6 Engine Computer Systems2

AUTOMOTIVE MAINTENANCE TECHNOLOGY
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SUBJECT: ENGINE MANAGEMENT & CONTROL SYSTEM
TITLE: ENGINE COMPUTER SYSTEM
Engine Computer Systems
In order to control the operation of the engine, the computer control system must be able to
monitor many conditions. Then, based upon these conditions, the computer makes decisions
about how to control various components.
There are three major stages involved in engine computer control. These include inputs,
processing, and outputs. The inputs come from various types of sensors; the computer does the
processing; and the outputs convert electrical signals from the computer into mechanical actions.
Many sensors placed throughout the automobile collect data. During the processing stage, the
computer interprets various types of data and determines the type of output needed. During the
output stage, the computer sends an electrical signal to some actuator to move or change
something.
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Inputs and Outputs for Engine Control Systems
To understand the total engine computer control system, look at figure below. This drawing
shows the many types of sensors that provide inputs to the computer. In addition, various types of
actuators that can be controlled are shown. Not every engine has all types of sensors. Nor does
every engine have all of the suggested output devices. Generally, the newer the engine, the more
input sensors and the more output actuators used.
The exact type of inputs and outputs will depend upon several things including:
1. The year of the vehicle

2. The manufacturer of the vehicle
3. The type of ignition system (electronic ignition, transistorized ignition, etc.)
4. The type of fuel system (carburetor, throttle body, port injection)
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Advantages of Using Engine Computers
There are many advantages to using a computer to control engine functions. Some of them
include the following:
1. The air-fuel ratio is controlled as close as possible to 14.7 to I under all types of operating
conditions, such as cold starting, warm operation, high altitude, moist conditions, etc.
2. The engine is operated much more efficiently at cold temperatures, for example during
starting.
3. All emission control devices are operated more efficiently.
4. Timing is controlled much more precisely than with conventional timing.
5. The engine is able to make rapid changes in timing in response to changing driving
conditions.
6. The engine gets much better fuel mileage.
7. The emissions are much lower compared to older engines.
8. There is much less waste of energy. For example, the computer can turn the cooling fan
on only when it is needed, rather than running a fan at all times.
9. Computers operate very fast and can sense and send signals several hundred times or
more per second.
10. The engine is much more responsive and the performance of the engine increases across
all ranges of operation.
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INPUT COMPONENTS (SENSORS)
Introduction to Sensors
A sensor is defined as a transducer. A transducer is an electrical device that converts a physical

quantity into an electrical equivalent. A door jam switch, for example, could be thought of as a
sensor or a transducer. It converts the status of the door, either open or closed, to an electrical
signal.
Sometimes, however, a physical quantity has more than two states. Temperature is a good
example. Temperature has many states. For these conditions several types of transducers can be
manufactured. One can be designed to indicate when a certain level of temperature is reached. A
good example is the coolant fan switch. This sensor is mounted in a coolant passage. It detects
when a certain temperature range has been reached. When reached, the switch closes. This in turn
energizes a relay to provide power to the cooling fan motor.
This is an example of an engine operating condition sensor.
Often it is necessary to measure a quantity that not only constantly changes, but also has
many values between its two extremes. There are certain electrical/electronic sensors that provide
a variable quantity. Variable resistors are constructed so some kind of mechanical connection is
made between the variable resistor and the item that is being monitored. As the item changes, the
mechanical connection changes the electrical resistance of the variable resistor.
Types of Sensors
In addition to the switch and variable resistor, there are other types of sensors used. The following
is a list of the most common types of sensors used to provide inputs for the ECM and engine.
Figure below shows the electrical symbol for each including the switch and variable resistor.
Switch
This type of sensor is the most common and easiest to understand. It simply indicates an on-off
position.
For example, at times the computer needs to know if the air conditioning system is off or on.
Variable resistor
This sensor changes its electrical resistance on the basis of a change in temperature.
For example, the computer often needs to know the outside air temperature. As the temperature
increases, the resistance of the sensor changes. The computer is then able to sense this change in
resistance. This type of variable I resistor is also called a thermistor.
Potentiometer
This type of sensor can change voltage, in relationship to mechanical motion.
For example, as the throttle is moved to change the fuel setting, the throttle position sensor
changes the voltage to the computer. The computer is able to read the change in voltage and so
control some type of output.
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Magnetic pickup
This type of sensor is used to measure the speed of a rotating object. In operation, a small magnet
is placed in the rotating object. As the shaft spins the small magnet induces a voltage in a small
coil. The computer can sense this charge or pulse of electricity in the coil.
A good example of a magnetic pickup sensor would be the vehicle speed sensor. As the wheels
on the vehicle rotate, they produce a small charge or pulse of electricity. The computer can then
take this pulse and determine the speed of the rotating wheel.
Voltage generator
This type of sensor produces a voltage based on certain inputs, such as oxygen.
For example, the oxygen sensor is basically a small voltage generator. It is mounted in the flow of
exhaust from the engine. Since this sensor is very sensitive to the presence of oxygen, it can
develop a voltage. Lean mixtures produce a low voltage, while rich mixtures produce a high
voltage.
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Oxygen Sensor
The oxygen sensor is one of the most important sensors feeding information to the ECM. It is
considered a voltage generator type sensor. Its purpose is to determine the amount of oxygen in
the exhaust. This sensor continuously gives feedback to the ECM on how well it did on delivering
the best air-fuel ratio mixture to the engine.
Most automotive oxygen sensors are made of zirconia. Figure below shows all of the
parts of a typical oxygen sensor. The ceramic material (zirconia) on the bottom tip of the sensor
produces a voltage based upon the amount of oxygen in the exhaust stream. The zirconia is
sandwiched between two layers of platinum. One of the platinum plates is exposed to the exhaust
gases in the exhaust manifold. The other platinum plate is exposed to outside air. This causes
oxygen ions to build up on the platinum plates. An ion is an electrically charged atom. An oxygen
ion has two excess electrons. This gives it a negative charge. Naturally, the platinum plate that is
exposed to the outside air comes in contact with more oxygen. Therefore, it will build up more
oxygen ions than the side exposed to the exhaust gases.
The difference in the number of ions on the two plates causes an electrical potential or
voltage. Note that the hollow center terminal is open to the atmosphere. When the exhaust is lean
(excess air) the sensor produces a low voltage, near zero. When the exhaust is rich (excess fuel),
it produces high voltage (up to one volt). In summary:
Lean air-fuel mixture = High oxygen content in exhaust and low oxygen sensor voltage
Rich air-fuel mixture = Low oxygen content in exhaust and high oxygen sensor voltage
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When speaking of "high" and "low" voltage in this case, it should be noted that the oxygen sensor
is capable of producing only very small voltages, from about 0 to 1 volt.
Generally, high voltage in this instance means anything over 450 millivolts (mv). Low
voltage means anything under 450 millivolts (mv).
For the sensor to work correctly, it needs a good source of outside air and a temperature
of between 500 and 600 degrees Fahrenheit. When this point is reached, the oxygen sensor will
send a signal to the ECM.
During the time the sensor is cold, the ECM is in the open loop mode. This means that
there is no feedback going to the ECM telling it that the air-fuel ratio is too lean or rich.
After the oxygen sensor reaches its operating temperature, the system goes into the closed
loop mode. At this point the O2 sensor sends a signal to the ECM to adjust fuel delivery.
The outside air is used as a reference. Some oxygen sensors get their heat from the
exhaust gas temperature.
Newer sensors contain an electric heater that helps them heat up faster and reach
temperatures even above the exhaust gas temperature. Many heated sensors are also waterproof
and so must receive outside air through an electrical lead fed into the sensor. Although only a
small amount of air is needed, special care must always be taken to not damage or restrict the air
path.
In operation, the ECM compares the voltage from the oxygen sensor to the values
programmed into the computer.
If the air-fuel ratio is lean, the computer adds fuel in the carburetor. If the air-fuel ratio is
rich, the computer subtracts fuel in the carburetor. Note that the oxygen sensor is very sensitive to
leaded fuels and silicone such as in silicone gasket material. Either of these materials will render
the oxygen sensor inoperative over a period of time.
Types of Oxygen Sensors
The type depends upon the way they get heat for the element and the way the outside air is used
as a reference. Figure below shows an example of several types of oxygen sensors.
Most early oxygen sensors were of the unheated type. In this case the exhaust gases
provided the heat to bring the sensor element up to its operating conditions. In many newer
sensors an electric heater provides added heat to the zirconia element. This helps the element
come up to temperature faster, operate better in colder climates, and give improved fuel control. It
also is less sensitive to contaminants. The heater power comes directly from the vehicle electrical
system. It is usually turned on with the ignition switch.
On some vehicles, relays are used to turn the heater off and on under certain conditions.
Zirconia oxygen sensors need only a small amount of air to work correctly. However, there needs
to be enough clean outside air to work correctly. Most unheated sensors have an open path for air
to flow over the sensor. Also, they are placed I in a position where water will not splash on them.
On some vehicles, the sensor is placed where it could be splashed with water. In this case a water-
resistant oxygen sensor is used. Added shielding helps keep water out of the sensor but still make
it easy for air to pass through.
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Post-Catalyst Oxygen Sensor
In 1994 certain vehicles began to use an oxygen sensor in the exhaust, after the catalytic
converter as shown in figure below.
This sensor is used to check the performance of the converter and the exhaust system.
Leaks in the exhaust system ahead of this sensor can cause improper emission system
performance. This oxygen sensor can help detect such problems. It may also be used to help the
ECM adjust the engine air-fuel ratio.
This sensor is similar to the oxygen sensors used for engine control. However, their
voltage output is different. On a typical exhaust manifold oxygen sensor, the voltage swings up
and down between about 0.8 and 0.2 volt one or more times per second. The signal from the post
-catalyst oxygen sensor moves much slower. It is not unusual for the signal voltage to stay at
either high or low voltage for several seconds or even minutes. This type of voltage output is
normal and should not be a concern.
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Coolant Sensor
A coolant sensor is used to determine the engine coolant temperature. A signal is then sent to the
ECM to let the computer know the engine temperature. The design of a coolant sensor is that of a
thermistor.
In theory, as any wire changes in temperature, it also has a corresponding change in
electrical resistance. Unfortunately, a piece of copper wire's resistance does not change in a
predictable manner. The wire resistance changes radically as compared to an actual sensor.
Generally, as the temperature of the wire increases, so does the resistance of the wire. To
level out the change in resistance, the thermistor was designed. It has a much more consistent
relationship between temperature and resistance.
There are two types of thermistors.
One sensor increases resistance as the temperature increases. Another sensor decreases resistance
as the temperature increases. This type is shown in Figure below.
The sensor is generally threaded into the intake manifold so that one end of the sensor is
immersed in engine coolant. This type, which is used most often, is called a negative temperature
coefficient (NTC) sensor. This type of sensor has about 20,000 ohms of resistance at -4F, and
1,200 ohms at 248F.
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Figure below shows this relationship on a chart. On the horizontal axis, temperature is
shown. On the vertical axis, resistance is shown in ohms. Note that as the temperature of the
sensor or coolant increases, the resistance decreases.
This type of sensor generally has two wires connected between the sensor and the computer. One
wire is used for carrying a voltage signal to the computer. The other is used as a ground.
In operation, as the temperature of the coolant increases, the resistance of the sensor
decreases. As the resistance decreases, the voltage drop across the sensor decreases as well.
Voltage drop is high when the sensor is cold, or about 4.5 volts. When the engine coolant
temperature is hot, the resistance of the sensor is low, so the voltage drop is about 0.3 volt.
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Air Charge Temperature (ACT) Sensor
Many engine control systems use an air charge temperature (ACT) sensor, also called the IAT or
intake air temperature sensor. This sensor measures the temperature of the incoming air. Cold air
intake is much denser than warm air. Therefore, a richer air-fuel ratio is needed. When the ACT
sensor indicates colder air temperature, the computer then provides a richer air-fuel mixture.
The ACT is much the same as the ECT (engine coolant temperature) sensor just
discussed. It is a thermistor that has ohm and voltage drop readings the same as the ECT. As the
air temperature increases, the resistance of the ACT decreases. The result of this resistance
decrease is that the voltage drop also decreases. The computer senses the drop in voltage and
changes the air-fuel ratio accordingly.
The ACT sensor is threaded into the intake manifold or, in some cases, mounted in the air
cleaner. The lower portion of the sensor needs to stick down into the airflow passages as the air
comes into the engine. (See Parts Locator photo #73.)
Throttle Position Sensor (TPS}
Another sensor used on computer-controlled engines is called the throttle position sensor (TPS).
This sensor monitors and senses the position of the throttle on either carburetor or fuel-injected
engines. The TPS is considered a potentiometer: This means that as the position of the throttle
changes, the resistor inside the potentiometer is also changing. The changing resistance means
that the voltage drop across the sensor will also change.
The TPS is located on the end of the throttle shaft on carburetors. On fuel injection
systems, the sensor is positioned on the end of the throttle shaft in the throttle body, which
controls the amount of air going into the engine.
There are both three- and four-wire throttle position sensors. On the three-wire sensor,
one wire is a ground, one wire comes from the computer to supply a constant 5-volt reference
voltage, and one wire is the TPS signal back to the computer. A typical TPS has a resistance of
about 1,000 ohms at the throttle position. Resistance is about 4,000 ohms at wide-open throttle. In
terms of voltage drop, there is about a 0.5-volt drop at idle and about a 4.5-volt drop at wide-open
throttle. The four-wire TPS has an additional wire used as an idle switch.
When the engine is accelerated, the computer must be able to adjust the air-fuel ratio. The
computer is also sensitive to how rapidly the throttle is opened. Figure 40-9 shows a typical
throttle position sensor internal circuit and harness connector.
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FIGURE 40-9. The TPS (throttle position sensor) is a potentiometer used to indicate the position
of the throttle. (Courtesy of General Motors Corporation, Service Technology
Group)
Manifold Absolute Pressure (MAP) Sensor
The manifold absolute pressure (MAP) sensor is used on many computer-controlled carburetor
engines. It is used to determine how much load is being placed on the engine. This is needed
because if the load is heavy, there must be more fuel put into the engine. If the load is light, less
fuel will be needed. There are two types of sensors used for reading manifold absolute pressure.
One is called the absolute sensor and one is called the differential sensor. Figure 40-10 shows a
comparison of the two types. The absolute sensor compares the intake manifold pressure to a
reference or fixed pressure sealed inside the sensor. The differential sensor compares the intake
manifold pressure to atmospheric or barometric pressure. As the two pressures work against each
other, the center diaphragm moves slightly because of the difference in pressures.
On some vehicles, the diaphragm is a pressure-sensitive disk capacitor. When the center
diaphragm moves, a digital voltage signal of varying frequency is produced. So when the engine
is idling and at high intake manifold vacuum, (about 17 to 18 inches of mercury), a signal of
about 95 hertz is produced. When the engine is under heavy load and at a low intake manifold,
(about 2 inches of mercury), a signal of about 160 hertz is produced. Based upon this changing
signal, the computer supplies a richer or leaner air-fuel ratio.
On other vehicles the diaphragm is made of silicon. As the pressure changes, the signal
voltage also changes from about 1 volt at idle (low load) to about 4.5 volts at heavy-load
conditions. Figure 40-11 shows a typical MAP sensor, noting the vacuum nipple to read intake
manifold vacuum.
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Figure above shows a MAP (manifold absolute pressure) sensor works by comparing two
pressures. If there is a difference in pressure the center diaphragm moves, causing a voltage
signal to be generated for the computer. (Courtesy of General Motors Corporation, Service
Technology Group)
The MAP sensor can be checked for output voltages in relationship to a vacuum applied
to the sensor diaphragm. Always follow the manufacturer's suggested procedure and
specifications when checking the MAP sensor.
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Mass Air Flow (MAF) Indicator
On most fuel injected engines, a mass air flow {MAF) indicator is used. This input sensor tells
the computer how much total air or mass air is entering the engine for combustion.
There are several types of MAF sensors used on engines today. One type is called the
vane-type MAF sensor. This type uses a plate moving in the intake air stream tube. As greater
amounts of air come into the engine {under heavier loads), the vane moves more. The moving
vane is attached to a variable resistor. The resistance of this resistor is an indication of the amount
of air going into the engine.
A second and more popular type is called the heated resistor MAF. In this instance, a
heated resistor is placed in the center of the air stream. Some MAFs use an electric grid in place
of the resistor. With the ignition switch on, a voltage is applied to the resistor or electric grid. The
electric current heats the resistor or electric grid. The computer maintains a specific temperature
on the resistor {grid). When more air comes into the engine, say during heavy acceleration, the
cool air coming into the engine has a tendency to cool the resistor {grid). At this point the
computer increases the current to the resistor {grid) to keep it at a specified temperature. So the
amount of current going into the resistor (grid) is directly proportional to the amount of air
flowing into the engine. These adjustments all happen in a few milliseconds.
A third type of MAP is shown in Figure 40-12. This system is called the hot wire-type
MAF sensor. It is similar to the heated resistor type; only it has an additional cold wire. Both the
hot and cold wires are placed in the intake airflow. The cold wire senses the incoming air
temperature, so it is called the cold wire. Electric current is sent from the computer to the hot wire
to keep it at a specified number of degrees above the temperature of the cold wire. The
temperature difference is about 392 degrees Fahrenheit hotter than the cold wire.
So the amount of electric current sent to the hot wire varies depending on the temperature
of the cold wire. The advantage of this type of sensor over the heated resistor is that it is now
sensitive to the temperature of the air coming into the engine as well. The signal or amount of
electricity being sent into the hot wire is directly proportional to both the temperature and the
amount of air going into the engine.
On the vane-type MAF, drops in both the signal voltage and the output voltage can be
checked and compared to manufacturer's specifications. In addition, the variable resistance can be
checked as well. On some heated resistor and hot wire MAFs, the manufacturer recommends that
a voltage frequency test be performed. This test determines if the voltage frequencies are erratic
or smooth. A special voltage frequency meter is needed. Always follow the manufacturer's exact
procedure and specifications when performing this test.
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FIGURE 40-12. The computer keeps the temperature of the hot wire in the MAF about 392
degrees Fahrenheit above the temperature of the cold wire. (Courtesy of Ford Motor
Company)
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Knock Sensor (Detonation Sensor)
The computer used to control the ignition system needs to know if the engine timing is too
advanced and thus causing a knocking or detonation. If there is a slight knocking during the
combustion, the computer needs to reduce the spark advance to eliminate the knocking or
detonation.
When the engine knocks or detonates, a small vibration is produced in the engine block.
The knock sensor (some engines have two knock sensors) changes this vibration to a voltage
signal. The signal is then sent back to the computer so timing adjustments can be made on the
ignition system. The knock sensor contains a piezoelectric sensing element. A piezoelectric
element is a sensitive crystal that produces electricity when there is a mechanical stress on it.
Figure 40-13 shows an example of the internal parts of the knock sensor showing the piezocrystal
location. In operation, the vibration produced from knocking and detonation causes a mechanical
stress on the piezocrystal. The mechanical stress generates a voltage signal. A typical knock
sensor produces a voltage signal of about 300 millivolts to 500 millivolts depending upon the
degree of knock or detonation.
Figure above show a knock sensor senses knock or detonation so the computer can readjust the
timing advance.
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Vehicle Speed Sensor (VSS)
The computer on certain vehicles needs to know how fast the vehicle is moving down the road.
The vehicle speed sensor (VSS) provides this input information. The VSS is often connected to
the speedometer cable. On some vehicles it is mounted on the transaxle. One type of VSS
operates from a magnet that is driven from the speedometer drive. As the magnet turns it acts like
a small generator that produces alternating current voltages (ac). The ac signal is sent to the
computer to determine the exact speed of the vehicle. As the speed of the vehicle increases, the ac
signal also increases in frequency and voltage. The computer can read the changes in frequency
and voltage and make adjustments as necessary.
Crankshaft Position (CKP) Sensor, Variable Reluctance Type
Fuel injection and ignition systems today often need a reference to the position of the crankshaft
in relationship to rotational degrees. The position of the crankshaft helps to determine such things
as firing order, degrees before top dead center, and when number 1 piston is at top dead center.
On certain types of port fuel injection systems (such as sequential firing fuel injection) this
information is also needed by the computer. Such sensors can broadly be defined as variable
reluctance or Hall-effect sensors. Most often, the crankshaft position sensor uses the variable
reluctance type system. However, some electronic ignition systems such as the C3I use the Hall-
effect type.
Figure above show the knobs on the timing disk cause the air gap to change, thus changing the
magnetic field.
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The variable reluctance sensor is categorized as a magnetic pickup sensor. A winding of wire
because it has a permanent magnet surrounds this. The sensor is mounted in a fixed position in
the engine block. The tip of the sensor protrudes into the crankcase at a distance of 0.05 plus or
minus 0.02 inch from the crankshaft. Figure 40-14 shows the theory of operation. As the timing
disk rotates, it is constantly changing the air gap. For example, when one of the small teeth moves
past the permanent magnet, the air gap is very small.
When the valleys on the timing disk pass the permanent magnet, the air gap is large. As
the air gap changes, the magnetic field continues to change as well. In the position shown, the
magnetic field is the strongest. The end result is that a voltage signal is produced, as shown in
Figure 40-15.
In this particular case, notches are used rather than teeth.
However, the result is the same. As the notch passes by the magnetic sensor, a positive
and a negative voltage is produced, which is sent to the ECM.
Figure 40-16 shows an example of variable reluctance sensor. Since this type of sensor is
mounted in a fixed position, it is not adjustable. A machined ring located on the crankshaft affects
the magnetic field of the sensor. This ring is called a reluctor ring (similar to the timing disk). The
machined ring contains notches that cause the magnetic field to vary. The varying magnetic field
causes fluctuations in the voltage signal.
Figure above show a sine wave that is produced from a magnetic pulse generator or a variable
reluctance type sensor.
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This type of computer sensor is called a variable reluctance sensor. (Courtesy of General Motor.s
Corporation, Service Technology Group)
In operation, as the crankshaft rotates, the notches in the reluctor ring change the size of the gap
between the sensor and the metal surface. When the notch widens the gap, the magnetic field in
the sensor changes. This changing magnetic field produces a voltage signal, which is induced in
the sensor winding. Figure 40-17 shows an example of the sensor output as it passes a notch in
the reluctor ring. Many manufacturers use similar approaches to developing a crankshaft position
signal. One of the major differences is the number and type of notches used to produce the signal.
Some have only seven as shown. Others may have 254 notches while others have 68 notches. It
all depends upon the manufacturer and the type of system used. However, the principle of
variable reluctance sensors remains the same.
Another type of common CKP sensor is shown in Figure 40-18. In this particular case the
sensor is located on the transaxle housing. The sensor detects the passing of slots on the flywheel.
This flywheel contains 12 slots arranged in three groups of four. Each group is 120 degrees apart.
As the flywheel metal is passing by the CKP sensor, the sensor is on and the signal voltage is
low, about 0.5 volts. When a slot passes by the CKP sensor, the sensor is off and the voltage goes
to a high of about 5 volts.
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The voltage signal is produced when a notch passes the magnetic sensor. (Courtesy of General
Motors Corporation, Service Technology Group)
This crankshaft position (CKP) sensor senses machined notches on the crankshaft. (Courtesy of
Chrysler Corporation)
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Another common CKP sensor is shown in Figure 40-19. In this particular case, the crankshaft
position sensor is sensing machined notches in the crankshaft. As the machined notches pass by,
the crankshaft position sensor is being turned on and off. The on and off voltages are then sent to
the ECM.
The first notch in the group of four is at 69 degrees BTDC. The second notch is at 49
degrees BTDC. The third notch is at 29 degrees BTDC and the fourth notch is at 9 degrees
BTDC. From this information the engine computer can determine when a pair of cylinders will
reach top dead center (TDC). Each group of slots relates to a pair of cylinders.
Crankshaft Position (CKP) Sensor, Hall-Effect Type
A physicist named Dr. Edward Hall discovered the Hall effect, also called the Hall voltage
principle. He discovered that when a magnetic field is introduced perpendicular to a current
flowing through a solid conductor, a measurable voltage is induced at the sides of the conductor
at right angles to the main current flow.
Figure 40-20 shows how the Hall-effect sensor works in principle both in the on and off
position. There are three major parts to a Hall-type sensor. First, there is a permanent (fixed)
magnet located on the left side of the sensor. It has a north and South Pole. In addition, there is a
semiconductor wafer located on the right side. The third part is a steel interrupter blade,
(sometimes called a vane) which spins between the wafer and permanent magnet. When the vane
is not between the wafer and the permanent magnet, the permanent magnet induces a voltage in
the wafer. The Hall switch is now on. When the vane is positioned between the wafer and the
permanent magnet, it interrupts the magnetic field. The Hall switch is now off and there is no
voltage signal sent to the ECM. The on and off voltage signal is sent to a transistor and the signal
is amplified in the ECM. Note that there are many physical designs used for the three parts.
However, all Hall-effect sensors operate on basically the same principle.
Camshaft Position Sensor
Some electronic ignition (El) systems use a camshaft position sensor in addition to the crankshaft
sensor. The camshaft position sensor is used most often to identify the position of number 1
piston. Many of these cam sensors are similar in design to the Hall-effect crankshaft sensors.
However, they look somewhat different. On most engines, the camshaft sensor is mounted near or
on the timing cover. As the camshaft turns, the signal generated is sent to the ECM where the
signal is used to turn the internal transistor off and on. This, in turn, fires the coil(s) at the proper
time. The signal is also used to sequence fuel injection. Figure 40-21 shows an example of one
typical camshaft position sensor and where it is located on the engine.
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Figure above show that as the vane passes between the magnet and wafer, the Hall-effect sensor
is turned off. (Courtesy of General Motors Corporation, Service Technology Group)
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Figure above show the camshaft position sensor is located on the front of this engine. (Courtesy
of General Motors Corporation, Service Technology Group)
FIGURE 40-22. The camshaft sensor uses a reluctor pin located on one of the exhaust camshafts.
(Courtesy of General Motors Corporation, Service Technology Group)
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On some V-8 engines, the camshaft position sensor works as a variable reluctance type sensor. As
shown in Figure 40-22, there is a reluctor pin attached to one of the camshafts, in this case, the
rear exhaust camshaft. The sensor, which is a magnetic sensor, is mounted in the cylinder head. In
operation, as the reluctor pin rotates past the magnetic sensor, it creates an ac voltage signal. This
voltage signal, as shown in Figure, is then sent to the ignition coil control module. The signal is
created every camshaft revolution or every two-crankshaft revolution.
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EGR Valve Position (EVP) Sensor
At certain times, the ECM needs to know the position of the EGR valve. The exhaust gas
recirculation valve position (EVP) sensor acts as a feedback to the ECM to tell the computer the
position of the EGR valve. The sensor is located generally on top of the EGR valve as shown in
Figure 40-23. The sensor is a potentiometer. When the EGR valve is open, the potentiometer
center needle moves and a higher voltage signal is sent to the computer. When the EGR valve is
closed, the potentiometer center needle moves the opposite way and a lower voltage signal is sent
to the computer. In summary:
EGR valve open = high resistance, high voltage drop
EGR valve closed = low resistance, low voltage drop
The resistance of the potentiometer changes from about 5,000 ohms in the open position to about
3,000 ohms in the closed position. The voltage signal changes from about 4.5 volts in the open
position, to about 0.8 volt in the closed position.
FIGURE 40-23. The EGR position sensor, also called an EVP sensor, is located on the top of the
EGR valve. (Courtesy of American Honda Motor Co., Inc.)
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Park-Neutral Switch
On most computerized engine controlled engines, there is also a switch that signals the computer
about the position of the gear shift. The computer needs to know what gear the transmission is in
so it can adjust the idle speed. The switch can be in the off or on position. It is controlled by the
position of the transmission linkage. When the transmission is in park or neutral, the switch is
closed. When the transmission is in any gear such as drive, reverse, etc., the switch is open. A
closed switch sends a voltage signal generally below 1 volt to the computer. An open park-neutral
switch sends a voltage of about 5 volts to the computer.
A/C Switch
The computer also needs to know whether the air conditioning is off or on. To indicate this
condition, an A/C switch is used. When the A/C switch is on, the computer needs to know this
condition, so that the idle speed can be increased. When the A/C is off, the computer changes or
reduces the idle speed accordingly. The switch is often located under the dash of the vehicle and
can be checked for continuity in both the off and on position.
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OUTPUT COMPONENTS (ACTUATORS)
The majority of the actuators controlled by an ECM are relays, solenoids, or motors. Solenoids
are used where the amount of current in the circuit is low, about 0.75 amps or less. Relays handle
greater currents. For, example, Relays handles such outputs as the cooling fan, air conditioning
compressor clutch, the early fuel evaporator grid and others. The current flowing in these
actuators is much higher. Generally, the ECM is not capable of handling such high currents.
Therefore, a relay is used to help control these circuits. Motors are often used to rotate
components like a fan motor.
There are many types of solenoids, relays, and motors used as outputs from the ECM on each
vehicle. Not all can be presented here. Only selected output actuators have been presented, to help
explain the basic principles. The following is a partial list of some common computer-controlled
actuators:
1. Mixture control (M/C) solenoid

2. Cooling fan relay
3. Variable valve timing control solenoid
4. Air injector reactor (AIR) solenoid
5. Early fuel evaporation (EFE) relay
6. Exhaust gas recirculation (EGR) solenoid
7. Torque converter clutch (TCC) solenoid
8. Idle speed control (ISC) motor
9. Canister purge solenoid
10. Electronic spark timing
11. Air conditioning (NC) compressor clutch relay
12. Idle load compensator
13. Port fuel injector solenoids
Several of these computer actuators are detailed in this chapter. However, most can be understood
by studying the three basic types of actuators: relays, solenoids, and motors.
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Relays
A relay is an electrical device that uses low current to control another circuit with higher current.
Figure 40-24 shows an example of the electrical schematic using a relay. The circuit is part of the
air conditioning system controls. In the center of the circuit there is a shaded area called the A/C
compressor clutch relay. The relay works in the following manner. The engine control module on
the bottom of the circuit turns on the low current electricity that flows through the left side of the
relay (the relay coil). When this occurs, the relay is energized and the magnetism from the coil
closes the switch on the right side. This switch is able to carry the higher current that is needed to
turn on the A/C compressor.
Solenoids
A solenoid can also be thought of as an output actuator from the computer. A solenoid generally
has a coil of wire and a metal core in the center of the coil. When electricity flows through the
wire, the magnetic field in the center of the coil causes the metal in the center to move within the
center of the coil. For example, refer to Figure 40-25. In this illustration there is a coil of wire and
a metal core that is pulled to the right by a spring. When the switch is closed, the coil produces a
strong magnetic field in its center. When this happens, the metal core in the center of the coil has
a tendency to center itself in the magnetic field. So the metal core moves to the left, against spring
pressure. When the switch is opened, the magnetic field is stopped, and the spring pulls the metal
core back to the right.
Figure 40-26 shows part of a fuel injector circuit. On the bottom right side of the circuit,
there are four solenoids. The symbol for a solenoid is a coil of wire and two lines. The lines next
to the coil represent the metal core. Each solenoid controls a fuel injector. When electricity
(controlled by the ECM on the bottom of the circuit) flows through each coil of wire, the metal
core moves to open the fuel injectors.
FIGURE 40-25. A solenoid is used to move a metal core in the center of a coil of wire, changing
electrical energy to mechanical energy.
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FIGURE 40-24. The A/C compressor clutch relay is energized by a low current circuit, but
controls a high current circuit, the A/C compressor clutch. (Courtesy of American Honda Motor
Co., Inc.)
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FIGURE 40-26. The fuel injector uses solenoids to open and close the fuel to the engine.
(Courtesy of American Honda Motor Co. Inc.)
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Motors
Motors are yet another type of actuator controlled by the computer. Motors can be used to turn
fans, to move a component a certain number of degrees, or to turn on an air conditioning
compressor. There are many uses for motors. For example, Figure 40-27 shows the fuel pump,
motor. When the switch in the relay above the pump is closed, the motor turns so that fuel is
pumped to the fuel injectors.
FIGURE 40-27. The fuel pump is a motor actuator controlled by the computer. (Courtesy of
American Honda Motor Co., Inc.)
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M/C Solenoids
The mixture control (M/C) solenoid is used on electronically controlled carburetors. The M/C
solenoid is located inside the carburetor bowl and regulates the amount of fuel entering the main
metering circuit in the carburetor.
Figure 40-28 shows a typical example of the M/C solenoid. In operation, the center
plunger is pushed downward by the magnetic force when the computer energizes the solenoid. In
the down position, it restricts the amount of fuel flowing into the main metering circuit. When the
solenoid is de-energized, the plunger rises because of spring pressure.
FIGURE 40-28. This M/C solenoid controls the amount of fuel going into the main metering
circuit on an electronic carburetor. (Courtesy of General Motors Corporation, Service Technology
Group)
The ECM switches the M/C solenoid on and off 10 times 1 per second. The amount of on and off
time can be determined by using a dwell meter. A reading of 60 degrees dwell means Ithe
solenoid is energized 100% of the time. A reading of 0 degrees dwell means the solenoid is de-
energized 100% of the time. So, a reading of 30 degrees means the solenoid is energized 50% of
the time. If the carburetor is operating correctly, the dwell readings of the M/C solenoid should be
between 10 and 50 degrees. An increase in dwell means there is a lean air-fuel ratio. A decrease
in the dwell means there is a rich air-fuel ratio. On some vehicles, a trouble code will show for a
dwell below 10 degrees. Another trouble code will show for a dwell above 50 degrees.
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Cooling Fan Relay
The cooling fan relay is another type of output from the ECM. In this case, the cooling fan relay,
which is controlled by the ECM, is operating the fan motor. To understand how the relay is used
to control the cooling fan, refer to Figure 40-29. This electrical schematic shows the use of a two-
speed cooling fan. This electrical circuit has two relays, one for high-speed operation and one for
low-speed operation. When the ECM sends a low-speed signal, the low-speed fan relay is
energized. This action causes the switch inside the relay to close. The closed switch allows
electricity to flow through a resistor and then into the fan motor, located on the bottom left of the
schematic. The resistor causes the cooling fan motor to operate at a slower speed. When the ECM
sends an electrical signal to the high-speed fan relay, its switch will close. When closed,
electricity flows through the relay switch and directly into the fan motor.
FIGURE 40-29. This two-speed fan circuit uses two relays to control fan motor speed. {Courtesy
of General Motors Corporation, Service Technology Group)
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Variable Valve liming Control Solenoid
Several vehicle manufacturers now use variable valve timing systems. These systems are used to
control the opening and closing of the valve using a different timing profile.
Certain engines use two types of camshafts, one for low RPM and one for high RPM. In
order to change cam lobes, oil pressure from the main oil galley is sent to the camshafts. A
variable timing and electronic control (VTEC) solenoid is used to turn the oil off or on,
depending upon which cam is needed.
Figure 40-30 shows such a circuit. In operation, the computer is sensing various inputs
such as engine speed, engine load, vehicle speed, and engine coolant temperature. Depending
upon the conditions of these inputs, the ECM controls the VTEC solenoid valve. Normally, the
VTEC solenoid is not energized and the solenoid valve is closed. When the computer senses that
a different cam is needed, the ECM energizes the VTEC solenoid valve. The oil pressure is then
used to move a piston inside the camshaft so as to change to a different cam lobe.
GURE 40-30. The solenoid in a variable valve timing control system is another output controlled
by the ECM. (Courtesy of American Honda Motor Co., Inc.)
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Idle Speed Control (ISC) Motor
Another output solenoid controlled by the ECM is called the idle speed control (ISC) motor or the
idle air control (IAC) valve. This valve controls the amount of air that is sent into the engine
during idle conditions. Although there are several variations of this valve, Figure 40-31 shows
how this valve changes the amount of air bypassing into the intake manifold.
The ECM controls the amount of electric current sent to the ISC. When the ISC valve is
activated, the valve opens to maintain the proper idle speed. For example, if the air conditioning
compressor is turned on, the idle speed needs to be increased. The ECM sends additional current
to the valve so it opens further, letting more air in, and thus increasing the idle speed. On some
valves a rotational solenoid is used, which allows the opening to be varied slightly.
FIGURE 40-31. The IAC (idle air control) valve, controlled by the ECM, lets the right amount of
air pass the throttle plate to control idle speed. (Courtesy of American Honda Motor Co., Inc.)
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Port Fuel Injector Solenoids
Many engines use port fuel injectors that are controlled from the ECM. Many fuel injectors are
considered constant stroke solenoids. They consist of a solenoid, a plunger needle valve, and a
housing. Figure 40-32 shows the plunger needle valve, the solenoid coil, and the plunger housing.
In operation, when current is applied to the solenoid coil from the ECM, the valve lifts up off its
seat. At this point, pressurized fuel is injected into the intake manifold. The needle valve lift and
fuel pressure are constant. Therefore, the amount of fuel being injected is determined by the
length of time that the valve is open. The length of time the valve is open is determined by the
duration of current supplied by the ECM.
FIGURE 4-2. Control of fuel injectors is considered an output from the ECM. (Courtesy of
American Honda Motor Co., Inc.)
Semester: 4
Duration: Page: 36

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AUTOMOTIVE MAINTENANCE TECHNOLOGY

Engine Computer Systems

Inputs and Outputs for Engine Control Systems

1. The year of the vehicle

Advantages of Using Engine Computers

3. All emission control devices are operated more efficiently.

4. Timing is controlled much more precisely than with conventional timing.

6. The engine gets much better fuel mileage.

7. The emissions are much lower compared to older engines.

INPUT COMPONENTS (SENSORS)

A sensor is defined as a transducer. A transducer is an electrical device that converts a physical

Types of Oxygen Sensors

Post-Catalyst Oxygen Sensor

There are two types of thermistors.

Air Charge Temperature (ACT) Sensor

Throttle Position Sensor (TPS}

Manifold Absolute Pressure (MAP) Sensor

Mass Air Flow (MAF) Indicator

Knock Sensor (Detonation Sensor)

Vehicle Speed Sensor (VSS)

Crankshaft Position (CKP) Sensor, Variable Reluctance Type

Crankshaft Position (CKP) Sensor, Hall-Effect Type

Camshaft Position Sensor

EGR Valve Position (EVP) Sensor

EGR valve open = high resistance, high voltage drop

EGR valve closed = low resistance, low voltage drop

OUTPUT COMPONENTS (ACTUATORS)

1. Mixture control (M/C) solenoid

Cooling Fan Relay

Variable Valve liming Control Solenoid

Idle Speed Control (ISC) Motor

Port Fuel Injector Solenoids

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