The Air Injection Inlet Valve mounts directly to the cylinder head, with a passageway machined through the head. This eliminates the external Air Injection manifold distribution pipes to the exhaust manifolds.
Misfire Detection: As part of the OBD II regulations the ECM must determine misfire and also identify the specific cylinder(s), the severity of the misfire and whether it is emissions relevant or catalyst damaging based on monitoring crankshaft acceleration.
In order to accomplish these tasks the ECM monitors the crankshaft for acceleration by the impulse wheel segments of cylinder specific firing order. The misfire/engine roughness calculation is derived from the differences in the period duration of individual increment gear segments.
Each segment period consist of an angular range of 90° crank angle that starts 54° before Top Dead Center.
If the expected period duration is greater than the permissible value a misfire fault for the particular cylinder is stored in the fault memory of the ECM.
Depending on the level of misfire rate measured the ECM will illuminate the "Malfunction Indicator Light", deactivate the specific fuel injector to the particular cylinder and switch oxygen sensor control to open-loop.
In order to eliminate misfire faults that can occur as a result of varying flywheel tolerances (manufacturing process) an internal adaptation of the flywheel is made. The adaptation is made during periods of decel fuel cut-off in order to avoid any rotational irregularities which the engine can cause during combustion. This adaptation is used to correct segment duration periods prior to evaluation for a misfire event.
If the sensor wheel adaptation has not been completed the misfire thresholds are limited to engine speed dependent values only and misfire detection is less sensitive. The crankshaft sensor adaptation is stored internally and is not displayed via DIS or MoDIC. If the adaptation limit is exceeded a fault will be set.