Description
The MIL is located on the instrument panel.
- The MIL will light up when the ignition switch is turned ON without the engine running. This is a bulb check. If the MIL does not light up, refer to «WARNING LAMPS»(ref-170082-S01529061422005010600000) in GAUGES & INSTRUMENT PANEL - TITAN article in ACCESSORIES & BODY, CAB, or see «MIL AND DATA LINK CONNECTOR»(ref-169809-S15476396932004121600000) in SYSTEM & COMPONENT TESTING - TITAN article.
- When the engine is started, the MIL should go off. If the MIL remains on, the on board diagnostic system has detected an engine system malfunction.
There are many operating conditions that lead to the malfunction of engine components. A good grasp of such conditions can make troubleshooting faster and more accurate.
In general, each customer feels differently about an incident. It is important to fully understand the symptoms or conditions for a customer complaint.
Utilize a diagnostic worksheet like the one on the next page in order to organize all the information for troubleshooting.
Some conditions may cause the MIL to come on steady or blink and DTC to be detected. Examples
Scheme 1
- Vehicle ran out of fuel, which caused the engine to misfire.
- Fuel filler cap was left off or incorrectly screwed on, allowing fuel to evaporate into the atmosphere.
Scheme 2
CONSULT-II has two kinds of triggers and they can be selected by touching "SETTING" in "DATA MONITOR" mode.
Scheme 3
- "AUTO TRIG" (Automatic trigger): The malfunction will be identified on the CONSULT-II screen in real time. In other words, DTC/1st trip DTC and malfunction item will be displayed if the malfunction is detected by ECM. At the moment a malfunction is detected by ECM, "MONITOR" in "DATA MONITOR" screen is changed to "Recording Data ... xx%" as shown at right, and the data after the malfunction detection is recorded. Then when the percentage reached 100%, "REAL-TIME DIAG" screen is displayed. If "STOP" is touched on the screen during "Recording Data ... xx%", "REAL-TIME DIAG" screen is also displayed. The recording time after the malfunction detection and the recording speed can be changed by "TRIGGER POINT" and "RECORDING SPEED". Refer to CONSULT-II OPERATION MANUAL.
- "MANU TRIG" (Manual trigger): DTC/1st trip DTC and malfunction item will not be displayed automatically on CONSULT-II screen even though a malfunction is detected by ECM. DATA MONITOR can be performed continuously even though a malfunction is detected.
Scheme 4
Operation
- "AUTO TRIG" While trying to detect the DTC/1st trip DTC by performing the DTC Confirmation Procedure, be sure to select to "DATA MONITOR (AUTO TRIG)" mode. You can confirm the malfunction at the moment it is detected. While narrowing down the possible causes, CONSULT-II should be set in "DATA MONITOR (AUTO TRIG)" mode, especially in case the incident is intermittent. When you are inspecting the circuit by gently shaking (or twisting) the suspicious connectors, components and harness in the DTC Confirmation Procedure, the moment a malfunction is found the DTC/1st trip DTC will be displayed. (Refer to INCIDENT SIMULATION TESTS in «HOW TO PERFORM EFFICIENT DIAGNOSIS FOR AN ELECTRICAL INCIDENT»(ref-215097-S25609390062006010900000) in GENERAL INFORMATION - TITAN article in GENERAL INFORMATION .)
- "MANU TRIG" If the malfunction is displayed as soon as "DATA MONITOR" is selected, reset CONSULT-II to "MANU TRIG". By selecting "MANU TRIG" you can monitor and store the data. The data can be utilized for further diagnosis, such as a comparison with the value for the normal operating condition.
Scheme 5
Generic Scan Tool (OBDII scan tool) complying with SAE J1978 has 8 different functions explained below.
ISO9141 is used as the protocol.
The name "GST" or "Generic Scan Tool" is used in this service manual.
Scheme 6
Scheme 7
Scheme 8
Scheme 9
Scheme 10
- Turn ignition switch OFF.
- Connect GST to data link connector, which is located under LH dash panel near the center console.
- Turn ignition switch ON.
- Enter the program according to instruction on the screen or in the operation manual. (*: Regarding GST screens in this section, sample screens are shown.)
- Perform each diagnostic mode according to each service procedure. For further information, see the GST Operation Manual of the tool maker.
The specification (SP) value indicates the tolerance of the value that is displayed in "DATA MONITOR (SPEC)" mode of CONSULT-II during normal operation of the Engine Control System. When the value in "DATA MONITOR (SPEC)" mode is within the SP value, the Engine Control System is confirmed OK. When the value in "DATA MONITOR (SPEC)" mode is NOT within the SP value, the Engine Control System may have one or more malfunctions.
The SP value is used to detect malfunctions that may affect the Engine Control System, but will not light the MIL.
The SP value will be displayed for the following three items
- B/FUEL SCHDL (The fuel injection pulse width programmed into ECM prior to any learned on board correction)
- A/F ALPHA-B1/B2 (The mean value of air-fuel ratio feedback correction factor per cycle)
- MAS A/F SE-B1 (The signal voltage of the mass air flow sensor)
Intermittent incidents (I/I) may occur. In many cases, the malfunction resolves itself (the part or circuit function returns to normal without intervention). It is important to realize that the symptoms described in the customer's complaint often do not recur on (1st trip) DTC visits. Realize also that the most frequent cause of I/I occurrences is poor electrical connections. Because of this, the conditions under which the incident occurred may not be clear. Therefore, circuit checks made as part of the standard diagnostic procedure may not indicate the specific malfunctioning area.
Scheme 11
CAN (Controller Area Network) is a serial communication line for real time application. It is an on-vehicle multiplex communication line with high data communication speed and excellent error detection ability. Many electronic control units are equipped onto a vehicle, and each control unit shares information and links with other control units during operation (not independent). In CAN communication, control units are connected with 2 communication lines (CAN H line, CAN L line) allowing a high rate of information transmission with less wiring. Each control unit transmits/receives data but selectively reads required data only.
Scheme 12
Component Description
The mass air flow sensor is placed in the stream of intake air. It measures the intake flow rate by measuring a part of the entire intake flow. The mass air flow sensor controls the temperature of the hot wire to a certain amount. The heat generated by the hot wire is reduced as the intake air flows around it. The more air, the greater the heat loss.
Therefore, the electric current supplied to the hot wire is changed to maintain the temperature of the hot wire as air flow increases. The ECM detects the air flow by means of this current change.
Scheme 13
The mass air flow sensor is placed in the stream of intake air. It measures the intake flow rate by measuring a part of the entire intake flow. The mass air flow sensor controls the temperature of the hot wire to a certain amount. The heat generated by the hot wire is reduced as the intake air flows around it. The more air, the greater the heat loss.
Therefore, the electric current supplied to the hot wire is changed to maintain the temperature of the hot wire as air flow increases. The ECM detects the air flow by means of this current change.
Scheme 14
The intake air temperature sensor is built-into mass air flow sensor. The sensor detects intake air temperature and transmits a signal to the ECM.
The temperature sensing unit uses a thermistor which is sensitive to the change in temperature. Electrical resistance of the thermistor decreases in response to the temperature rise.
Scheme 15
Scheme 16
Scheme 17
| CAUTION | Do not use ECM ground terminals when measuring input/output voltage. Doing so may result in damage to the ECM's transistor. Use a ground other than ECM terminals, such as the ground. |
Scheme 18
The engine coolant temperature sensor is used to detect the engine coolant temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine coolant temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.
Scheme 19
Scheme 20
Scheme 21
| CAUTION | Do not use ECM ground terminals when measuring input/output voltage. Doing so may result in damage to the ECM's transistor. Use a ground other than ECM terminals, such as the ground. |
Scheme 22
Fail-Safe Mode
When the malfunction is detected, the ECM enters fail-safe mode and the MIL lights up.
Scheme 23
Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. The throttle position sensor responds to the throttle valve movement.
The throttle position sensor has the two sensors. These sensors are a kind of potentiometers which transform the throttle valve position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the throttle valve and feed the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.
Scheme 24
Note. If DTC P0125 is displayed with P0117 or P0118, first perform the trouble diagnosis for DTC P0117 or P0118. Refer to DTC P0117, P0118 ECT SENSOR .
The engine coolant temperature sensor is used to detect the engine coolant temperature. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the engine coolant temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.
Scheme 25
Scheme 26
Scheme 27
| CAUTION | Do not use ECM ground terminals when measuring input/output voltage. Doing so may result in damage to the ECM's transistor. Use a ground other than ECM terminals, such as the ground. |
The intake air temperature sensor is built into mass air flow sensor. The sensor detects intake air temperature and transmits a signal to the ECM.
The temperature sensing unit uses a thermistor which is sensitive to the change in temperature. Electrical resistance of the thermistor decreases in response to the temperature rise.
Scheme 28
Scheme 29
Scheme 30
| CAUTION | Do not use ECM ground terminals when measuring input/output voltage. Doing so may result in damage to the ECM's transistor. Use a ground other than ECM terminals, such as the ground. |
Scheme 31
The heated oxygen sensor 2, after three way catalyst (manifold), monitors the oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the air fuel ratio (A/F) sensor 1 are shifted, the air-fuel ratio is controlled to stoichiometric, by the signal from the heated oxygen sensor 2.
This sensor is made of ceramic zirconia. The zirconia generates voltage from approximately 1V in richer conditions to 0V in leaner conditions.
Under normal conditions the heated oxygen sensor 2 is not used for engine control operation.
Scheme 32
The heated oxygen sensor 2, after three way catalyst (manifold), monitors the oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the air fuel ratio (A/F) sensor 1 are shifted, the air-fuel ratio is controlled to stoichiometric, by the signal from the heated oxygen sensor 2.
This sensor is made of ceramic zirconia. The zirconia generates voltage from approximately 1V in richer conditions to 0V in leaner conditions.
Under normal conditions the heated oxygen sensor 2 is not used for engine control operation.
Scheme 33
The fuel tank temperature sensor is used to detect the fuel temperature inside the fuel tank. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the fuel temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.
Scheme 34
Scheme 35
Scheme 36
| CAUTION | Do not use ECM ground terminals when measuring input/output voltage. Doing so may result in damage to the ECM's transistor. Use a ground other than ECM terminals, such as the ground. |
Scheme 37
The fuel tank temperature sensor is used to detect the fuel temperature inside the fuel tank. The sensor modifies a voltage signal from the ECM. The modified signal returns to the ECM as the fuel temperature input. The sensor uses a thermistor which is sensitive to the change in temperature. The electrical resistance of the thermistor decreases as temperature increases.
Scheme 38
Scheme 39
Scheme 40
| CAUTION | Do not use ECM ground terminals when measuring input/output voltage. Doing so may result in damage to the ECM's transistor. Use a ground other than ECM terminals, such as the ground. |
Scheme 41
Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. The throttle position sensor responds to the throttle valve movement.
The throttle position sensor has the two sensors. These sensors are a kind of potentiometers which transform the throttle valve position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the throttle valve and feed the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.
Scheme 42
The knock sensor is attached to the cylinder block. It senses engine knocking using a piezoelectric element. A knocking vibration from the cylinder block is sensed as vibrational pressure. This pressure is converted into a voltage signal and sent to the ECM.
Scheme 43
The crankshaft position sensor (POS) is located on the A/T assembly facing the gear teeth (cogs) of the signal plate. It detects the fluctuation of the engine revolution.
The sensor consists of a permanent magnet and Hall IC.
When the engine is running, the high and low parts of the teeth cause the gap with the sensor to change.
The changing gap causes the magnetic field near the sensor to change.
Due to the changing magnetic field, the voltage from the sensor changes.
The ECM receives the voltage signal and detects the fluctuation of the engine revolution.
Scheme 44
The camshaft position sensor (PHASE) senses the protrusion of exhaust valve cam sprocket to identify a particular cylinder. The camshaft position sensor (PHASE) senses the piston position.
When the crankshaft position sensor (POS) system becomes inoperative, the camshaft position sensor (PHASE) provides various controls of engine parts instead, utilizing timing of cylinder identification signals.
The sensor consists of a permanent magnet and Hall IC.
When engine is running, the high and low parts of the teeth cause the gap with the sensor to change.
The changing gap causes the magnetic field near the sensor to change.
Due to the changing magnetic field, the voltage from the sensor changes.
Scheme 45
Scheme 46
System Description
Note. If DTC P0441 is displayed with other DTC such as P2122, P2123, P2127, P2128 or P2138, first perform trouble diagnosis for other DTC.
Scheme 47
In this evaporative emission (EVAP) control system, purge flow occurs during non-closed throttle conditions. Purge volume is related to air intake volume. Under normal purge conditions (non-closed throttle), the EVAP canister purge volume control solenoid valve is open to admit purge flow. Purge flow exposes the EVAP control system pressure sensor to intake manifold vacuum.
The EVAP canister purge volume control solenoid valve uses a ON/OFF duty to control the flow rate of fuel vapor from the EVAP canister. The EVAP canister purge volume control solenoid valve is moved by ON/OFF pulses from the ECM. The longer the ON pulse, the greater the amount of fuel vapor that will flow through the valve.
Scheme 48
The EVAP canister vent control valve is located on the EVAP canister and is used to seal the canister vent.
This solenoid valve responds to signals from the ECM. When the ECM sends an ON signal, the coil in the solenoid valve is energized. A plunger will then move to seal the canister vent. The ability to seal the vent is necessary for the on board diagnosis of other evaporative emission control system components.
This solenoid valve is used only for diagnosis, and usually remains opened.
When the vent is closed, under normal purge conditions, the evaporative emission control system is depressurized and allows "EVAP Control System" diagnosis.
Scheme 49
Scheme 50
The EVAP control system pressure sensor detects pressure in the purge line. The sensor output voltage to the ECM increases as pressure increases.
Scheme 51
Scheme 52
The EVAP control system pressure sensor detects pressure in the purge line. The sensor output voltage to the ECM increases as pressure increases.
Scheme 53
Scheme 54
The EVAP control system pressure sensor detects pressure in the purge line. The sensor output voltage to the ECM increases as pressure increases.
Scheme 55
Scheme 56
The fuel level sensor is mounted in the fuel level sensor unit. The sensor detects a fuel level in the fuel tank and transmits a signal to the combination meter. The combination meter sends the fuel level sensor signal to the ECM through CAN communication line.
It consists of two parts, one is mechanical float and the other is variable resistor. Fuel level sensor output voltage changes depending on the movement of the fuel mechanical float.
Scheme 57
The fuel level sensor is mounted in the fuel level sensor unit. The sensor detects a fuel level in the fuel tank and transmits a signal to the combination meter. The combination meter sends the fuel level sensor signal to the ECM through CAN communication line.
It consists of two parts, one is mechanical float and the other is variable resistor. Fuel level sensor output voltage changes depending on the movement of the fuel mechanical float.
Scheme 58
The fuel level sensor is mounted in the fuel level sensor unit. The sensor detects a fuel level in the fuel tank and transmits a signal to the combination meter. The combination meter sends the fuel level sensor signal to the ECM through CAN communication line.
It consists of two parts, one is mechanical float and the other is variable resistor. Fuel level sensor output voltage changes depending on the movement of the fuel mechanical float.
Scheme 59
Note. If DTC P0500 is displayed with DTC U1000 or U1001, first perform the trouble diagnosis for DTC U1000, U1001. Refer to DTC U1000, U1001 CAN COMMUNICATION LINE .
The vehicle speed signal is sent to the combination meter from the "ABS actuator and electric unit (control unit)" by CAN communication line. The combination meter then sends a signal to the ECM by CAN communication line.
Scheme 60
Note. If DTC P0506 is displayed with other DTC, first perform the trouble diagnosis for the other DTC.
The ECM controls the engine idle speed to a specified level through the fine adjustment of the air, which is let into the intake manifold, by operating the electric throttle control actuator. The operating of the throttle valve is varied to allow for optimum control of the engine idling speed. The crankshaft position sensor (POS) detects the actual engine speed and sends a signal to the ECM.
The ECM controls the electric throttle control actuator so that the engine speed coincides with the target value memorized in the ECM. The target engine speed is the lowest speed at which the engine can operate steadily. The optimum value stored in the ECM is determined by taking into consideration various engine conditions, such as during warming up, deceleration, and engine load (air conditioner, power steering and cooling fan operation, etc.).
Scheme 61
Note. If DTC P0507 is displayed with other DTC, first perform the trouble diagnosis for the other DTC.
The ECM controls the engine idle speed to a specified level through the fine adjustment of the air, which is let into the intake manifold, by operating the electric throttle control actuator. The operating of the throttle valve is varied to allow for optimum control of the engine idling speed. The crankshaft position sensor (POS) detects the actual engine speed and sends a signal to the ECM.
The ECM controls the electric throttle control actuator so that the engine speed coincides with the target value memorized in the ECM. The target engine speed is the lowest speed at which the engine can operate steadily. The optimum value stored in the ECM is determined by taking into consideration various engine conditions, such as during warming up, deceleration, and engine load (air conditioner, power steering and cooling fan operation, etc.).
Scheme 62
Power steering pressure (PSP) sensor is installed to the power steering high-pressure tube and detects a power steering load. This sensor is a potentiometer which transforms the power steering load into output voltage, and emits the voltage signal to the ECM. The ECM controls the electric throttle control actuator and adjusts the throttle valve opening angle to increase the engine speed and adjusts the idle speed for the increased load.
Scheme 63
The ECM consists of a microcomputer and connectors for signal input and output and for power supply. The ECM controls the engine.
Scheme 64
Battery voltage is supplied to the ECM even when the ignition switch is turned OFF for the ECM memory function of the DTC memory, the air-fuel ratio feedback compensation value memory, the idle air volume learning value memory, etc.
Scheme 65
Scheme 66
Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc.
The throttle control motor is operated by the ECM and it opens and closes the throttle valve.
The throttle position sensor detects the throttle valve position, and the opening and closing speed of the throttle valve and feeds the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.
Note. If DTC P1122 is displayed with DTC P1121 or 1126, first perform the trouble diagnosis for DTC P1121 or P1126. Refer to DTC P1121 ELECTRIC THROTTLE CONTROL ACTUATOR or DTC P1124, P1126 THROTTLE CONTROL MOTOR RELAY .
Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. The throttle control motor is operated by the ECM and it opens and closes the throttle valve. The current opening angle of the throttle valve is detected by the throttle position sensor and it provides feedback to the ECM to control the throttle control motor to make the throttle valve opening angle properly in response to driving condition.
Power supply for the throttle control motor is provided to the ECM via throttle control motor relay. The throttle control motor relay is ON/OFF controlled by the ECM. When the ignition switch is turned ON, the ECM sends an ON signal to throttle control motor relay and battery voltage is provided to the ECM. When the ignition switch is turned OFF, the ECM sends an OFF signal to throttle control motor relay and battery voltage is not provided to the ECM.
The throttle control motor is operated by the ECM and it opens and closes the throttle valve.
The current opening angle of the throttle valve is detected by the throttle position sensor and it provides feedback to the ECM to control the throttle control motor to make the throttle valve opening angle properly in response to driving condition.
The heated oxygen sensor 2, after three way catalyst (manifold), monitors the oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the air fuel ratio (A/F) sensor 1 are shifted, the air-fuel ratio is controlled to stoichiometric, by the signal from the heated oxygen sensor 2.
This sensor is made of ceramic zirconia. The zirconia generates voltage from approximately 1V in richer conditions to 0V in leaner conditions.
Under normal conditions the heated oxygen sensor 2 is not used for engine control operation.
Scheme 67
The heated oxygen sensor 2, after three way catalyst (manifold), monitors the oxygen level in the exhaust gas on each bank.
Even if switching characteristics of the air fuel ratio (A/F) sensor 1 are shifted, the air-fuel ratio is controlled to stoichiometric, by the signal from the heated oxygen sensor 2.
This sensor is made of ceramic zirconia. The zirconia generates voltage from approximately 1V in richer conditions to 0V in leaner conditions.
Under normal conditions the heated oxygen sensor 2 is not used for engine control operation.
Scheme 68
The malfunction information related to TCS is transferred through the CAN communication line from "ABS actuator and electric unit (control unit)" to ECM.
Be sure to erase the malfunction information such as DTC not only for "ABS actuator and electric unit (control unit)" but also for ECM after TCS related repair.
Note. If DTC P1212 is displayed with DTC U1000 or U1001, first perform the trouble diagnosis for DTC U1000, U1001. Refer to DTC U1000, U1001 CAN COMMUNICATION LINE .
This CAN communication line is used to control the smooth engine operation during the TCS operation. Pulse signals are exchanged between ECM and "ABS actuator and electric unit (control unit)".
Be sure to erase the malfunction information such as DTC not only for "ABS actuator and electric unit (control unit)" but also for ECM after TCS related repair.
Note. If DTC P1217 is displayed with DTC U1000 or U1001, first perform the trouble diagnosis for DTC U1000, U1001. Refer to DTC U1000, U1001 CAN COMMUNICATION LINE .
Scheme 69
The ECM controls the cooling fan corresponding to the vehicle speed, engine coolant temperature, refrigerant pressure, and air conditioner ON signal. The control system has 2-step control [ON/OFF].
Scheme 70
Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. The throttle position sensor responds to the throttle valve movement.
The throttle position sensor has the two sensors. These sensors are a kind of potentiometers which transform the throttle valve position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the throttle valve and feed the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.
Scheme 71
Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. The throttle position sensor responds to the throttle valve movement.
The throttle position sensor has the two sensors. These sensors are a kind of potentiometers which transform the throttle valve position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the throttle valve and feed the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.
Scheme 72
The air fuel ratio (A/F) sensor 1 is a planar dual-cell limit current sensor. The sensor element of the A/F sensor 1 is the combination of a Nernst concentration cell (sensor cell) with an oxygen-pump cell, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement lambda = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide lambda range (0.7 < lambda < air).
The exhaust gas components diffuse through the diffusion gap at the electrode of the oxygen pump and Nernst concentration cell, where they are brought to thermodynamic balance.
Scheme 73
An electronic circuit controls the pump current through the oxygen-pump cell so that the composition of the exhaust gas in the diffusion gap remains constant at lambda = 1. Therefore, the A/F sensor 1 is able to indicate air/fuel ratio by this pumping of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of 700 - 800°C (1,292 - 1,472°F).
Scheme 74
The air fuel ratio (A/F) sensor 1 is a planar dual-cell limit current sensor. The sensor element of the A/F sensor 1 is the combination of a Nernst concentration cell (sensor cell) with an oxygen-pump cell, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement lambda = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide lambda range (0.7 < lambda < air).
The exhaust gas components diffuse through the diffusion gap at the electrode of the oxygen pump and Nernst concentration cell, where they are brought to thermodynamic balance.
Scheme 75
An electronic circuit controls the pump current through the oxygen-pump cell so that the composition of the exhaust gas in the diffusion gap remains constant at lambda = 1. Therefore, the A/F sensor 1 is able to indicate air/fuel ratio by this pumping of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of 700 - 800°C (1,292 - 1,472°F).
Scheme 76
The air fuel ratio (A/F) sensor 1 is a planar dual-cell limit current sensor. The sensor element of the A/F sensor 1 is the combination of a Nernst concentration cell (sensor cell) with an oxygen-pump cell, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement lambda = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide lambda range (0.7 < lambda < air).
The exhaust gas components diffuse through the diffusion gap at the electrode of the oxygen pump and Nernst concentration cell, where they are brought to thermodynamic balance.
Scheme 77
An electronic circuit controls the pump current through the oxygen-pump cell so that the composition of the exhaust gas in the diffusion gap remains constant at lambda = 1. Therefore, the A/F sensor 1 is able to indicate air/fuel ratio by this pumping of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of 700 - 800°C (1,292 - 1,472°F).
Scheme 78
The air fuel ratio (A/F) sensor 1 is a planar dual-cell limit current sensor. The sensor element of the A/F sensor 1 is the combination of a Nernst concentration cell (sensor cell) with an oxygen-pump cell, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement lambda = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide lambda range (0.7 < lambda < air).
The exhaust gas components diffuse through the diffusion gap at the electrode of the oxygen pump and Nernst concentration cell, where they are brought to thermodynamic balance.
Scheme 79
An electronic circuit controls the pump current through the oxygen-pump cell so that the composition of the exhaust gas in the diffusion gap remains constant at lambda = 1. Therefore, the A/F sensor 1 is able to indicate air/fuel ratio by this pumping of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of 700 - 800°C (1,292 - 1,472°F).
Scheme 80
The air fuel ratio (A/F) sensor 1 is a planar dual-cell limit current sensor. The sensor element of the A/F sensor 1 is the combination of a Nernst concentration cell (sensor cell) with an oxygen-pump cell, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement lambda = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide lambda range (0.7 < lambda < air).
The exhaust gas components diffuse through the diffusion gap at the electrode of the oxygen pump and Nernst concentration cell, where they are brought to thermodynamic balance.
Scheme 81
An electronic circuit controls the pump current through the oxygen-pump cell so that the composition of the exhaust gas in the diffusion gap remains constant at lambda = 1. Therefore, the A/F sensor 1 is able to indicate air/fuel ratio by this pumping of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of 700 - 800°C (1,292 - 1,472°F).
Scheme 82
The air fuel ratio (A/F) sensor 1 is a planar dual-cell limit current sensor. The sensor element of the A/F sensor 1 is the combination of a Nernst concentration cell (sensor cell) with an oxygen-pump cell, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement lambda = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide lambda range (0.7 < lambda < air).
The exhaust gas components diffuse through the diffusion gap at the electrode of the oxygen pump and Nernst concentration cell, where they are brought to thermodynamic balance.
Scheme 83
An electronic circuit controls the pump current through the oxygen-pump cell so that the composition of the exhaust gas in the diffusion gap remains constant at lambda = 1. Therefore, the A/F sensor 1 is able to indicate air/fuel ratio by this pumping of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of 700 - 800°C (1,292 - 1,472°F).
Scheme 84
The air fuel ratio (A/F) sensor 1 is a planar dual-cell limit current sensor. The sensor element of the A/F sensor 1 is the combination of a Nernst concentration cell (sensor cell) with an oxygen-pump cell, which transports ions. It has a heater in the element.
The sensor is capable of precise measurement lambda = 1, but also in the lean and rich range. Together with its control electronics, the sensor outputs a clear, continuous signal throughout a wide lambda range (0.7 < lambda < air).
The exhaust gas components diffuse through the diffusion gap at the electrode of the oxygen pump and Nernst concentration cell, where they are brought to thermodynamic balance.
Scheme 85
An electronic circuit controls the pump current through the oxygen-pump cell so that the composition of the exhaust gas in the diffusion gap remains constant at lambda = 1. Therefore, the A/F sensor 1 is able to indicate air/fuel ratio by this pumping of current. In addition, a heater is integrated in the sensor to ensure the required operating temperature of 700 - 800°C (1,292 - 1,472°F).
Scheme 86
The EVAP canister purge volume control solenoid valve uses a ON/OFF duty to control the flow rate of fuel vapor from the EVAP canister. The EVAP canister purge volume control solenoid valve is moved by ON/OFF pulses from the ECM. The longer the ON pulse, the greater the amount of fuel vapor that will flow through the valve.
Scheme 87
The EVAP canister vent control valve is located on the EVAP canister and is used to seal the canister vent.
This solenoid valve responds to signals from the ECM. When the ECM sends an ON signal, the coil in the solenoid valve is energized. A plunger will then move to seal the canister vent. The ability to seal the vent is necessary for the on board diagnosis of other evaporative emission control system components.
This solenoid valve is used only for diagnosis, and usually remains opened.
When the vent is closed, under normal purge conditions, the evaporative emission control system is depressurized and allows EVAP Control System diagnosis.
Scheme 88
Scheme 89
ASCD steering switch has variant values of electrical resistance for each button. ECM reads voltage variation of switch, and determines which button is operated.
Refer to AUTOMATIC SPEED CONTROL DEVICE (ASCD) in CRUISE CONTROL SYSTEMS - TITAN article for the ASCD function.
Scheme 90
When the brake pedal is depressed, ASCD brake switch is turned OFF and stop lamp switch is turned ON. ECM detects the state of the brake pedal by this input of two kinds (ON/OFF signal).
Refer to AUTOMATIC SPEED CONTROL DEVICE (ASCD) in CRUISE CONTROL SYSTEMS - TITAN article for the ASCD function.
Scheme 91
The ECM receives two vehicle speed sensor signals via CAN communication line. One is sent from combination meter and the other is from TCM (Transmission Control Module). The ECM uses these signals for ASCD control. Refer to AUTOMATIC SPEED CONTROL DEVICE (ASCD) in CRUISE CONTROL SYSTEMS - TITAN article for ASCD functions.
When the gear position is P or N, park/neutral position (PNP) switch is ON.
TCM detects the position because the continuity of the line (the ON signal) exists.
Then the TCM sends the PNP switch signal to the ECM via combination meter.
Brake switch signal is applied to the ECM through the stop lamp switch when the brake pedal is depressed. This signal is used mainly to decrease the engine speed when the vehicle is driving.
The accelerator pedal position sensor is installed on the upper end of the accelerator pedal assembly. The sensor detects the accelerator position and sends a signal to the ECM.
Accelerator pedal position sensor has two sensors. These sensors are a kind of potentiometers which transform the accelerator pedal position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the accelerator pedal and feed the voltage signals to the ECM. The ECM judges the current opening angle of the accelerator pedal from these signals and controls the throttle control motor based on these signals.
Scheme 92
Idle position of the accelerator pedal is determined by the ECM receiving the signal from the accelerator pedal position sensor. The ECM uses this signal for the engine operation such as fuel cut.
The accelerator pedal position sensor is installed on the upper end of the accelerator pedal assembly. The sensor detects the accelerator position and sends a signal to the ECM.
Accelerator pedal position sensor has two sensors. These sensors are a kind of potentiometers which transform the accelerator pedal position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the accelerator pedal and feed the voltage signals to the ECM. The ECM judges the current opening angle of the accelerator pedal from these signals and controls the throttle control motor based on these signals.
Scheme 93
Idle position of the accelerator pedal is determined by the ECM receiving the signal from the accelerator pedal position sensor. The ECM uses this signal for the engine operation such as fuel cut.
Electric throttle control actuator consists of throttle control motor, throttle position sensor, etc. The throttle position sensor responds to the throttle valve movement.
The throttle position sensor has the two sensors. These sensors are a kind of potentiometers which transform the throttle valve position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the throttle valve and feed the voltage signals to the ECM. The ECM judges the current opening angle of the throttle valve from these signals and the ECM controls the throttle control motor to make the throttle valve opening angle properly in response to driving condition.
Scheme 94
The accelerator pedal position sensor is installed on the upper end of the accelerator pedal assembly. The sensor detects the accelerator position and sends a signal to the ECM.
Accelerator pedal position sensor has two sensors. These sensors are a kind of potentiometers which transform the accelerator pedal position into output voltage, and emit the voltage signal to the ECM. In addition, these sensors detect the opening and closing speed of the accelerator pedal and feed the voltage signals to the ECM. The ECM judges the current opening angle of the accelerator pedal from these signals and controls the throttle control motor based on these signals.
Scheme 95
Idle position of the accelerator pedal is determined by the ECM receiving the signal from the accelerator pedal position sensor. The ECM uses this signal for the engine operation such as fuel cut.