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4-stroke engines

ENGINE COMPUTER ENGINE SENSORS


ECU ECM MAF-MAP-CKP-KNOCK
ENGINE DIAGNOSTICS O2-TPS-ECT-IAT-CID-CTS
OBD II ENGINE ACTUATOR
OBD-II/SAE ACRONYMS ISC-RGB-VTEC
TURBINE and INTERCOOLER ABS
DIAGNOSTIC ADVISOR FUELS and LUBRICANTS

Radovan MARIN
Author
Radovan Marin
General Automobile Engineer
British Institute of Engineering Technology
Aldermaston College
Reading, England

Reviewer
Dr. sc. Darko Biljakovi

Editor
and
graphic design
Radovan Marin

Publisher

d.o.o.
ZAGREB
Kamaufova 2
www.auto-mart.hr

Zagreb, July 2011.


National University Library in Zagreb
ISBN 978-953-95888-2-1

4
R E V I E W

With pleasure and interest I read the manual-tutorial book


"Automobile Electronics and 4-stroke engines, written by Radovan
Marin.
Until recently, the electronic part of our car was a relatively
autonomous and far less developed than today. The latest models are
practically saturated with electronics and it is increasingly difficult to
separate mechanic from electronics. It is extremely fortunate to have a
book that combines a complex technical subject matter with practical
needs. Professional terminology is carefully selected, based on the
common technical language. Matter is uniformly distributed, where the
author deliberately avoids overly technical or scientific aspects, which
could excessively increase the scope of this book and reduce its practical
value, requiring extensive knowledge of the matter as well as great
practical experience.
The book abounds with illustrations, which are carefully selected to
neutralize the problem of many different types of vehicles and visually
assisting in understanding the basic principles of electronic and related
mechanical systems. The author very clearly shows how our modern car
is like a living organism where there is a complex interplay of electronics
and mechanics, as there is (of course much more complex) interaction
between the nervous and other vital systems. And finally he gives useful
and practical tips.
I believe that this book will be a great help to professionals and curious
amateurs.

Dr. sc. Darko Biljakovi

5
6
FOREWORD

At the present time it is almost impossible to deal with cars, either


professionally or as a hobby, if we are not fully familiar with the vehicle
electronic elements.
Unlike the not-so-late seventies and eighties, when the vehicle repair and
maintenance required only the knowledge of mechanics, electrics and
partially electronics, today is almost unthinkable to get involved in such
business without good knowledge of electronics and functions of all elec-
tronic engine components.
Due to the lack of knowledge, today we often meet with expressions: en-
gine computer or car electronics is gone. In fact, I used to say, if we do not
know how something works, there is no way to diagnose the problem.
Of course, today we commonly use diagnostic tools. But I often meet pe-
ople who know how to read diagnostic trouble codes but not being able to
define the function of the defective element. In any case, the diagnostic
tools are a huge help in fault diagnosing. However, it often happens that
diagnostic device shows no error and malfunction of the vehicle engine is
evident. In such cases, knowledge comes to the fore. In addition, discove-
red diagnostic trouble code by diagnostic device does not give a concrete
definition of failure, but only focuses on a specific part of the engine on
which some tests have to be done to determine the malfunction.
Therefore, the purpose of this book is to introduce those with less
knowledge in the world of vehicle diagnostics and fundamental functions
of engine electronic components,

Author

7
Content:

Engine Control Unit and Engine Sensors ...................................... 11


ECU, ECM Engine Control Unit .................................................... 14
CKP Crankshaft Position sensor .................................................... 20
CMP, CID Camshaft Position sensor ............................................. 22
MAF Mass Airflow sensor .............................................................. 23
MAP Manifold Absolute Pressure sensor ..................................... 27
IAT, MAT Intake Air Temperature sensor .................................. 29
KNOCK SENSOR detonation sensor ............................................ 30
LAMBDA PROBE, O2, oxygen sensor .......................................... 32
CTS Coolant Temperature Sensor ................................................ 35
TPS Throtthle Position Sensor........................................................ 36
OBD On Board Diagnostics ............................................................. 38
ISC Idle Speed Control actuator ..................................................... 47
EGR Exhaust Gas Recirculation ................................................... 50
VTEC Variable Timing Camshaft .................................................. 52
CATALYTIC CONVERTER ........................................................ 55
FOUR STROKE OTTO and DIESEL - ENGINES .................... 58
Engine ignition cycle .................................................................... 62
Ignition distributor ...................................................................... 63
Transistor timing .......................................................................... 67
Ignition timing .............................................................................. 68
Spark plugs ................................................................................... 71
Carburators .................................................................................. 75
Vacuum carburators .................................................................... 80
Fuel pump ..................................................................................... 82
Fuel injection ................................................................................ 84
8
Mono-Jetronic ............................................................................... 86
K-Jetronic ...................................................................................... 86
Diesel engine .................................................................................. 87
Turbine .......................................................................................... 91
Intercooler ..................................................................................... 94
Timing belt and timing chain ...................................................... 95
Engine lubrication system ............................................................ 99
Engine cooling system .................................................................. 102
Alternator ...................................................................................... 105
Electric engine starter .................................................................. 109
HID - Xenon lights ............................................................................. 111
SAFETY AIR BAGS ......................................................................... 113
ABS anti-blocking brake system ...................................................... 116
Traction control ............................................................................ 119
OBD II/SAE Acronyms .................................................................... 120
DIAGNOSTIC ADVISOR
Vehicle completely out of electric power ..................................... 124
Ignition lights on but engine wont start ..................................... 124
Engine turns but wont start ........................................................ 126
Increased fuel consumption .......................................................... 127
Erratic igling .................................................................................. 128
Rattling valves and cold engine .................................................... 130
Increased oil consumption ............................................................ 131
Cylinder head gasket ..................................................................... 135
Poor brake efficiency ..................................................................... 138
FUELS AND LUBRICANTS
Engine fuels ................................................................................... 141
Engine oil ....................................................................................... 143
9
10
ENGINE CONTROL UNIT
(ECU, ECM)
and
ENGINE SENSORS

Engine control unit, or as popu- seconds with received data and


larly known, engine computer, sets the operating parameters.
carries the original title of the Simply put, the control units regu-
ECU (Engine Control Unit) or the lates the fuel injection timing and
ECM (Engine Control Module). its amount. More sophisticated de-
The word, control unit, tells us vices in modern cars regulate igni-
that this is the most important ele- tion timing, variable camshaft
ment of an motor vehicle electron- VCT (Variable Cam Timing), the
ics. This, indeed we may say a amount of intake air and amount

A typical example of a control unit, usually located in the engine


area or in the cabin.

computer, collects data from all of compressed air from turbo-


engine sensors and on the basis of charger as well as other engine pe-
these parameters determines the ripherals.
amount of fuel and time of injec- The control unit determines the
tion, ignition timing, engine idling, amount of fuel injected and the
etc. In any case, very complex elec- moment of ignition on the basis of
tronic device which deals in milli- received parameters from a series
11
of sensors, which are connected to
it. Sensors will show the parame-
ters of the incoming airflow to the

Throttle position sensor - TPS sensor

injected fuel into the engine cylin-


ders. When accelerating the en-
gine, quantity of fuel will be pro-
portionately increased thanks to
input from sensors. Following the
coolant temperature, the control
One of the types of MAF sensor unit will increase the amount of
engine intake manifold MAF fuel injected and will also gradu-
(Mass Air Flow sensor) and air ally reduce it as coolant tempera-
ture increases.
The control unit (hereinafter re-

MAP sensor CKP crankshaft sensor

pressure in the inlet manifold ferred to as ECU) will adjust the


MAP (Manifold Absolute Pressure ignition timing. The main informa-
sensor), a butterfly throttle posi- tion to adjust the ignition timing
tion, air temperature in intake will come from the CKP sensor,
manifolds, engine coolant tem- which at any time shows the posi-
perature, crankshaft position tion of the engine crankshaft. In
(CKP sensor) and others. determining the ignition angle, the
Processing the received parame- other sensor will help by register-
ters in milliseconds, the control ing the internal vibrations and en-
unit will determine the quantity of gine knocking due to premature
12
ignition, which is often caused by Certainly, we must not forget the
inadequate fuel. This sensor is Lambda probe, or the original
known as KNOCK sensor. In re- name O2 sensor (oxygen sensor).
sponse to the vibrations signals of This chemical generator, will gen-
the sensor inside the engine and erate pulses of different voltage
slamming, the ECU will adjust the values. Voltage will vary depend-
angle of ignition to the fuel being ing on difference amounts of oxy-
used. gen in the engine exhaust gases
and atmospheric air. Registering
different values of momentum, the
ECU will automatically decrease
or increase the amount of injected
fuel.

KNOCK sensor

Coolant temperature sensor is


also connected to the ECU and
provides information about its
temperature. Disposal of data
about temperature, the ECU will
correct dosage amount of injected
fuel. This type of control mixtures
at different temperatures of the
engine eliminates all the known
principles of the, so-called, the en-
gine "choke".

Lambda probe or (O2) OXYGEN sensor

These are the basic components


of engine electronic control opera-
tion. That is, the ECU, as the brain
of motor management, collects in-
formation from connected sensors
and controls the engine by the fac-
Coolant Temperature Sensor tory installed programs.
13
ENGINE CONTROL UNIT
(ENGINE COMPUTER)
or
ECU, ECM

As can be seen in the above will cause interruption in circuits


photo, multipin outlet is planned or short circuit between the termi-
to connect the ECU with the en- nals. This is the reason, why ac-
gine sensors and other electrical commodating ECU in the engine
and electronic elements of the en- area is very inappropriate. Lo-
gine. ECU is usually located in the cated in such way, ECU-s are ex-
cabin, but often can be found in posed to moisture and are subject
the space of the engine compart- to breakdown due to oxidation of
ment, as well as on the engine it contacts, either at the socket, or
self. Multipin plug is attached by inside the computer. Regardless of
screw or various kinds of coupling the good sealing enclosures and
to the ECU. Such coupling will computer outlet, moisture will
provide a good plug connector eventually find its way into their
contact, as well as a seal between interior to create an oxide layer
the plug and socket. Seal between between the contacts and soldered
the plug and socket is of great im- surfaces. The consequences of fail-
portance. Specifically, current and ures in electronic systems of vehi-
voltage flowing between the ECU cles, caused by oxidation of com-
and sensors have very small val- pounds, usually can be solved with
ues. For that reason, contacts sup- contact anticorrosive solvents. In
posed to be perfectly clean. The case of failure of the ECU where
presence of moisture or oxidation the presence of oxidation is visible,
14
the problem can be solved by re- processors. Stricter laws forced
soldering all soldered contacts. auto industry to introduce more
This problem is known as a "cold sophisticated methods of mixing
solder" joint. fuel and air in order to obtain a
The above photo shows the mul- correct mixture ratio, and hence
tipin plug with sealing cover re- more complete combustion. It me-
moved. Of course such a large ans, only after the complete com-
number of wires acts confusing. bustion of air-fuel mixture a cata-
However, it also indicates the com- lyst can do its part, removing the
plexity of the ECUs function. rest of harmful gas emissions.
With this many power lines en- Controlling the engine is the big-
gine computer collects information gest task of ECU. It is also the
from all engine sensors, and after most powerful computer in the ve-
processing, sends a commands to hicle. ECU uses all the output pa-
electric and electronic engine ac- rameters from engine and on its
tuators. base provides the input informa-
Before the worlds law of emis- tion and commands. Collecting
sion control was defined and stan- dozens of information from vari-
dardized by the amount of pollut- ous sensors on the engine, the ECU
ants and toxic exhaust gases, it was knows everything from the engine
possible to produce cars without coolant temperature to the amount
the use of electronics and micro- of oxygen in the exhaust.
15
Knock sensor

Air temperature sensor


CKP sensor

Coolant temperature sensor

Lambda probe or (O2) sensor

TPS sensor
MAF sensor MAP sensor

Based on data supplied by the ters are taking up to 2 GB of


engine sensors, computer performs memory. Thus, two thousands ti-
millions of calculations per second, mes less memory for processing.
combining the mathematical Comparing the weight of proces-
equations for the optional ignition sing data in MBs, we get very im-
timing and duration of fuel injecti- pressive picture of ECUs proces-
on into the engine. All these acts sor speed. But certainly, the pro-
are performed by the ECU in or- cessor of 40 MHz is ot the upper
der to reduce emission and achieve limit used in engine computers. In
less consumption and some modified vehicles with im-
simultaneously using the proved engine performances, we
maximum engine power. will find processors with frequency
Todays motor vehicles are using up to 1 GHz.
32-bit processor in ECU-s with The processor is installed in the
frequency of 40 MHz. The speed of housing (module) along with hun-
such processor may not look im- dreds of other components that
pressive in relation to home com- make up the ECU. Some of the
puters with a processor speed of components which support the
up to 3 GHz and more. But keep in processor are:
mind that the codes which are pro- Analog-digital converters
cessed by the ECU processor take These devices read the output
only 1 MB of memory, while prog- values of sensors, such as the lam-
rams that we use on home compu- bda probe. The output value of
16
this sensor is analog voltage from 0 This converter will convert digital
to 1.1 V. Processor recognizes only signal from processor to analog as
digital numbers. Therefore, the described and manage engine elec-
converter will convert the voltage tric components.
in 10-bit digital numbers. Signal corrector. Due to a more
High level digital outputs. On accurate reading of analog signal,
most modern cars, ECU determi- it must be corrected before the fi-
nes the moment of spark occurren- nal readings in the processor. This
ce on spark plugs, opening and clo- is the task of this corrector which
sing injectors, switching cooling is adjusted to correct imprecise
fan on and off, activating and dea- signals.
ctivating fuel pump etc. Digital ou- Communications chip. This chip
tput can only be turned on or off is designed for communisation
and there is not any middle situati- with diagnostic devices. Diagnostic
on or value. For example, to turn devices are subject to communica-
on the engine cooling fan we have tion protocols, which determines
to provide voltage of 12V and 0,5A communication chip. Since 1996.
current to activate fan relay, or 0V until today, five communication
to turn it off. The question is, how protocols are present on cars
to get out so much power from worldwide. Today, on new vehicles
processor to activate fan relay. CAN (controller-area networking)
The path is as follows: very low protocol is dominating. We shall
energy from the processor will ac- leave protocols aside for awhile
tivate a transistor which also has when we shall discuss the OBD II
the same function as relay. Activa- diagnostics, which is unified for all
ted transistor will provide enough personal vehicles since 1996. year
energy to activate fan relay. to date in the US and good part of
Finally, trough the fan relay will vehicles in other parts of the
flow enough energy to run the fan. world. Since 2001. until 2003. year,
The same way, processor activates in Europe all personal vehicles are
the other engine actuators. subject to OBD II standards.
Digital-analog converters Microprocessor
As previously mentioned, analog-
digital converters are used to con-
vert analog signal to digital. It is
generally required when processor
receives analog sensor values.
However, when processor manages
certain engine components, digital-
analog converter is needed. Other
words, voltage is received as ana-
log signal and digital commands
are sent to be converted to voltage.
17
On middle-class vehicles, ECU is Significant modifications implies
mainly factory programmed and the installation of modified cam-
can not be reprogrammed. How- shafts, turbine, exhaust system,
ever, on higher-classes vehicles, intercooler etc. In such cases, the
computers are built with ability to original ECU probably would not
be reprogrammed and upgraded. be able to follow the new engine
These computers can be updated configuration and must be re-
with the latest or modified soft- placed by new ones, which can be
ware solutions for particular vehi- reprogrammed or mapped.
cle. ECU, which can be pro-
If the standard ECU installed in grammed, provides the ability to
the vehicle is not reprogrammable, control the dispensing of fuel into
the market offers a wide range of each cylinder, what will depend of
ECU's that can be programmed the butterfly throttle position and
and reprogrammed. One such ex- accelerator pedal sensors, the
ample is shown in the above photo. amount of intake air which infor-
The investment of such ECU will mation will provide MAF sensor,
engage only the vehicle owner who and air pressure in the inlet mani-
has made significant modifications fold which we read through MAP
to the engine. sensor. Such adjustments can be
18
made with appropriate programs positions.
and a laptop or desktop computer. In more sophisticated models of
Namely, the table of values read by ECUs, which are used in car rac-
sensors and driving on them is ing purposes, setup options are
done programming or mapping even greater. For example, we can
the ECU. Desktop computer can limit the power of the engine in
be used if the vehicle is on rollers. first gear, so as not to damage the
However, in the absence of such an engine and other vehicle parts. It is
apparatus, the programming can possible to limit the power of the
be done while driving and using a turbine regulating valve routing
laptop computer. engine exhaust gases, to precisely
In the accompanying picture we control twin injectors per cylinder,
which are used for precise dosage
of fuel and the atomization of fuel
injection when the larger engine
rpm. It is possible to control vari-
able camshafts, or engine valve
opening duration and monitoring
of the engine when shifting sequen-
tial gearbox.
As already mentioned, the ECU
has a communication chip, which
allows us to check the accuracy of
see read the parameters that are all data and electronic elements of
relevant for programming ECU. the engine. However, in order to
Based on the data and constantly let us know about possible irregu-
monitoring the lambda probe, the larity of engine management or its
computer can adjust the following: faulty before routine checking, the
the moment of ignition, limit the ECU switches warning light on
maximum RPM, the turbine, cold dashboard which alerts drivers to
engine operation, fuel dispensing, an irregularity or failure of the
modifying the fuel injection at low engine. Such light is called a MIL
pressure in the system and perma- (Malfunction Indicator Lamp),
nent monitoring of the lambda and marked with the CHECK EN-
probe in order to achieve the ideal GINE.
combustion mixture.
Modifying the value while setting
the ECU, a lambda probe will at
any time have control over the
mixture and the tuner will deter-
mine the optimal amount of fuel
injected in all combinations of en-
gine RPM and throttle butterfly
19
ENGINE SENSORS

CKP senzor
Crankshaft Position Sensor

Crankshaft Position Sensor is a is sufficient. Crankshaft and cam-


component of an electronic engine shaft sensors consist of a core - a
monitoring, which monitors the permanent magnet and induction
crankshaft RPM and its position coil around the core.
relative to the piston upper dead CKP sensor is usually located on
point (TDC). Information of this the front of the crankshaft or the
sensor is used to determine the engine flywheel housing.
moment of ignition and fuel injec-
tion. Crankshaft sensor is typically
used in combination with a similar
camshaft sensor. This combination
determines the correct relation-
ships of engine pistons and valves.
This combination is extremely im-
portant in engines with variable
camshaft. However, in the middle
class cars, only crankshaft sensor
20
shaft position.

Thus, CKP sensor is a generator.


Just by turning the engine starter,
the sensor will, meeting the pulley
teeth, generate voltage up to ten
volts, depending of the type of ve-
As shown in the drawing above, hicle. Previously, it was said that
the sensor is located close to the the notched part of one tooth is
perforated or serrated flywheel missing. Passing that part of pul-
rim. The same situation is with ac- ley breaks the continuity of the
commodating sensors on the front voltage pulse and it will be infor-
of the crankshaft, in which case mation for the ECU in which posi-
the sensor is located along the tion is engine crankshaft.
toothed timing belt pulley. It is important to take into ac-
In the basic variant, the annu- count the distance between the
lar part of the crankshaft pulley or sensor and the top of the teeth,
which is determined by the vehicle
manufacturer. It should also be
taken into account that between
the sensor and the teeth, or in the
grooves between the teeth, must
not be metal particles.
Checking CKP sensor is very
simple. It is necessary to discon-
nect the sensor connector and do
the following: For example, on the
VW Golf 1.4, 1998. Year, we will
flywheel has 36 teeth, minus 1 find a connector with three termi-
Thirty-six teeth is the measuring nals. Terminals 1 and 3 are con-
field of a cycle of turning the nected to the engine computer,
crankshaft for 360 . One tooth while terminal 2 is connected to
missing, determines the position of the ground pole of the engine.
the crankshaft. Of course, differ- Connecting voltmeter to terminals
ent models of vehicles would have 1 and 3, while simultaneously
a different arrangement of teeth, turning the engine starter, should
with the purpose of obtaining get a voltage reading of 4.5 V. Ter-
more information about crank- minal 2, which is connected to the
21
ground of the engine is wire mesh (Cylinder Identification Sensor).
covering the terminals 1 and 3. Given the information that the
This layer will prevent any exter- ECU uses to control engine opera-
nal voltage influence on the voltage tion, a result of failure of this sen-
generated by sensors. That is, if sor does not necessarily mean the
the behavior occurs, it will lose its engine failure, as is the case with
unwanted stress on the ground the CKP sensor. But in any case,
pole (ground is called negative or there will be incorrect fuel injec-
minus pole on cars). Checking the tion and loss of engine perform-
sensor can be performed by meas- ance. Certainly, in this case MIL
uring the resistance between ter- warning light will flash.
minals 1 and 3, if we know the Unlike the serration of the
value of resistance. crankshaft pulley, cam shaft may
Finally as described, CKP sensor have only one nose marking the
usually will find in today's vehi- first cylinder. However, as shown
cles. These sensors send analog sig- in the drawing below, there may
nals, which are in the engine com- be more teeth. This, of course, de-
puter converted to digital. How- pends on the concept of electronic
ever, in some types of vehicles, we engine management of particular
find the sensors that send digital vehicle.
signals. Such sensors have built-in
converters, which convert analog
signals to digital and thus relieve
the ECU of that task.

CMP - CID sensor


(Camshaft Position Sensor)

Camshaft sensor works the same


way as the CKP sensor. Based on
the CMP sensor pulses ECU will
control the moment of ignition and
synchronize the fuel injection. This
sensor is also known as sensor CID
22
MAF senzor
Mass Airflow Sensor

However, in combination with


temperature and air pressure sen-
sors, air mass can be safely calcu-
lated with great precision. Both
sensors send analog voltage signals
0-5 volts in proportion to the mass
flow rate.
Described sensors can be found
in vehicles produced until 2000.
Year. Since that time, the same
sensors are considerably modified,
and VANE sensors we almost do
This sensor is inevitable on en- not see any more. In HOT WIRE
gines with electronic fuel injection, sensors membrane foils are in-
measuring the air mass entering serted instead of wires, and other
the engine. This information is es- various modifications are made.
sential to the engine computer to However, these sensors are still
calculate the mixture, which will working on the same principle as
be prepared for combustion. previous. In newer vehicles we
Air changes its density as it ex- rarely find sensors with analog sig-
pands and contracts at different nals. In fact, today more and more
temperatures. Given that, vehicle sensors have built-in converter
engines are operating under differ- and send digital signals to the
ent conditions and temperature ECU. Such sensors have been rec-
ranges where the mass of air var- ognized as part of an electronic
ies. This is an ideal sensor; based structure is usually visible.
on whose data the ECU can calcu- VANE MAF sensors operate on
late the proper ratio of fuel and air the principle of moving vanes or
mixture. blades which is associated with a
The two most common types of potentiometer or sliding resistor.
MAF sensors that we meet are By entering the air through the
VANE METER airflow meter with sensor, the sensor flap opens due
a vane or blades and a HOT to the force of air pressure. Of
WIRE air flow meter, which course, the degree of openness of
works on the principle of hot wire. the wings or blades will depend on
None of them was designed to the amount of air flow. Flap is me-
measure air mass completely. chanically connected with resis-
23
tors slider, which will alter the subject to failures. Failures are
voltage value depending on the po- mostly related to improper flap
sition of wings, or slide. deflection due to dirt deposits on
On the coil of the potentiometer the pin about which it rotates.
the power has been brought. The The next problem is the size of
slider of the potentiometer, which the flap mechanism within the sen-
will in any position close the elec- sor, which prevents the maximum
trical circuit between the part of air flow through the sensor. In ad-
coil and the source of power will dition, the mechanical parts such
reduce or increase the output volt- as springs, changing its calibrated
age from the coil. As shown in the value over time. For that reason,
attached sketch, we put a volt me- these sensors have a mechanism
ter on the coil slider, moving the for adjusting the tension of fins
wings and also the slider we get spring. Namely, if the spring
different voltage values. The po- weakens over time, the deflection
tentiometer is calibrated so that of the potentiometer will be higher
from zero to full fins deflection than provided for the incoming air
gives the voltage in the range 0-5 mass. In other words, the ECU will
V. The readout voltage of ECU receive for smaller amount of air a

VANE MAF sensor


will turn into a mass of air g / s higher value in volts and so dose
(grams per second). the greater amount of fuel. Surely,
Such sensors have proved to be this will cause a rich mixture and
impractical for several reasons. higher fuel consumption, as well as
Since they were made from quite a loss of engine power. These were
few mechanical parts, they are the reasons for MAF modification.
24

Mak
HOT WIRE MAF sensors oper- Unlike VANE sensors, this sen-
ate on the principle of heated wire, sor will recognize the air density.
which is cooled by air flow. The Namely, denser air cools the wire
difference in the wire resistance at more than thin air. In case of
different temperatures will cause denser air, sensor will send
differences in the analog signal stronger signal, just like that
whose value varies between 0 and greater volume of air flows trough
5V. the sensor.
Today's sensors are increasingly
Wire
using alloy metal plates instead of
Sensor wire, and built-in modules in-
stantly converting analog signals
to digital.

Housing

Sensor Connector
Wire

Air

In the upper section of the sketch Above photograph shows the typi-
we see MAF sensor with all its cal modern car sensor with visible
specificities. Air enters the engine electronic plate and module. The
intake manifold through the sen- presented sensor works on the
sor housing. As can be seen on the principle of thermal membrane. At
sketch, a small amount of air is the plastic plate, which is located
flowing through a separate chan- in the middle of the housing, the
nel in the casing. In this section is a membrane is imprinted with the
wire over which air flows. Current metal foil on the bottom and top.
flows through the wire and heats Membrane warms foil plates,
it, while airflow cools it down. In- which react in the same way as the
creasing wire temperature, the re- wire, but far more precise.
sistance increases, and vice versa. Today are also increasingly pre-
Permanent changes in current sent sensors with the so-called cold
flow through the sensor wire, mod- wire. With these sensors, due to air
ule will convert it into Voltage sig- flow induces a voltage, which goes
nals 0-5 V and forward them to the to the ECU in the form of digital
ECU. signals.
25

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