Position sensor

Hall Effect type

A Hall Effect sensor typically has 3 wires. Power, Signal
Ground and the Signal Output. A Hall effect sensor produces
a consistent digital square wave signal each time a magnet or
ferrous metal passes the tip of the sensor, regardless of the
speed at which the trigger material.

This makes configuring the ECU to trigger off a Hall Effect

sensor very simple as you expect the same signal each time a
tooth passes the sensor.

When choosing a Hall Effect sensor make sure it is

compatible with:

• The trigger tooth target material

• Tooth width

• Tooth gap

• Tooth height

Hall Effect sensors typically like an air-gap

(the distance between the sensor and the target material) of around 1mm. Hall effect sensors tend
to dislike high temperatures, so again check the spec sheet. Generally you shouldn’t expect Hall
Effect sensors to work much above 90 degrees Celsius unless otherwise stated.

Magnetic pick up / Reluctor

Reluctor is made up of a permanent magnet, a

ferromagnetic pole piece and coil of wire. Each end of
the coil of wire is referred to as the Reluctor +ve and
Reluctor -ve which are the signals that are fed into the
ECU.

Because of the lack of electronics inside the Reluctor sensors can typically handle temperatures
much higher than the Hall Effect sensor. It’s not unusual to see them working in environments
over 200 degrees Celsius. The Reluctor sensors are much more sensitive to the Air Gap between
the sensor and the trigger material. Getting that gap right is critical, it must be exactly the same
between teeth and it is a much tighter gap than in
Hall Effect sensors, down around 10 thou or
0.25mm or even less in some cases.

Instead of producing an easy to interpret digital

square wave like a Hall Effect sensor, the Reluctor
sensors output magnitude is proportional to the
trigger target speed. Basically, the faster the trigger
tooth comes past, the higher the signal voltage the
Reluctor sensor will generate.

Accelerator pedal position sensor

Accelerator Pedal Position Sensor (APPS) is installed on the accelerator pedal module and
detects the rotation angle of the accelerator pedal. The APPS is one of the most important
sensors in engine control system, so it consists of the two sensors which adapt individual sensor
power and ground line. The second sensor monitors the first sensor and its output voltage is half
of the first one.

Types of Accelerator Pedal Position Sensor

The accelerator pedal position sensor measures the position of the accelerator pedal in two
different ways.

 Contact type

In contact types accelerator pedal position sensor there is a potentiometer (a type of resistor,
which measures the voltage difference) where a wiper blade slides on a strip that changes the
voltage and sends it back to the computer. Accelerator pedal position sensors (APPS) have two
potentiometers inside the APPS sensor with individual wiring. A potentiometer consists of three
wires, earth, voltage, and a signal wire (wiper), which moves against the resistor to send back the
voltage signal to the computer. A dual contact type potentiometer APPS has six wires.
 Accelerator Position APS1 APS2
C.T 0.7 ~ 0.8 0.29 ~ 0.46
W.O.T 3.85 ~ 4.35 1.93 ~ 2.18
Non-Contact Type Accelerator Pedal Position Sensor (APPS)

The non-contact-type accelerator pedal position sensor is of Hall Effect and inductive type.

Hall Effect Accelerator Pedal Position Sensor (APPS)

These types of sensors have a magnet and a steel-type

material like germanium, so when an object comes
closer to the sensor, its magnetic flux changes, and as a
result, voltage is produced.

It consists of three wires; voltage, ground, and signal

wires. The voltage is needed for integrated electronics
(transistors) which is usually 5 volts, but in some cases,
can be 12 volts. And the other two wires are ground and
signal wire (the wire goes to the computer from the
sensor). This voltage is very low; an amplifier circuit is
built up in the sensor to amplify the voltage.

The Inductive Type Accelerator Pedal Position Sensor (APPS)

The inductive type non-contact accelerator pedal

position sensor consists of a sensor (magnet and coil),
and an activator (steel). When the activator comes closer
to the sensor, voltage is produced, which is sent to the
computer. It has two wires, earth, and signal (voltage)
wire.

As the voltage produced by these sensors is very low, it

can be easily distracted by wave signals, so a coaxial
shield coat is applied to the wire to protect it from wave
signal distraction.

BOOST PRESSURE SENSOR (BPS)

The boost pressure sensor is located inside the intake pipe in front of the throttle valve. With the
boost pressure data the engine management calculates the turbo boost pressure for turbocharged
engines and the fuel injection values for naturally aspirated engines.
In case of a defective boost pressure sensor the engine management system will issue a
diagnostic trouble code and ignite the check engine light. In addition to that the engine will
generate less power, use more fuel or even go into emergency mode.

The boost pressure sensor is located inside the air stream so it is prone to pollution. Other
common failure reasons can be corrosion or cable damage.

 When the manifold pressure is low (high vacuum) sensor voltage output is 0.25-1.8V
 When the intake manifold pressure is high due to turbo boost, sensor voltage output is
2.0-4.7V.

Electronic Throttle Control (ETC)

The Electronic Throttle Control (ETC) System consists of a throttle body

with an integrated control motor and throttle position sensor (TPS).
Instead of the traditional throttle cable, an Accelerator Position
Sensor (APS) is used to receive driver input.

The ECM uses the APS signal to calculate the

target throttle angle; the position of the
throttle is then adjusted via ECM control of
the ETC motor. The TPS signal is used to
provide feedback regarding throttle position
to the ECM. Using ETC, precise control over
throttle position is possible; the need for
external cruise control modules/cables is
eliminated.
 Schematic diagram

Throttle Position Sensor (TPS) Reading

Output
Throttle angle(°) Voltage (V)
TPS1 TPS2
0 0.50 4.50
10 0.96 4.05
20 1.41 3.59
30 1.87 3.14
40 2.32 2.68
50 2.78 2.23
60 3.23 1.77
70 3.69 1.32
80 4.14 0.86
90 4.60 0.41
98 4.65 0.35
C.T (0) 0.50 4.50
W.O.T (86) 4.41 0.59
Intake manifold pressure sensor with integrated intake air temperature sensor
The intake manifold pressure sensor measures the intake manifold vacuum that exists in the
intake manifold after the throttle. The measured values of the intake manifold pressure sensor
and the intake air temperature sensor are required to calculate the intake air mass.
In the Manifold Absolute Pressure 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.
The intake air temperature (IAT) sensor is a negative temperature coefficient (NTC) thermistor 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.

The fuel pressure sensor (FPS)

The fuel pressure sensor (FPS) is installed on the top of the low pressure fuel pump and
measures the pressure in the low pressure fuel line.
Based on the fuel pressure measured by the FPS and the amount of fuel consumed, the fuel
pump control module (FPCM) determines whether to activate the low pressure fuel pump.
After activating the low pressure fuel pump, the FPS continues to provide the fuel pressure
information to the FPCM and the FPCM keeps controlling the fuel flow rate using the feedback
information from the FPS.

Pressure [KPa (kgf/cm, psi)] Output Voltage

(V)
50 (0.51, 7.3) 0.3
600 (6.12, 87.0) 2.5
1100 (11.2, 159.5) 4.5

Engine Coolant Temperature Sensor (ECTS)

Engine Coolant Temperature Sensor (ECTS) is located in the engine coolant passage of the
cylinder head for detecting the engine coolant temperature. The ECTS uses a thermistor that
changes resistance with the temperature.
The electrical resistance of the ECTS decreases as the temperature increases, and increases as
the temperature decreases. The reference +5V is supplied to the ECTS via a resistor in the ECM.
During cold engine operation, the ECM increases the fuel injection duration and controls the
ignition timing using the information of engine coolant temperature to avoid engine stalling and
improve drivability. Temperture °C Resistance
-40 48.14
-20 14.13 ~16.83
0 5.79
20 2.31 ~ 2.59
40 1.15
60 0.59
80 0.32
Knock Sensor
Knocking is a phenomenon characterized by undesirable
vibration and noise and can cause engine damage. Knock
Sensor (KS) is installed on the cylinder block and senses
engine knocking. When knocking occurs, the vibration from
the cylinder block is applied as pressure to the piezoelectric
element. When a knock occurs, the sensor produces voltage
signal.
The ECM retards the ignition timing when knocking occurs. If the knocking disappears after
retarding the ignition timing, the ECM will advance the ignition timing. This sequential control
can improve engine power, torque and fuel economy.

Carbon canister solenoid Valve

Carbon canister solenoid Valve is a solenoid valve and is
installed on the surge tank and controls the passage between
the canister and the intake manifold.
The evaporative gases gathered in the canister are delivered to
the intake manifold when the PCSV is open by ECM control
signal.

Boost pressure limiting solenoid valve

Boost control limiting adds an air control solenoid valve controlled by an
electronic control unit. The same general principle of a manual controller
is present, which is to control the air pressure presented to the waste gate
actuator. Further control and intelligent algorithms can be introduced,
refining and increasing control over actual boost pressure delivered to
the engine.
Turbocharged circulate air valve

The recirculation valve is operated from the depression in the air inlet, upstream of the turbo and
downstream of the throttle valve. When the throttle valve is closed and the pressure in the inlet
drops, the valve opens and air from the discharge side of the compressor is diverted back into the
inlet of the compressor. This helps to avoid the compressor going into surge, for instance when
accelerating hard and changing gear, the inlet pressure and air flow drops rapidly whilst the
turbocharge
speed is still high.
This can be located either on the high-pressure pump or on the common rail itself. The pressure
regulation valve serves with the quantity control valve to control the common rail pressure.

The pressure relief valve simply allows more or less high pressure fuel to flow into the back leak
system thus increasing or decreasing the fuel pressure in the rail. Excess fuel returns to the fuel
tank. It’s controlled from the ECM.

Injector

Based on information from various sensors, the ECM can calculate the fuel amount to be
injected. The fuel injector is a solenoid-operated valve and the fuel injection amount is controlled
by length of injection time.

The ECM controls each injector by grounding the control circuit. When the ECM energizes the
injector by grounding the control circuit, the circuit voltage should be low (theoretically 0V) and
the fuel is injected.
When the ECM de-energizes the injector by opening control circuit, the fuel injector is closed
and circuit voltage should momentarily peak.