Engine management system

However, the military user is a relatively small fuel consumer when compared with the civilian market. This military user is also a relatively small player in the land vehicle market, and the propulsion and fuel technologies that are available to the military customer will be strongly influenced by the prevailing civilian markets. That is, the military customer will have to buy the propulsion technology produced by manufacturers for the dominant civilian market, particularly in the case of land vehicles where complex engine management systems mean that there is little scope for producing military specials at an economic cost. 

Chapter 31 Case Study 13 Engineering Management Systems.695... 

Since three reaction types are involved, conventional autocatalysts arc known as three-way catalysts, often referred to as TWCs, but in order to achieve the contradicting requirements of simultaneous oxidation and reduction, it is necessary to maintain operauon close to the stoichiometric point The use of electronic fuel injection and computer-based engine management systems enables this to be done with the necessary degree of control. 

Figure 4 Schematic conversion of HC, CO, and NO over a three-way autocatalysc as a function of lambda (measured air-to-fuel ratio divided by the stoichiometric ratio lambda = 1 is the stoichiometric point) The engine management system controls the air/fuel ratio around lambda = 1. Key CO-------, HC-------, NO. . . .

American Society of Mechanical Engineers. Managing System Integrity of Gas Pipelines, ASME Code for Pressure Piping, B3T, ASME B31.8S-2001 (Supplement to ASME B31.8) American Society of Mechanical Engineers New York, 2002. 

There exist a multitude of engine management systems with various degrees of... 

The refinement of the engine management system affects both the performance and the durability of the emission control catalyst. 

The dual-bed concept allows for a wider engine A/F range, while still maintaining a high conversion efficiency for the three exhaust gas constituents under consideration. Therefore, a less sophisticated engine management system can be used. 

In addition, catalysts have been developed that use only palladium as the precious metal component, with Pd loadings of about 1.8-10.6gl catalyst volume. These catalysts are mainly used as light-off catalysts, which are typically small catalysts located close to the engine outlet, and used in combination with a main catalyst that contains rhodium together with platinum which is located in the vehicle underbody downstream of the light-off catalyst. However, these palladium-only catalysts are sometimes also used as the main catalyst, in conjunction with particular engine management systems. 

In the case of a torque sensor for traction control, output torque can be calculated by the engine management system from engine data. But when sensor designs become simple, very robust, and highly accurate, measurement with sensors will have advantages over calculation. 

Fully computer-controlled engine management system... 

Due to a number of improvements in fuel quality, significantly lower lead and sulfur contents and improved engine management systems, Pd-containing catalysts gain more and more interest. 

While the NMOG value is below the 0.075 g/mile LEV standard and the CO is significantly below the 1.7 g/mile ULEV, the NOx emission is above LEV/ULEV standard on this vehicle. If the NOx value is factored for a more typical baseline, it is anticipated that the vehicle meets the 0.20 g/mile ULEV standard. Without being able to control the engine management system, it is not possible to demonstrate the full advantage of the SMART Pd technology on a commercial vehicle. 

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