Efi Information Sheet 1

College Name: Form No.
:
ጀነራል ዊንጌት ፖሊ ቴክኒክ ኮሌጅ
OF-GWPTC-DPT-006
Effective Date: Apr. 24-2023
GENERAL WINGATE POLYTECHNIC COLLEGE
Title: Issue No: Page No:
INFORMATION SHEET INTRODUCTION 1 Page 1 of 21
Information Sheet-1 Engine Management System Layout
What is a sensor?
 Sensors are transducers that change physical quantity in to electrical quantity
They are of two types:
 Active (self-generating)
 Knock sensor
 O2 sensor
 Passive (modulators)
 Throttle Position Sensor
 MAF Sensor
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College Name: Form No.:
OF-GWPTC-DPT-006
What is an Electronic Control Unit (ECU)?
 An ECU is an electronic device that stores and processes data. It relies on

semiconductors and is a group of integrated circuit (IC).
How an Electronic Control Unit (ECU) work?
 The four-basic function of an ECU are:
1. Input: A signal sent from an input device. The device can be a sensor or a switch
activated by the driver, technician, or a mechanical part.
2. Processing: The computer uses the input information and compares it to
programmed instruction. This information is processed by logic circuits in the
computer.
3. Storage: The program instructions are stored in the computer’s memory. Some of
the input signals are also stored for processing later.
4. Output: After the computer has processed the inputs and checked its programmed
instructions, it will issue commands to various output devices. These output
devices may be instrument panel displays or output actuators. The output of one
computer may also be an input to other computers.
What is an Actuator?
 Actuator A control device that delivers mechanical action in response to an
electrical signal.
 This mechanical action can then be used to open and close valves, control vacuum
to other components, or open and close switches
 These actuators, which are solenoids, switches, relays, or motors, physically act on
or carry out the command sent by the computer.
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Air Induction System - Engine Management

Information Sheet-1
System Layout
Air Induction System Overview
 The purpose of the air induction system is to filter, meter, and measure intake air flow
into the engine. Air, filtered by the air cleaner, passes into the intake manifold in varying
volumes. The amount of air entering the engine is a function of throttle valve opening
angle and engine rpm. Air velocity is increased as it passes through the long, narrow
intake manifold runners, resulting in improved engine volumetric efficiency.
 Intake air volume is measured by movement of the air flow meter measuring plate
(Vane / Flap Type or by detecting vortex frequency (Optical Karman Vortex Type) or
hot wire type on engines equipped with L type EFI. Both the vane and vortex type air
flow meter are used to measure the volume of air entering the cylinder, but the hot wire
type is used to measure the mass of air entering the cylinder. On engines equipped with D
type EFI, air volume is measured by monitoring the pressure in the intake manifold, a
value which varies proportionally with the volume of air entering the engine.
 The throttle valve directly controls the volume of air which enters the engine based on
driver demand. Additionally, when the engine is cold, it is necessary for supplementary
air to by-pass the closed throttle valve to provide cold fast idle. This is accomplished by a
bimetallic or wax type air valve or by an ECU controlled Idle Speed Control Valve
(ISCV).
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Air Induction System Sensors and Components
 Air Flow Meter
The air flow meter is used with L-type EFI for sensing the intake air volume. In Ltype
EFI, this is one of the most important sensors. The intake air volume signal is used to
calculate the basic injection duration and basic ignition.
 Types of Air Flow Meter

1. Vane/ FLAP Type (VAF)
2. Optical Karman Vortex Type (VAF)
3. Hot Wire Type (MAF)
Note: The First two measures intake air amount by volume but hot wire type
measures air mass.
2. Vane Air Flow Meter (L Type

EFI).
 The vane type air flow meter is a

commonly used air volume
measurement device on EFI engines.
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 The meter consists of a measuring plate, which is spring loaded closed by a

return spring, and a potentiometer attached to the plate, which
varies an electrical signal to the ECU as the position of the plate changes.
 Air volume entering the engine is

directly proportional to the amount of
movement detected from the
measuring plate.
 Additionally, the air flow meter

incorporates a fuel pump enable
contact which breaks the ground
circuit of the circuit opening relay if
the engine stops running.
 The air flow meter is placed in series between the air cleaner and the throttle body,
thereby measuring all air which enters the engine. Integrated with the air flow meter is
an intake air temperature sensor and an idle mixture by-pass passage.
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The principle used here is the measurement of force exerted in the sensor flap
by the air passing through it.
 Idle Mixture Air By-pass Circuit
For proper calibration of the

engine air/fuel ratio at idle speed, an
idle mixture air by-pass circuit is
incorporated into the air flow meter. A
screw is used to adjust the amount of
air which by-asses the measuring plate.
This screw is adjusted and sealed at the
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factory to discourage improper adjustment and tampering. There are no provisions or

specifications for field adjustment.
 Fuel Pump Circuit Control
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3. Karman Vortex Air Flow Meter (L Type EFI)
The Karman vortex air flow meter is used only on limited applications. The meter is
smaller and lighter than the vane type meter and offers less resistance to incoming air flow.
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The sensor operates on the principle of measuring the vortices created as air flows past
a pillar shaped vortex generator. The frequency with which these vortices are created
increases in direct proportion to the amount of air flowing across the vortex generator. Vortex
frequency is detected by a photo-coupler and converted into a variable frequency digital
signal by the sensor. An intake air temperature sensor is also incorporated into the Karman
vortex air flow meter.
This type of air flow meter directly senses the intake air volume optically. Compared
to the vane type, it is made smaller and lighter in weight. Also reduces inlet resistance of
the intake air.
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INFORMATION SHEET INTRODUCTION 1 Page 10 of

21
 Construction
 Operation
When air passes

through the air flow meter,
the vortex generator creates a
swirling of the air
downstream. This swirling
effect is referred to as a
"Karman vortex." The
frequency of this Karman
vortex varies with the
velocity of the air entering
the air flow meter and other
variables. The photo-coupler
and metal foil mirror are used to detect changes in these
vortices.
The metal foil mirror is used to reflect light from the LED to the photo
transistor. The foil is positioned directly above a pressure directing hole which causes
it to oscillate with the changes in vortex frequency. As the mirror oscillates, the 5 volt
Vcc reference is switched to ground by a photo transistor within the sensor. The
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resulting digital signal is a 5 volt square wave which increases in frequency in

proportion to increases in intake air flow.
3. Air Flow Meter (Hot Wire Mass Air Flow meters)
Mass flow meters operate according to the hotwire or hot-film principle without any
moving mechanical part inside the unit. The closed-loop control circuit in the meter’s
housing maintains a constant temperature differential between a fine platinum wire or
thin-film resistor and the passing air stream. The current required for heating provides an
extremely precise, albeit nonlinear, index of air-mass flow rate; the ECU converts the
signal into linear form. Due to its closed-loop design, this air-mass meter can monitor
flow variations in the millisecond range.
 Construction
 Operation
If a heated metal wire (hot wire) is

exposed to air flow, its temperature drops
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as the heat is removed from the wire. When the temperature of the hot wire is considered
to be maintained at a constant value, a certain relationship occurs between the air flow
quantity and the current flow that maintains the constant temperature of the hot wire.
 Manifold Absolute Pressure Sensor (D Type EFI)
The D type EFI system eliminates the

use of an air flow meter and uses a
manifold absolute pressure sensor as a load
measurement device instead.
Because pressure in the

intake manifold is proportional to the
amount of air entering it, the manifold
absolute pressure sensor is used to measure
air intake volume in the D type EFI
system.
This sensor compares a variable

pressure inside the intake manifold with a
fixed reference pressure inside the sensor.
A total vacuum chamber is placed on one
side of a piezo-resistive silicon chip;
manifold pressure is applied to the other
side of the chip. As the chip flexes, the
mechanical movement is converted into a
variable voltage signal by the sensor.
There are several different names used in reference to the Manifold Absolute Pressure sensor,
depending on the publication you read. Two other common names used to refer to this sensor
are PIM, or Pressure Intake Manifold, and Vacuum sensor.
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This sensor detects the pressure variation of the intake manifold and converts it to the
voltage signal. The intake air volume signal is used to calculate the basic injection duration
and basic ignition. Intake manifold pressure is a directly related to engine load. The ECM
needs to know intake manifold pressure to calculate how much fuel to inject, when to ignite
the cylinder, and other functions. The MAP sensor is located either directly on the intake
manifold or it is mounted high in the engine compartment and connected to the intake
manifold with vacuum hose. The MAP sensor uses a perfect vacuum as a reference pressure.
The difference in pressure between the vacuum pressure and intake manifold pressure
changes the voltage signal. The MAP sensor converts the intake manifold pressure into a
voltage signal (PIM).
 Construction
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 Operation
In the Manifold Absolute Pressure

(MAP) sensor there is a silicon chip
mounted inside a reference chamber.
On one side of the chip is a reference
pressure. This reference pressure is
either a perfect vacuum or a calibrated
pressure, depending on the application.
On the other side is the pressure to be
measured. The silicon chip changes its
resistance with the changes in pressure.
When the silicon chip flexes with the
change in pressure the electrical resistance of the chip also changes. This change in
resistance alters the voltage signal. The ECM interprets the voltage signal as pressure and
any change in the voltage signal means there was a change in pressure.
 Throttle Position Sensor
The throttle position signal is used for fuel cut off control
(during deceleration or braking) and increasing the fuel volume
during acceleration. The TPS is mounted on the throttle body
and converts the throttle valve angle into an electrical signal. As
the throttle opens, the signal voltage increases. The ECM uses
throttle valve position information to know:
 engine mode: idle, part throttle, wide open throttle.

 switch off AC and emission controls at Wide Open
Throttle (WOT).
 air-fuel ratio correction.
 power increase correction.
 fuel cut control.
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 Operation – Point Type TPS
The basic TPS requires three wires. Five volts are supplied to the TPS from
the VC terminal of the ECM. At idle, voltage is approximately 0.6 - 0.9 volts on the
signal wire. From this voltage, the ECM knows the throttle plate is closed. At wide
open throttle, signal voltage is approximately 3.5 - 4.7 volts. A ground wire from the
TPS to the E2 terminal of the ECM completes the circuit.
 Operation – Linear Type TPS
TPS is a resistor and a wiper arm. The arm is always

contacting the resistor. At the point of contact, the
available voltage is the signal voltage and this
indicates throttle valve position. At idle, the resistance
between the VC (or VCC terminal and VTA terminal
is high, therefore, the available voltage is
approximately 0.6 - 0.9 volts. As the contact arm
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moves closer the VC terminal (the 5 volt power voltage), resistance decreases and the voltage
signal increases.
 Temperature Sensor
The ECU changes the operation of many components and systems based on temperature.
Nearly all temperature sensors are negative temperature coefficient (NTC) thermistors and
operate in the same way. Their resistance changes with a change in temperature. The ECU
supplies a reference voltage of 5 volts to the sensor. That voltage is changed by the change of
the resistor’s resistance and is fed back through a ground wire to the ECU. Based on the
return voltage, the ECU calculates the exact temperature. When the sensor is cold, its
resistance is high, and the return voltage signal is also high. As the sensor warms up, its
resistance drops and so does the voltage signal
 Intake Air Temperature (IAT) Sensor
The intake air temperature (IAT)

sensor is also called an air charge
temperature sensor. The intake air
temperature (IAT) sensor is a negative
temperature coefficient (NTC)
thermistor that decreases in resistance as
the temperature of the sensor increases.
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Meaning its resistance decreases as the incoming air temperature increases and increases
as incoming air temperature decreases. The ECU uses the air temperature information as a
correction factor in the calculation of fuel, spark, and airflow. For example, ECU uses this
input to help calculate fuel delivery. Because cold intake air is denser, a richer air-fuel
ratio is required. On engines equipped with a MAP sensor, the IAT is installed in an
intake air passage. On other engines, the IAT is normally an integral part of the mass
airflow (MAF) sensor. Most control systems compare the inputs from the IAT and the
ECT to determine if the engine is attempting a cold start.
 The IAT sensor can be located in one of the following locations:  In the air cleaner
housing
 In the air duct between the air filter and the throttle body
 Built into the mass air flow (MAF) or air flow sensor
 Screwed into the intake manifold where it senses the temperature of the air
entering the cylinders
 A defective IAT sensor may cause the following problems:

1. Rich or lean air-fuel ratio
2. Hard engine starting
3. Engine stalling or surging
4. Acceleration stumbles
5. Excessive fuel
consumption
 Throttle Body
The throttle body consists

of the throttle valve, the idle air
by-pass circuit, the
throttle position sensor, and also
houses various ported and
manifold vacuum sources
to operate emissions
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devices. Throttle icing is prevented by use of an engine coolant cavity located adjacent to the
throttle valve.
 Idle Air By-pass
During idle operation, the throttle

valve is almost completely closed.
Idle air enters the engine through an
adjustable throttle air bypass screw
which varies the amount of air which
can flow past the closed throttle valve.
By turning this screw clockwise, throttle
bypass air is reduced, causing a decrease
in idle speed. Conversely, turning the
screw counterclockwise will increase
idle speed by allowing more air to pass
the closed throttle valve.
On engines equipped with an ECU controlled ISCV, this throttle air by-pass screw is
seated at the factory, and there are no provisions for curb idle adjustment. Idle air is varied
by the ECU through control of the ISC Valve position.
 Intake Air Chamber & Manifold
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Port delivered Electronic Fuel Injection systems offer the advantage of not having to
move fuel through the intake manifold. This allows for improved performance and emissions
through optimum design of the intake air chamber and manifolds.
A large intake air chamber is provided to eliminate pulsation, thereby improving air
distribution to each manifold runner. Long, narrow manifold runners are branched off to each
intake port to improve air velocity at the intake valve. This design offers the following
benefits:
• Fuel puddling is eliminated, providing for leaner cold engine and power air/fuel ratios.
This equates to reductions in emissions and improved fuel economy.
• Volumetric efficiency of the engine is improved, thereby improving engine torque and
horsepower.
Depending upon application, the intake air chamber and manifolds may be integrated or
separate. Some engines utilize an ECU controlled variable induction system which optimizes
manifold design for low and high-speed engine operation.
Common Service Concerns and Solutions in the Air Induction System
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During service procedures, there are two concerns related to the air induction system
which the technician should be aware of. These are false or unmeasured air entry into the
intake system and deposit buildup on the back side of intake valves.
False or Unmeasured Air Entry
False air is any air which enters the

induction system unwanted and/or
unmeasured. In addition to obvious leaks in
the intake manifold, with an L type EFI
system, false air can enter the induction
system through the connecting pipe between
the air flow meter and the throttle body as
well as through leaks into the crankcase.
Because this air is able to enter the intake
manifold unmeasured, the result is an
excessively lean air/fuel ratio. The end result
of false air with L type EFI is rough idle,
stumble, and/or flat spots.
With the D type EFI system, false air

is typically measured by the EFI system
because it results in an increase in manifold
absolute pressure. The end result is an engine
that idles excessively high but with a
relatively normal air/fuel mixture.
There are several tests which can detect false air entry into the induction system. A
good visual inspection of the intake air connector pipe and connection points as well as
inspection of all vacuum hoses, engine oil filler cap, and dip stick seals are a must.
If this fails to identify a suspected leak, spraying carburetor cleaner around suspected
leak areas while observing an infrared exhaust analyzer for carbon monoxide increase is
another method to assist in leak detection.
Another method to locate suspected false air entry points is to pressurize the intake
system with a regulated shop air supply (CAUTION: do not exceed 25 PSI). Spray a soapy
water solution around all suspected leak areas. Simply listen and observe for bubbles to locate
leak sources. This method requires sealing the air cleaner fresh air inlet and blocking the
throttle valve open to pressurize the intake air connector pipe. The air pressure can be applied
through any large manifold vacuum fitting.
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College Name: Form No.

INFORMATION SHEET INTRODUCTION 1 Page 1 of 21

Information Sheet-1 Engine Management System Layout

 Sensors are transducers that change physical quantity in to electrical quantity

They are of two types:

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INFORMATION SHEET INTRODUCTION 1 Page 2 of 21

What is an Electronic Control Unit (ECU)?

 An ECU is an electronic device that stores and processes data. It relies on

How an Electronic Control Unit (ECU) work?

 The four-basic function of an ECU are:

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INFORMATION SHEET INTRODUCTION 1 Page 3 of 21

Air Induction System - Engine Management

Air Induction System Overview

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INFORMATION SHEET INTRODUCTION 1 Page 4 of 21

Air Induction System Sensors and Components

 Air Flow Meter

 Types of Air Flow Meter

2. Vane Air Flow Meter (L Type

 The vane type air flow meter is a

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INFORMATION SHEET INTRODUCTION 1 Page 5 of 21

 The meter consists of a measuring plate, which is spring loaded closed by a

 Air volume entering the engine is

 Additionally, the air flow meter

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INFORMATION SHEET INTRODUCTION 1 Page 6 of 21

 Idle Mixture Air By-pass Circuit

For proper calibration of the

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INFORMATION SHEET INTRODUCTION 1 Page 7 of 21

factory to discourage improper adjustment and tampering. There are no provisions or

 Fuel Pump Circuit Control

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3. Karman Vortex Air Flow Meter (L Type EFI)

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INFORMATION SHEET INTRODUCTION 1 Page 10 of

When air passes

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resulting digital signal is a 5 volt square wave which increases in frequency in

3. Air Flow Meter (Hot Wire Mass Air Flow meters)

If a heated metal wire (hot wire) is

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INFORMATION SHEET INTRODUCTION 1 Page 12 of

 Manifold Absolute Pressure Sensor (D Type EFI)

The D type EFI system eliminates the

Because pressure in the

This sensor compares a variable

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INFORMATION SHEET INTRODUCTION 1 Page 13 of

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In the Manifold Absolute Pressure

 Throttle Position Sensor

 engine mode: idle, part throttle, wide open throttle.

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INFORMATION SHEET INTRODUCTION 1 Page 15 of

 Operation – Point Type TPS