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How the Engine Control Module Works

The Electronic Control Unit (ECU) controls the fuel injection system, ignition timing, and the idle speed control system. The ECU also interrupts
the operation of the air conditioning and EGR systems, and controls power to the fuel pump (through the control relay). The ECU consists of an 8-
bit microprocessor, random access memory (RAM), read only memory (ROM), and an input/output interface.
Based on information from the input sensors (engine coolant temperature, barometric pressure, air flow, etc.), the ECU determines optimum
settings for the output actuators (injection, idle speed, ignition timing, etc.).

Of all the things that can go wrong with a car, electrical system flaws are some of the most maddening. They're difficult to trace, often come
and go as they please (enabling the mechanic's favorite cop-out response, "Could not replicate problem") and the symptoms often appear far
from the source. Sometimes, the symptoms of electrical problems don't even seem electrical in nature. And what are you supposed to do then?
The engine control module might betray a few hints, even in name alone. Sometimes, the names of automotive components are so bizarre that
we forget that some terms are completely intuitive and logical. "Engine control" is a no-brainer; "module" implies it's electrical in nature. And if
that's not enough to enlighten you, well, at least you weren't the first to ask those questions. If you type "electronic control module," or its
better-known acronym, ECM, into the search field, you'll be gently guided over to the ECU (engine control unit) page. And from there it can get
confusing, because there's a whole rat's nest of electrical terminology to trace and pick through. Sometimes, the engine control module is at
fault for issues that would often be assumed to be "mechanical," like engine noise or problems with the engine running smoothly. So if you or
your mechanic is going crazy trying to figure out why your car won't run, it might be because your car's ECM is just tired from doing it all, and
needs some attention.
Chances are, if you have relatively basic questions about your car's electrical functions, it's running a common system or program that's been in
place since your car was built. (We'll assume, for example, you didn't buy a second-or third-hand tuned sport compact running MegaSquirt
custom injection to keep an oversized turbocharger in line -- or that your car can perform everyday driving functions without constant attention
to a laptop perched in the passenger seat.)
Functions of the Engine Control Module
The engine control module basically controls the intersection of the engine's necessary ingredients to make energy -- fuel, air and spark. That
sounds simple, kind of in the same way an engine itself sounds simple if you break it down into really basic terms. But the ECM accomplishes its
considerable chore by constantly monitoring a vast network of sensors around the car to ensure conditions are within normal operating range.
When something goes wrong, the ECM adjusts conditions or, if it can't, the car won't run properly or at all. When there's a problem, the ECM
stores a trouble code so it can be diagnosed by a mechanic (with a scanner specifically designed for that purpose) and triggers the check engine
light so the driver knows something's wrong.
Newer engine computer systems also feature lightweight, low-cost memory systems that can be easily accessed by the dealership to fix
programming issues and update specifications (kind of like running a system or software update on your computer).
One of the most recent tasks (in the last decade or so, anyway) delegated to the engine computer came about only as automotive companies
switched from mechanical throttle control to electronic throttle control. Previously, when your foot made contact with the gas pedal, it was
connected to a cable that went directly to the engine so the engine could decide how much fuel to inject, based on whether you caressed the
pedal, mashed it to the floor, or most likely, somewhere in between. Now, an electronic sensor at or near the gas pedal sends a signal via
electrical wire to the engine management system, which evaluates your throttle contact and then sends a signal to the engine to adjust fuel
dosage.
Part of the ECM's start-up procedure is to calibrate the position of the throttle at idle -- in other words, remind itself, and the throttle, how
the engine should run when it's not being given any gas. This helps control and prevent an uneven idle. If all the sensors involved don't agree on
the right position, the computer will send a signal to the engine and transmission to run in Limp Mode (preventing the driver from achieving high
speeds that could get out of hand) and also sends an alert to the instrument cluster. The idea is to allow it to run well enough to get to a repair
shop, but not strand you on the side of the road.
The ECM also makes sure the car meets emissions standards, by monitoring and regulating the fuel mixture to ensure the engine isn't running
too rich and emitting pollutants beyond the established parameters. And with all those sensors already in place, the ECM is often responsible for
managing features like anti-skid brakes, cruise control and theft protection.
That sounds like a lot to keep straight, doesn't it? So, on top of it all, the engine control module, unit, or what have you, runs through a
recalibration test every time you turn on the car, just to make sure signals don't get crossed.
Engine Control Module Technology
The ECM is a computer, and features many of the same parts as the computer you have at home or at work. There's a microprocessor that
receives, interprets and reacts to sensor inputs as fast as they occur. And it's composed of hardware (a pretty standard circuit board) that's
encoded with software (a program that tells the car how to run).
The engine control systems aren't really designed by the auto manufacturer -- they're one of the components that's sourced and then
customized. Only a handful of OEMs (original equipment manufacturers) make ECM systems for cars. Each brand and type can be customized to
fit the automotive manufacturer's specifications. However, an ECM must be configured by the manufacturers so a car can perform optimally,
taking engine specs and other factors into consideration. Even though OEM suppliers offer a variety of engine computer products with different
benefits and features, the same system can be tuned to work with a range of different cars. However, as a starting point, they're broken down
into categories like fuel type (gasoline or diesel), engine size and so on.
An ECM is a pretty basic car part -- not to diminish its importance, but it's not the kind of feature that a car shopper would use to decide
between different models. It's just there. An exception to this rule is modified cars that need to run a programmable ECM. We already
mentioned MegaSquirt as one such example (because it has the most memorable name) -- that system is designed specifically to run custom fuel
injection management. There are numerous others with less colorful monikers that can assist you if your custom engine management needs are,
for example, due to a really high-end exhaust system (regulating oxygen and emissions) or aftermarket turbochargers (to keep tabs on the
engine's air intake). Some of these take the place of the regular ECM, while others need to be constantly babied and nurtured with additional
accoutrements, like extra gauges or even extra computers. (Remember Paul Walker racing in "The Fast and the Furious," yelling at the laptop
monitoring his nitrous injectors instead of actually watching the street?)
The good news is, unless you're doing research for a custom ECU or ECM for a specific purpose, like a weekend track toy or a trail bike, you
don't need to concern yourself too much with the differences amongst OEM engine computers. They're all designed to perform the same basic
functions and you don't have a choice about what originally came in your car, anyway.
Regardless of the differences between different car models and different ECMs, the inputs in each system remain pretty much the same. The
ECM is tasked with providing fuel and regulating emissions, but there's a lot that needs to happen for that to work. We already talked about the
ECM's specific tasks, but that simplifies the process a bit too much. The ECM usually monitors and regulates the throttle position sensor, which
tells the engine how much air and fuel to mix to make power; the coolant temperature sensor, which lets the engine know if it's running too hot
(and alerts the driver, via the instrument panel light); the voltage regulator, which tracks and adjusts how much power is being sent throughout
the car; the fuel injectors, which provide fuel at precisely the right moment for optimum power delivery; the position sensors for the camshaft
and crankshaft, which identifies the engine's cycles; the mass airflow sensor and MAP (manifold absolute pressure) sensor, which monitor
different ways air affects the engine; the oxygen sensor, which measures exhaust quality; idle control; the EGR valve sensor, which also helps
with emissions and the ignition control, which regulates the spark plugs.
And all of this is going on all at once, as the car moves -- and reactions must be immediate. So it's a little nerve-wracking to think that the ECM
can go bad just like any other car part. The consequences might be more dire than, say, the processor on your laptop crapping out.
Engine Control Module Repairs
First off, don't confuse replacing an ECM with repairing one. The end result might be the same -- you can drive your car again, after all -- but
engine control modules and units do sometimes go bad, and they aren't really designed to be repaired -- at least, not by the owner or by an
average mechanic. It shouldn't be too hard to swap out a faulty ECM for a new one, but that's about as user-friendly as this process can get.
Quite simply, it takes specialized knowledge and specific tools to repair, not replace, an ECM.
Actually repairing an ECM requires disassembling the unit and performing some pretty detailed, precision-critical electronics work. It's similar
to repairing the motherboard in a desktop computer -- assuming it can be repaired it all. Some experts recommend removing and opening the
unit, and sniffing around for the telltale signs of electrical damage (if you've never smelled it before, consider yourself lucky -- but you'll
probably still be able to identify the chemical tang of burned metal). Also, if there is any corrosion from acid or moisture damage, it'll probably
be easily visible. If you're not planning to do the repairs yourself, the only benefit to this step is that you'll know you're on the right track with
your diagnosis. That said, the absence of such evidence does not mean the ECM is fine. Got that?
Your options are to buy a new ECM, or send in your old one and wait for it to be repaired (and you can probably guess which one costs less). So
even if you or your mechanic suspects the ECM might be the source of your trouble, you should troubleshoot and eliminate all other potential
problems before pulling the ECM and installing a new one. Replacement can cost anywhere from several hundred to several thousand dollars,
and can be made more complicated (and expensive) if the ECM has to be modified to accommodate security systems, smart keys, immobilizers,
or anything else electronic that is specifically configured to your car. And don't forget that many ECM repair services are happy to return a unit
they determine is beyond repair (if certain areas of the processor have been damaged, vital data cannot be retrieved). This might seem baffling
at first -- you might wonder what purpose a completely fried ECM could possibly serve -- but remember that the unit stores all kinds of personal
data from your car, which some people might not want left hanging around forever in some random warehouse.
It's worth noting that, just as a bad ECM can cause all sorts of electrical problems, the inverse is also true -- faulty or malfunctioning sensors
can actually damage your ECM. That's another argument in favor of following a thorough troubleshooting procedure before assuming the source
of a problem. If you know you have a faulty sensor or two, get them replaced as soon as possible.
Author's Note
After researching this article, I'm still not entirely clear on the difference between an ECM (engine control module) and ECU (engine control
unit). Of the two terms, ECU seems to be the most popular. Google verifies its preference for ECU by delivering more detailed search results,
whereas some other sources seem to treat the ECM as a subcategory of ECUs.
In practical terms, I'm not sure if it really matters. That's the conclusion I draw when reputable sources (such as automotive repair manuals
and long-established technology publications) use the terms interchangeably. One of my favorite authorities on explaining automotive intricacies
to the average American, Mike Allen of Popular Mechanics, has, on occasion, skirted the issue by referring to the system as the "engine
management computer." One such reference was in an article discussing the backlash against Toyota, when, in 2010, a handful of its cars were
found to accelerate seemingly on their own -- in other words, he was breaking down a complicated issue for people who were curious about it,
but needed the situation explained at the most basic levels. (Remember that? A bunch of Toyota owners, claimed their cars could accelerate on
their own without warning and all efforts to stop them failed. The problem was blamed on faulty automatic throttle control units sending bad
signals to faulty ECUs -- or something like that -- but never ultimately concluded.)
So if you found this article by searching for "engine control unit" or any other combination of related terms, I hope this clears up the confusion.
And for what it's worth, Mike Allen also managed to explain, in simple terms, why the ECU on a bunch of Camrys, Corollas and Avalons simply
couldn't have failed at the rate reported by the media.

How a Fuel Injection ECU (Engine Control Unit) System Works

Fuel injection ECU system is an important part of a fuel injected engine because it serves several functions aside from regulating and maintaining
the amount of fuel and air that the engine needs to increase horsepower.
Electronic Fuel Injection System
The Electronic Control Unit is an integral part of the EFI or the Electronic Fuel Injection, which is a type of fuel injection system that is now
commonly used among cars. EFI can be divided into 3 sub-systems: air induction system, fuel delivery system and the electronic control system.
The electronic control system of an EFI is where you will find the ECU. Aside from the ECU, this is also where you will find various sensors, fuel
injector assemblies and any related fuel injection wiring.
Functions of a Fuel Injection ECU System
A fuel injection ECU system has several functions. Probably one of the most important function of the ECU is it controls the fuel mixture used by
the engine. The Engine Control Unit or ECU determines the amount of fuel that should be injected into engine. This computer program receives
several data and computes them to come up with the appropriate amount. The ECU of an Electronic Fuel Injection also determines when is the
right time to deliver the air and fuel ratio to the engine. This process is called injection duration or injection pulse width.
Most cars also have a built in control system in their ECU for idle speed. Idle speed is controlled through the programmable throttle stop. Aside
from idle speed, an ECU controls the ignition timing of an engine. This is done by adjusting the time when the spark ignition plug should be
sparked, resulting in better power.
The ECU system also controls the variable valve timing. This simply means that it controls when the valves will open. This is done to increase
performance and power of the car since the flow of air into the cylinder is maximized.
Based on the data gathered by the ECU sensors, it can basically control the engine's speed, coolant temperature, throttle angle and exhaust
oxygen content.
System Operation of a Fuel Injection ECU System
A fuel injection ECU works by pulsing or controlling the fuel injectors in the engine. This is done by switching the injector ground circuit on or off
depending on what is required by the engine. If the injector ground circuit is turned on the fuel is sprayed at the back of the intake valve.
When the fuel is sprayed, it mixes with the air. Due to the low pressures in the intake manifold, the fuel and air mixture then vaporizes. This is
where the fuel injection ECU sensor works. It gives a signal to the ECU to provide the right air and fuel ratio. The ratio of air and fuel mixture is
determined by the volume of air taken in by the engine and the engine's rpm. The sensors also provide the ECU with several other data including
workload, exhaust gas composition as well as engine and ambient temperatures. All of these data gathered by the ECU sensor determines the
amount of fuel needed to be injected and mixed with the incoming air.

Related Questions and Answers
What ECU Types are Available for Cars?

There are five main ECU types in use in automobiles these days. The ECU is the Electronic Control Unit, sometimes referred to as the Engine
Management System (EMS). This is the brain that controls the engine, telling the injectors how long to stay open, injecting fuel and telling the coil
when to send the spark to the plugs to ignite the fuel air mixture. The five basic types are Pre-OBD, OBD-0, OBD-O VTEC, OBD-1 and OBD-2. These
different types of control units can be identified by the connector design, and by using the part numbers on the computer case.
How Often should You Clean Car Fuel Injectors?
Clean car fuel injectors deliver a number of benefits. The most important benefit they deliver these days is more efficient use of the fuel, since
the fuel is atomized much better by a clean injector. Allowing it to more completely mix with the incoming air charge. All other benefits can be
attributed to this single fact. Clean injectors allow your engine to make better power, requiring less throttle pressure for a given speed.
Manufacturers recommend that you clean your injectors on a yearly basis or every 12,000 miles. IF you use a high quality detergent fuel, such as
those from Chevron, you can push that to every 18 months, though.
What is the Ideal ECU Idle Speed?
ECU idle speed is the speed that your engine runs at when you have you have your foot completely off the accelerator pedal. This is an important
setting for properly tuning a vehicle with an adjustable distributor, since idle speed affects the engine timing greatly. Optimal idle speed will
normally depend mostly on what type of transmission your car has. Most cars with an automatic transmission should idle at seven hundred RPM, at
operating temperature and the transmission in Park. Cars equipped with a manual transmission should be set to idle slightly higher in neutral,
around 800 RPM.
Engine Control Module: The Brains Of The Operation

The engine control module performs a wide variety of functions that are necessary to operate a vehicle.

The Engine Control Module (also called the Powertrain Control Module or PCM) is the brains of the engine management system. It controls the fuel
mixture, ignition timing, variable cam timing and emissions control. It constantly monitors emissions performance via its OBD (Onboard
Diagnostics) programming, and it oversees the operation of the fuel pump, engine cooling fan and charging system. It also interacts with the
transmission controller (if separate), ABS/traction/stability control system, body control module, climate control module and anti-theft system. In
short, the engine control module performs a wide variety of functions that are necessary to operate a vehicle.

The electronic components inside an engine control modules are fairly robust, but sometimes things can and do go wrong. Shorts in sensor circuits
may overload and damage the module. Problems with the modules power supply (too much voltage or not enough) or ground connections can
cause it to misbehave. Bad inputs from sensors or other modules may also cause it to malfunction. Corrosion, excessive heat and vibration also can
cause harm to the module.

When an engine control module fails, it may or may not set any Diagnostic Trouble Codes (DTCs). This can make troubleshooting difficult and often
results in misdiagnosis of a bad computer. Often the real problem is outside the computer such as a bad sensor, wiring fault, power relay or
voltage issue. Complete module failures are rare, but failures within the modules various subsystems and memory are more common. A shorted
fuel injector, for example, may overload and burn out the injector driver circuit within the engine control module. If the underlying cause is not
found and fixed, it can cause the replacement computer to fail, too.

If a bad computer has been accurately diagnosed, replacing it usually requires several steps. First, the replacement computer must be
programmed for the specific vehicle into which it will be installed (year, make, model, engine, VIN, trans, etc.). In some cases, the supplier of a
remanufactured module can perform this step by providing them with the necessary information. Or, the module can be programmed by the
technician using a J2534 pass-through device and scan tool. Programming requires professional expertise and special equipment, and is NOT
something a DIYer can do himself.

On older GM and Ford computers (1995 and pre-OBD II), the programming is on a calibration PROM (Program Read Only Memory) chip. The chip has
to be removed from the old computer and installed in the replacement computer.

On many vehicles, it is also necessary to perform a relearn procedure after the computer has been installed so the anti-theft system will recognize
the new computer otherwise the engine may not start.

Engine Control Unit

An ECU is a computer that runs the engine in all moderd day vehicles, Introduced in the early 1980s with the advent of electronic fuel injection
systems, these early systems where very primitive they just monitored the revolution of the engine, air flow in to the engine and engine
temperature. The ECU then used this information gathered from these sensors to inject the right amount of fuel at the right time. The
advantages of fuel injection over a carburettured engine was the degree of control that a computer had over fuel delivery, 1000s of times more
accurate than that of a carburetor.


In the present day an ECU is a very powerful control system capable of gathering hundreds of channels of information to control every aspect of
the engine, even its own efficiency.
The worse place in the world that you could put a sophisticated piece of electronics is under the bonnet of a car due to massive vibration,
constant heat variations and intense radio interference from the ignition system added to the fact that the manufacturers must produce on a
huge scale, this causes so many problems and design flaws with modern day ECUs.
Engine management system

Engine control unit

An engine management system is now very common or even required on both high end and regular vehicles. Its also common for people to use the
term Engine Control Unit (ECU) in place of engine management system.
The engine management system is basically an electronic control unit (ECU) which receives signals from various sensors, make calculations and
sends output signals to carry out various functions and operations within and around the engine.
The main reason for a proper engine management system is to reduce emissions and achieve better fuel economy.


4848 Vehicle Electrical & Electronic Controls
Sensors and Switches (Off Car)

In this blog I will be covering some of the sensors and switches found in most of todays cars. These sensors are very vital to the normal operation
of a vehicle.

Sensors and switches are used in most modern vehicles, their job is to relay such information as throttle position, engine temperature, coolant
temperature, amount of air flow, etc. to the Electronic Control Unit (ECU). The ECU then uses it to determine how to best mentain optimum
perfornace, fuel delivery (air/fuel ratio), reduce emissions etc..

Below is a summary, procedures, results and analasis of what each sensor outputs and likely causes of good and bad readings.

1. Throttle Position Sensor (TPS):

TPS: A TPS could either mean throttle postion sensor of throttle position switch. In this post we will be covering both.

Throttle Position Sensor (TPS): 4 Pin sensor

This is a potentiometer type sensorand it is made up of a variable resistor with a slide contact that moves up or down depending on how open or
closed the throttle is opens or closes (throttle angle).
Fig 1. Throttle Position Sensor
A typical TPS sensor generates 0.2V-4.5V. this voltages generated by throttle position is relayed to the ECU to determine how long the fuel
injectors stay open. At idle the TPS produces a voltage of about 0.6V and it inreases proportionally as the throttle angle increases. When throttle
is fully open the voltage can go as high as 4.5V.

Test Procedure:

Fig 3. 4 pin TPS Schematic Diagram
This type of TPS has 4 pins
VS (VC)-------Power supply (5V)
VTA/VTA1---Signal Return to ECU
Idle-------------Idle position
E2--------------Ground

Before starting the test I carried out a visual inspection of the unit and after that I cheched to see the condition of the pins visually and I also
connected them to my multimeter to check for continuity.

I connected the VS to my 5V power supply and E2 to ground. The signal pin (VTA) I connected it to my multimter red lead and black lead to
ground. After wiring the sensor I started to measure voltage generated by sensor with respect to throttle angle position.
Test Result:
Throttle Angle (Degrees) Voltage Output (Volts)
0 0.16
15 0.7
30 1.2
45 1.7
60 2.3
75 2.85
90 3.4

2. Throttle Position Switch (TPS):
This type of TPS a switch determines throttle position at idle or full throttle by connecting or disconnecting when throttle position changes.
This a 3 pin throttle position switch. It has 5V supply, signal, and ground.

While idling the throttle is almost closed and the resistance is high that is why the voltage reading is low about 0.4V. This is the available voltage
between signal and source and as the throttle opens the resistance between arm and the variable resistor gets smaller and smaller and therefore
the voltage increases.

From the graph we can see that at idle the resistance starts 0.4V and after opening the throttle about 5 degrees the resistance shoots up to OL
(over limit) and stays that way till fully closed.

On the other hand, at PSW, the resistance when closed starts at OL till the throttle opens to about 40 degrees that is when it drop to 0.4V and
stays there till fully closed.

3. Manifold Absolute Pressure (MAP)

Fig 4.
MAP sensor measures amount of pressure in the intake manifold and relays this information to the ECU which uses it to monitor fuel delivery with
regards to engine load, speed, and valve timing so as to control air/fuel ratio for improved fuel efficiency and emissions and overall vehicle
performance.
Normally at idle, a MAP sensor should read high vacuum, low pressure but low voltage output. When it is throttle is fully open (WOT) it should read
low vacuum, high pressure, and high voltage.
The MAP sensor has 3 pins. They VC (5V supply), ground, and signal. The sensor is connected to the 5V supply and then it is hooked up with a mity-
vac in order to apply vacuum.





The graph shows that voltage and vacuum are inversely proportional. The higher the vacuum the lower the voltage gets and vice versa. The highest
voltage output (5V) was when vacuum applied was lowest (Zero), and the lowest voltage output was 0.06V and that was when the vacuum was
highest 28.5 (In Hg) .
4. Mass Air Flow Sensor: Hot wire type Mass Flow Air Sensor:


MAF measures the amount in air going into the inlet valve and the ECU uses this input to determine
aif/fuel ratio and injector open/closed time.

A normal MAF sensor reads between 0.1V to 4.5. At idle it should be outputting about 1V to a peak voltage of about 4V-4.5V when accelerating.
The more air going through the MAF sensor the higher the voltage signal it is relaying back to the ECU .

Hot wire type MAF sensor is made up of two wires which are placed inside the air flow passage , and closely placed is a temperature sensor which
measures how hot the wires get. The wires are electrically connected and flows a small current which keeps is it hot. As air passes the two wires
they cooler and this leads to an increase in the current flowing through then in order to maintain the wires hot.
5. Engine Coolant Temperature Sensor (ECT):
Engine Coolant Sensor


Theory:
ECT) tells the ECU the coolant temperature and depending on how cold or hot the coolant is to determine the amount of injector open time.

When the engine is cold the ECU opens the the injectors for longer time in order to compensate for the fuel that condenses in the combustion
chamber therefore more fuel is required to stop the car from stalling. And as the coolant temperature increases the injector open time is shorter.

A normal ECT sensor voltage reading ranges between 0-5V. During cold starts the voltage reading is about 4.5V and as the engine reaches operating
temperature this reading drops to about 0.5V.

When the engine is cold the ECT voltage is high (4.5V) thus the ECT tells the ECU the need for more fuel in order to run rich and as the engine
warms up to operating temperature the reading goes down to 0.45-0.5V and now the sensor passes this data to the ECU in order for the engine
runs close to Stoichiometric range.

For example, if we had warmed-up engine reading of 4.5V , this would mean that the engine is running rich and would result in burning more fuel
and would cause engine to run rich and consequently impact fuel efficiency, bad emissins. On the other hand, a reading of 1.5V when engine is
clod would mean the engine is running too lean, not enough fuel to facilitate combustion and cause engine stall, run rough or cause starting
problems.

Therefore, precise balance of fuel and air ratio is important to achieve optimum performance, good fuel efficiency, and low emissions.

ECT sensor is a negative temperature coefficient (NTC) thermistor. That is as the the temperature of thermister increases the resistance of the
sensor decreases and vice versa.

Test Procedure:

Apparatus: Thermometer, pot, stove, water

Before putting the thermistor in the water I checked to make sure the internal resistance of the thermistor (sensor), it should normally read OL.
This sensor has two wires, I connected the sensor with a multimeter polarity does not matter since we are measuring resistance. We then put the
thermistor and the a thermometer in a pot of water and heating it slowly to near boiling temperature. The initial temperature of the water was 20
degrees.
Resistance Vs Temperature
Water Temperature (C) Resistance ()
20 2.5
30 1.76
40 1.25
50 0.88
60 0.6
70 0.45
80 0.33
90 0.24

Below is a summary and analysis of what each sensor outputs and likely causes of good and bad readings.
Reflection:
Coolant Temperature Sensor is negative temperature coefficient (NTC). This means that temperature is inversly proportional to temperature.

From the test reuslt we can see that when we raised the temperature of the thermister it is resistance decreased.

The Engine Coolant Temperature Sensor ("ECT" for short) measures the temperature of the coolant and feeds this data to the on-board computer.
The computer then uses this data to maintain optimum drive-ability especially while the engine is warming up and until it reaches operating
temperature.

When the engine is cold the coolant temperature sensor tells the On-board computer (ECU) to run a rich fuel mixture until the engine warms up
and reaches normal operating temperature.

The engine needs more fuel when the it is cold as the injector pintle sprays fuel into the combustion chamber for combustion to occur; some of
the fuel from the injector pintle liquefies as it hits the cold walls of the combustion chamber, therefore there won't be enough fuel to allow
combustion to take place. Hence, the sensor tells the ECU to provide more fuel during cold starts. Some of it will still liquefy but there would still
be enough amounts of vaporous fuels to allow combustion to take place
Automotive Safety Integrity Level
From Wikipedia, the free encyclopedia
This article is a discussion of ASIL as a means of classifying hazards, particularly to provide a context for comparison with other
methods of classifying hazards, risk, quality, or reliability. For a more thorough description of ASIL, methods of its assessment, and its
roles within ISO 26262 processes, see ISO 26262 (Automotive Safety Integrity Level).
Automotive Safety Integrity Level (ASIL) is a risk classification scheme defined by the ISO 26262 - Functional Safety for Road Vehicles
standard. This is an adaptation of theSafety Integrity Level used in IEC 61508 for the automotive industry. This classification helps defining
the safety requirements necessary to be in line with the ISO 26262 standard. The ASIL is established by performing a risk analysis of a
potential hazard by looking at the Severity, Exposure and Controllability of the vehicle operating scenario. The safety goal for that hazard in
turn carries the ASIL requirements.
There are four ASILs identified by the standard: ASIL A, ASIL B, ASIL C, ASIL D. ASIL D dictates the highest integrity requirements on the
product and ASIL A the lowest.
[1]
Hazards that are identified as QM do not dictate any safety requirements.
Hazard Analysis and Risk Assessment[edit]
Because of the reference to SIL and because the ASIL incorporate 4 levels of hazard with a 5th non-hazardous level, it is common in descriptions of
ASIL to compare its levels to the SIL levels and DO-178C Design Assurance Levels, respectively.
The determination of ASIL is the result of hazard analysis and risk assessment.
[2]
In the context of ISO 26262, a hazard is assessed based on the
relative impact of hazardous effects related to a system, as adjusted for relative likelihoods of the hazard manifesting those effects. That is, each
hazard is assessed in terms of severity of possible injuries within the context how much of the time a vehicle is exposed to the possibility of the
hazard happening as well as the relative likelihood that a typical driver can act to prevent the injury.
In short, ASIL refers both to risk and to risk-dependent requirements (standard minimal risk treatment for a given risk). Whereas risk may be
generally expressed as

or

ASIL may be similarly expressed as

illustrating the role of Exposure and Controllability in establishing relative probability, which is combined with Severity to form an expression of
risk.
Levels
The ASIL range from ASIL D, representing the highest degree of automotive hazard and highest degree of rigor applied in the assurance the
resultant safety requirements, to QM, representing application with no automotive hazards and, therefor, no safety requirements to manage under
the ISO 26262 safety processes. The intervening levels are simply a range of intermediate degrees of hazard and degrees of assurance required.
ASIL D
ASIL D, an abbreviation of Automotive Safety Integrity Level D, refers to the highest classification of initial hazard (injury risk) defined within ISO
26262 and to that standards most stringent level of safety measures to apply for avoiding an unreasonable residual risk.
[2]
In particular, ASIL D
represents likely potential for severely life-threatening or fatal injury in the event of a malfunction and requires the highest level of assurance
that the dependent safety goals are sufficient and have been achieved.
[2]

ASIL D is noteworthy, not only because of the elevated risk it represents and the exceptional rigor required in development, but because
automotive electrical, electronic, and software suppliers make claims that their products have been certified or otherwise accredited to ASIL
D,
[9][10][11]
ease development to ASIL D,
[12]
or are otherwise suitable to or supportive of development of items to ASIL D.
[13][14][15]
Any product able to
comply with ASIL D requirements would also comply with any lower level.
Comparison with Other Hazard Level Standards
Given ASIL is a relatively recent development, discussions of ASIL often compare its levels to levels defined in other well established safety or
quality management systems. In particular, the ASIL are compared to the SIL risk reduction levels defined in IEC 61805 and the Design Assurance
Levels used in the context of DO-178C and DO-254. While there are some similarities, it is important to also understand the differences.
Approximate cross-domain mapping of ASIL
Domain Domain Specific Safety Levels
Automotive (ISO 26262) QM ASIL-A ASIL-B/C ASIL-D
General (IEC-61508) (SIL-0) SIL-1 SIL-2 SIL-3 SIL-4
Aviation (DO-178/254) DAL-E DAL-D DAL-C DAL-B DAL-A
Railway (CENELEC 50126/128/129) (SIL-0) SIL-1 SIL-2 SIL-3 SIL-4

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