Computers and Control Systems: Description and Operation
PGM-FI SystemThe Programmed Fuel Injection (PGM-FI) system is a sequential multiport fuel injection system.
Air Conditioning (A/C) Compressor Clutch Relay
When the ECM/PCM receives a demand for cooling from the A/C system, it delays the compressor from being energized, and enriches the mixture to assure smooth transition to the A/C mode.
Air Fuel Ratio (A/F) Sensor
The A/F Sensor operates over a wide air/fuel range. The A/F Sensor is installed upstream of the TWC, and sends signals to the ECM/PCM which varies the duration of fuel injection accordingly.
Barometric Pressure (BARO) Sensor
The BARO sensor is inside the ECM/PCM. It converts atmospheric pressure into a voltage signal that modifies the basic duration of the fuel injection discharge.
Camshaft Position (CMP) Sensor B
CMP sensor B detects the position of the No.1 cylinder as a reference for sequential fuel injection to each cylinder.
Countershaft Speed Sensor
This sensor detects countershaft speed.
Crankshaft Position (CKP) Sensor
The CKP sensor detects crankshaft speed and is used by the ECM/PCM to determine ignition timing and timing for fuel injection of each cylinder as well as detecting engine misfire.
Engine Coolant Temperature (ECT) Sensor
The ECT sensor is a temperature dependent resistor (thermistor). The resistance of the thermistor decreases as the engine coolant temperature increases.
Ignition Timing Control
The ECM/PCM contains the memory for basic ignition timing at various engine speeds and manifold absolute pressure. It also adjusts the timing according to engine coolant temperature and intake air temperature.
Injector Timing and Duration
The ECM/PCM contains the memory for basic discharge duration at various engine speeds and manifold pressures. The basic discharge duration, after being read out from the memory, is further modified by signals sent from various sensors to obtain the final discharge duration.
By monitoring long term fuel trim, the ECM/PCM detects long term malfunctions in the fuel system and sets a diagnostic trouble code (DTC).
Intake Air Temperature (IAT) Sensor
The IAT sensor is a temperature dependent resistor (thermistor). The resistance of the thermistor decreases as the intake air temperature increases.
Knock Sensor
The knock control system adjusts the ignition timing to minimize knock.
Malfunction Indicator Lamp (MIL) Indication (In relation to Readiness Codes)
The vehicle has certain "readiness codes" that are part of the on-board diagnostics for the emissions systems. If the vehicle's battery has been disconnected or gone dead, if the DTCs have been cleared, or if the ECM/PCM has been reset, these codes are reset. In some states, part of the emissions testing is to make sure these codes are set to complete. If all of them are not set to complete, the vehicle may fail the test, or the test cannot be finished.
To check if the readiness codes are set to complete, turn the ignition switch ON (II), but do not start the engine. The MIL will come on for 15 - 20 seconds. If it then goes off, the readiness codes are complete. If it flashes five times, one or more readiness codes are not complete. To set each code, drive the vehicle or run the engine as described in the procedures in this section.
Manifold Absolute Pressure (MAP) Sensor
The MAP sensor converts manifold absolute pressure into electrical signals to the ECM/PCM.
Secondary Heated Oxygen Sensor (Secondary HO2S)
The secondary HO2S detects the oxygen content in the exhaust gas downstream of the three way catalytic converter (TWO, and sends signals to the ECM/PCM which varies the duration of fuel injection accordingly. To stabilize its output, the sensor has an internal heater. The ECM/PCM compares the HO2S output with the A/F sensor output to determine catalyst efficiency. The secondary HO2S is located on the TWC.