The bulk of the detectors used in cars are Thermistors which is a inactive type detector. A inactive detector when connected to a electromotive force splitter web causes fluctuation in current flow when the opposition of the detector varies. The electromotive force signal is detected by the Powertrain Control Module ( PCM ) . The voltage signal therefore obtained is equalto the mention signal minus the electromotive force across the fixed resistance
Ambient Air Temperature ( AAT ) Sensor
This detector provides ambient air temperature information to the PCM for the intent of correlativity trials. The PCM so give appropriate info to all other faculties through the Controller Network country ( CAN ) .
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Accelerator Pedal Position ( APP ) Sensor
The APP detector give information on torsion required by the operator to the PCM. Depending on the application, either a 2 path or 3 path APP detector is used.
Track APP Sensor ( 2 place detector )
There are 2 pedal place signals acquired by the detector. Both signals, have a positive incline ( increasing angle, increasing electromotive force ) with an beginning and increase at different rates. The 2 signals make certain the PCM receives a right input even if one of the signals fails. The PCM determines if a signal is wrong by comparing and point of beginning of the signal. If a incorrect signal is detected from one point the other signal is used. Therefore redundancy is used. Similarly there are 2 mention electromotive force circuits, 2 signal return circuits, and 2 signal circuits ( a sum of 6 circuits and pins ) between the PCM and the APP detector assembly. The signal is so converted to bicycle travel grades ( rotary angle ) by the PCM. Software converts the grades to counts, which is the input to torque faculties.
Typical APP Sensor ( 2 place )
Track APP Sensor ( 3 places )
This detector give signal to the PCM from 3 places. In this the signal 1 has a negative incline ( increasing angle, diminishing electromotive force ) and signals 2 and 3 both have a positive incline ( increasing angle, increasing electromotive force ) . During normal operation, signal 1 is used to input voltage signal to the PCM. The signal from place 3 is used as mention by the PCM.Similar to the two place sensor the PCM uses the other signals if one fails. The pedal place signal is converted to bicycle travel grades ( rotary angle ) by the PCM. The package converts these grades to counts. There are 2 mention electromotive force circuits, 2 signal return circuits, and 3 signal circuits ( a sum of 7 circuits and pins ) between the PCM and the APP detector assembly.
Typical APP Sensor ( 3 place )
Barometric force per unit area ( BARO ) detector
This detector measures barometric force per unit area to cipher the fumes back force per unit area. The fumes back force per unit area air charge that is required by the engine. The BARO detector is mounted to the PCM circuit board.
Brake pedal place ( BPP ) Switch
This switch is besides referred to as the stop-lamp switch. It gives a signal to the PCM bespeaking the application of brakes. The BPP switch is a usually unfastened type switch and is mounted on the brake pedal. Depending on the application the switch can be hardwired as follows:
To the PCM providing positive ( B+ ) electromotive force when brakes are applied.
To the ABS faculty or the LCM, the BPP signal is so sent over the CAN web to be received by the PCM.
To the ABS grip control assist faculty. This faculty interprets the switch input along with other inputs and generates an end product called the DBA signal. The DBA is so relayed to the PCM and other faculties which uses this signal.
Typical BPP Switch
Brake Pressure Switch
The brake force per unit area switch is used to deactivate the vehicle velocity control. The switch is a usually closed one and will stay the same when brakes are non applied. When the brake is applied, the usually closed switch clears and power transmitted to the PCM is removed.
On some applications the provinces of usually closes force per unit area switch and usually unfastened BPP switch is compared and tested by the PCM for look intoing the provinces. The PCM dud proctor is disabled if an mistake occurs. If one of the switch province does non alter the PCM gives a Diagnostic Trouble Code ( DTC ) .
Camshaft Position ( CMP ) Sensor
This detector is used to observe the place of the camshaft. The detector identifies when Piston is in different shot. For illustration if it is compression shot, a signal is so sent to the PCM by the detector used to execute consecutive fire of the fuel injectors. The Coil On Plug ( COP ) uses the military policeman sensor signal to find which ignition spiral to stimulate.
Engines with 2 camshafts are equipped with 2 detectors. Engines with 4 camshafts with variable camshaft timing ( VCT ) are equipped with 4 CMP detectors. The 4 detectors identifies place of ach camshaft.
They are of two types:
2 pin Variable reluctance detector
3 pin hall consequence detector
Typical 2 pin variable reluctance CMP Sensor
Typical Hall Effect CMP Sensor
Charge Air Cooler Temperature ( CACT ) Sensor
This detector is located in between the Charge Air Cooler ( CAC ) and the throttle organic structure. The detector measures temperature at the throttle recess. The PCM uses the information obtained from the detector to polish and gauge the sum of airflow rate through the accelerator.
Typical CACT Sensor Integrated With A TCBP Sensor
Clutch Pedal Position ( CPP ) Switch
This detector gives place information of the clasp pedal to the PCM. It give a low current electromotive force on the circuit. When in closed province, the electromotive force is pulled by the Signal Return Circuit. The relayed information to the PCM by the CPP is used to observe a decrease in engine burden. The PCM uses the information to cipher airflow and fuel to be injected.
Typical CPP Switch
Crankshaft Position ( CKP ) Sensor
This detector is a magnetic transducer mounted on the engine block adjacent to a pulse wheel. It give information on ignition to the PCM by supervising the pulse wheel. The pulsation wheel has a specific figure of dentitions depending on the capacity of an engine and the tooth are spaced every bit. The pulse wheel ever has a losing tooth. By supervising the losing tooth, the CKP sensor signal indicates crankshaft place and relays the information to the PCM. It gives information on angular place of the crankshaft with regard to a mention place. It besides senses any engine dud indicated by rapid slowing of the pulsation wheel.
Typical CKP Sensor
Cylinder Head Temperature ( CHT ) Sensor.
The detector is a thermal resistor device whose opposition alterations with regard to temperature. The opposition decreases as temperature additions and vice-versa. The changing opposition affects the electromotive force bead across the terminuss of the detector and the signal is relayed to the PCM.
The CHT provides information on engine temperature which is used to deduce the coolant temperature. If the engine overheats the PCM initiates a fail-safe manner. The overheating may be caused due to absence of the needed sum of coolant. As a consequence, harm to major engine constituents could happen. Using both the CHT detector and fail-safe chilling scheme, the PCM prevents harm by leting air chilling engine and wilted place capableness.
Typical CHT Sensor
Differential Pressure Feedback Exhaust Gas Recirculation ( ERG ) Sensor
The detector is a peizo resistive type force per unit area transducer. This detector is responsible for supervising the differential force per unit area across a metering opening which is located in the opening tubing assembly. Two hosieries referred to as the downstream force per unit area hosiery ( REF Signal ) and upstream force per unit area hosiery ( HI Signal ) are used by the ERG to deduce the differential force per unit area feedback. The two hosieries are marked on the ERG lodging for the intent of designation. The detector is besides used to end product a electromotive force proportional to the force per unit area bead measured across the metering opening and supplies it as feedback to the PCM as ERG flow rate.
Typical Differential Back Pressure ERG Sensor
Electronic Throttle Body Throttle Position Sensor ( ETBTPS )
This detector has two signal circuits for the intent of redundancy. The excess signals generated by the detector are required for accomplishing increased monitoring. The first signal has a negative incline while the 2nd 1 has a positive incline. The two signals make certain the PCM receives a right input even if one of the signal fails.
Engine Coolant Temperature ( ETC ) Sensor
It is besides a thermal resistor based detector. The temperature informations collected by ECT is communicated to the PCM which uses it to command fuel flow and the velocity of the chilling fan. The ECT detector can be a threaded, push-in, or twist-lock type. They are mounted in the engine coolant transition.
Fan Speed Sensor ( FSS )
This is a Hall Effect Sensor that measures the chilling fan clutch velocity. It is done by bring forthing a wave form which is relative to the fan velocity. The detector produces a low frequence, if the clasp is running a low velocities. The PCM uses this frequence signal as a feedback for chilling fan clasp to execute closed cringle control.
Typical Cooling Fan Clutch With FSS
Fuel Rail force per unit area ( FRP ) Sensor
The detector is really a stop strain gauge device. The detector measures the difference in force per unit area between the fuel rail and atmospheric force per unit area. The detector & A ; acirc ; ˆ™s nominal end product varies between.5 Vs and 4.0 Volts, with 0.5 V bespeaking 0 MPa gage and 4.0 V bespeaking 26 MPa. It is located on the fuel rail and it relays signals to the PCM which uses it to command appropriate injector timing and pulse breadth for executing right fuel bringing at all velocity and burden conditions. The FRP and the fuel volume regulator together, organize a closed cringle force per unit area control system.
Typical FRP Sensor
Fuel Rail Pressure Temperature ( FRPT ) Sensor
This detector is used to mensurate the force per unit area and temperature of the fuel in the fuel rail and relays the signals to the PCM. The detector uses the vacuity at the consumption manifold as a mention to find difference in force per unit area between the fuel rail and the consumption manifold. The relationship between fuel force per unit area and fuel temperature is used to observe the possible presence of fuel vapour in the fuel rail.
Both the force per unit area and temperature signals are used to command the velocity of the fuel pump. The velocity of the pump sustains fuel rail force per unit area which in bend preserves the fuel in its liquid province. The dynamic scope of the fuel injectors increases because of the higher rail force per unit area, which in bend allows the injector pulse breadth to diminish.
Typical FRPT Sensor
Fuel Tank Pressure ( FPT ) Sensor
The in armored combat vehicle FTP detector or the in-line FTP detector measures the fuel armored combat vehicle force per unit area.
Typical FPT Sensor
Heated Oxygen Sensor ( HO2S )
The detector detects the presence of O in the fumes which is used to bring forth a variable electromotive force proportional to the sum of O detected. A voltage signal less than 0.4 V is produced if the concentration of O ( thin air/fuel ratio ) is high in the fumes. A low concentration of O ( rich air/fuel ratio ) produces a electromotive force greater than 0.6 V. The detector provides a feedback to the PCM bespeaking air/fuel ratio in order to accomplish a close stoichiometric air/fuel ratio of 14.7:1 during operation of the engine.
Typical HO2S Sensor
Inertia Fuel Shut-off ( IFS ) Switch
This switch is used in concurrence with the electric fuel pump. It shuts off the fuel pump in the event of a hit. It houses an upside-down pendulum mass that is retained in a conelike organic structure through a set of additive springs. In the happening of a crisp impact, the pendulum shifts out of the conelike organic structure, opens the circuit thereby shutting-off the electric fuel pump. Once the switch is unfastened, the vehicle can non be restarted unless it is manually reset.
Typical IFS Switch
Intake Air Temperature ( IAT ) Sensor
The IAT detector is a thermal resistor type detector device. It provides information on consumption air temperature to the PCM, which uses this information to cipher fuel flow, flicker and air flow. It has a faster response clip compared to ECT and CHT detector.
There are 2 types of detectors used by Ford system at present, the stand-alone type and the integrated type. In the incorporate type, the integrating is done with a Mass Ariflow Sensor ( MAF )
In the instance of supercharged vehicles two IAT detectors are used. One is located before the supercharger in the air cleaner used for criterion On Board Diagnostics ( OBD ) in add-on to cold conditions input. The 2nd is located at the consumption manifold which gives information to the PCM which uses it to command flicker and to assist in finding CAC efficiency. In some instances the 2nd detector is integrated with a MAP detector.
Typical IAT Detectors
Knock Sensor ( KS )
The knock detector is basically a tuned accelerometer on an engine used to observe engine quiver and change over it to electrical signals. The signal is so direct to the PCM which uses this signal to find the presence of engine knock.
Typical Knock Sensor
Manifold Absolute Pressure ( MAP ) Sensor
The chief map of this detector is to mensurate intake multiplex absolute force per unit area. The PCM uses the information from the MAP detector to mensurate the sum of fumes gas which has been introduced into the consumption manifold.
The MAP Sensor is located on the consumption manifold and measures the consumption multiplex force per unit area. The PCM uses the information to find the velocity and denseness of air charge and to supply assorted flicker control maps.
Typical MAP Sensor
Mass Airflow ( MAF ) Sensor
This sensor uses hot wire feeling component for the intent of mensurating the sum of air come ining the engine. The hot wire is cooled by air chilling. A cold wire used to supervise the temperature of hot as it must be at 2000C which is its ambient temperature. The PCM uses signals produce by the detector to cipher the right fuel injector pulsation breadth for the exclusive intent of supplying the coveted air/fuel ratio. This input is besides used in finding of transmittal EPC, displacement, and TCC programming.
The detector is located between the air cleaner and the throttle organic structure or at the interior the air cleaner assembly. Most of the detectors have integrated beltway engineering along with an integrated IAT detector.
Typical MAF Sensor
Output Shaft Speed ( OSS ) Sensor
This detector provides the PCM with information on the rotational velocity of an end product shaft. The PCM uses this information to command and name behaviour of powertrain. In some applications, the detector is used to command velocity of vehicle. The detector is located in different topographic points on the vehicle, depending upon the application. The design of each velocity detector has uniqueness as the design is based on the application and the powertrain control desired.
Power Steering Pressure ( PSP ) Sensor
The detector monitors the hydraulic force per unit area within the power maneuvering system. The detector & A ; acirc ; ˆ™s electromotive force signal input to the PCM alterations with a alteration in hydraulic force per unit area. The PCM uses the signal input by the PSP detector in order to counterbalance for extra tonss on the engine by seting the idle RPM of engine and to forestall the engine from procrastinating during parking manoeuvres.
Typical PSP Sensor
Throttle Position ( TP ) Sensor
This detector is a rotary potentiometer that provides a signal to the PCM that is linearly relative to the place of the throttle home base. The detector & A ; acirc ; ˆ™s lodging has an electrical connection of 3 blade type that may be gold plated. The gold plating increases the corrosion opposition every bit good as the connection lastingness. The detector is normally mounted on the accelerator organic structure. The undermentioned operations are decided by the PCM with the detector end product:
Closed accelerator ( includes idle or slowing )
Part accelerator ( includes sail or moderate acceleration )
Wide unfastened accelerator ( includes maximal acceleration or de-choke on grouch )
Throttle angle rate
Typical TP Sensor
Turbocharger Boost Pressure ( TCBP ) Sensor
This detector is located between the CAC and the throttle organic structure in the consumption air tubing. The detector is responsible for the measuring of the throttle recess force per unit area. The PCM uses the signal from the detector to polish the airflow rate through the accelerator and to find the encouragement force per unit area desired by the engine.
Vehicle Speed Sensor ( VSS )
The is a Hall consequence detector that generates a wave form with a frequence that is relative vehicle velocity. At low velocities, the detector produces a signal with a low frequence. As the speed of the vehicle additions, the detector generates a signal with a higher frequence. The PCM uses the frequence signal generated by the detector to command parametric quantities such as fuel injection, ignition control, transmittal or transaxle displacement programming, and TCC programming.
Typical Vehicle Speed Sensor