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The structure and operation is basically the same as that of 4B10 engine. Refer to GROUP
13B - Multipoint Fuel Injection (MPI) - Sensor  .
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The structure and operation is basically the same as that of 4B10 engine intake air temperature
sensor. Refer to GROUP 13B - Multipoint Fuel Injection (MPI) - Sensor .
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The manifold absolute pressure sensor is installed in the inlet manifold. Manifold absolute
pressure sensor uses a piezo resistive semiconductor to output the voltage according to manifold
absolute pressure to engine-ECU. Engine-ECU uses this output voltage to compensate fuel injection
volume according to manifold absolute pressure. Sensor properties are as shown in the figure.
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No. 2 intake air temperature sensor is installed in the inlet manifold. No. 2 intake air
temperature sensor detects intake air temperature in the inlet manifold through thermistor’s resistance
change and outputs the voltage according to intake air temperature in the inlet manifold to
engine-ECU. Engine-ECU uses this output voltage to compensate fuel injection control. Sensor
properties are as shown in the figure.
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The structure and operation is basically the same as that of 4A91 engine. Refer to GROUP
13A - Multipoint Fuel Injection (MPI) - Sensor .
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The throttle position sensor is installed in the throttle body. Throttle position sensor
outputs voltage to engine-ECU based on the throttle shaft rotation angle. Engine-ECU uses this
signal to detect the throttle valve opening angle to perform throttle valve control servo feedback
control. This throttle position sensor uses Hall IC and is a non-contact type.
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Throttle position sensor is composed of a permanent magnet fixed on the throttle shaft,
Hall IC that outputs voltage according to magnetic flux density and a stator that efficiently
introduces magnetic flux from the permanent magnet to Hall IC.
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Magnetic flux density at Hall IC is proportional to the output voltage.
Throttle position sensor has 2 output systems - throttle position sensor (main)
and throttle position sensor (sub), and the output voltage is output to engine-ECU. When throttle
valve turns, output voltage of throttle position sensor (main) and throttle position sensor
(sub) changes. This allows engine-ECU to detect actual throttle opening angle. Engine-ECU uses
this output voltage for throttle valve control servo feedback control. Also, engine-ECU compares
output voltage of the throttle position sensor (main) and throttle position sensor (sub) to check
for abnormality in the throttle position sensor. The relationship between throttle opening angle
and output voltage of the throttle position sensor (main) and throttle position sensor (sub)
is as shown in the figure below.
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The structure and operation is basically the same as that of 4A91 engine. Refer to GROUP
13A - Multipoint Fuel Injection (MPI) - Sensor .
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Oxygen sensors are installed in the front exhaust pipe and in the catalytic converter.
Oxygen sensor has a built-in heater to help early activation of the sensor. This allows feedback
control of air-fuel ratio soon after engine start.
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This sensor uses the oxygen concentration cell principle of solid electrolyte (zirconia)
and displays the property of sudden change in output voltage near theoretical air-fuel ratio.
This property is used to detect oxygen density in exhaust gas. Feedback to engine-ECU allows
it to judge whether air-fuel ratio is rich or lean compared to theoretical air-fuel ratio.
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This allows engine-ECU precise feedback control to get theoretical air-fuel ratio with
best cleaning efficiency of 3-way catalytic converter.
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A crank angle sensor is installed on the intake side of the cylinder block. The crank
angle sensor monitors rotation of crankshaft sensing ring (36 teeth including 3 missing teeth) installed
on the crankshaft and converts to voltage (pulse signal) that is output to engine-ECU. Engine-ECU
uses crank angle sensor’s output pulse to detect crankshaft position.
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The crank angle sensor uses a magnetic resistance element. When the vane of the crankshaft-sensing
ring passes the front surface of the magnetic resistance element, the flux from the magnet passes
the magnetic resistance element. Thus, resistance of the magnetic resistance element increases.
When the vane of the crankshaft-sensing ring does not pass the front surface of the magnetic
resistance element, the flux from the magnet does not pass the magnetic resistance element and
the resistance decreases. The crank angle sensor converts this change in resistance of the magnetic
resistance element to a 5 V pulse signal and outputs it to engine-ECU.
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The structure and operation is basically the same as that of 4B10 engine. Refer to GROUP
13B - Multipoint Fuel Injection (MPI) - Sensor .
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The structure and operation is basically the same as that of 4B10 engine. Refer to GROUP
13B - Multipoint Fuel Injection (MPI) - Sensor .
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The structure and operation is basically the same as that of 4B10 engine. Refer to GROUP
13B - Multipoint Fuel Injection (MPI) - Sensor .
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The structure and operation is basically the same as that of 4B10 engine. Refer to GROUP
13B - Multipoint Fuel Injection (MPI) - Sensor .
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The structure and operation is basically the same as that of 4B10 engine. Refer to GROUP
13B - Multipoint Fuel Injection (MPI) - Sensor .
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A power steering fluid pressure switch is installed on the power steering oil pump. The
power steering fluid pressure switch uses a contact switch to detect the power steering fluid pressure.
When power steering fluid pressure rises due to operation of the steering wheel, the power steering
fluid pressure switch outputs an ON signal to engine-ECU. Engine-ECU performs idle-up according
to the voltage and prevents reduction in engine speed due to power steering load and so maintains
stable idle speed.
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Alternator turns ON/OFF the power transistor in the voltage regulator to adjust current
flow in the field coil according to alternator output current. In this way alternator output
voltage is kept adjusted (to about 14.4 V). The ratio of power transistor ON time (ON duty)
is output from alternator FR terminal to engine-ECU. Engine-ECU uses this signal to detect alternator output
current and drives throttle valve control servo according to output current (electric load).
This prevents change in idle speed due to electric load and helps maintain stable idle speed.
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After turning on the ignition switch, the current is input by the engine-ECU to the alternator
L terminal. This allows the voltage regulator to be on and the field coil to be excited. When
the alternator rotates in this situation, the voltage is excited in the stator coil and the
current is output from B-terminal through the commutation diode. Also the generated voltage
is input to the voltage regulator through the commutation diode. After the electric generation
begins, the current is supplied to the field coil from this circuit. In addition, the generated
voltage is output from the alternator L terminal to the engine-ECU. This allows the engine-ECU
to detect that the electric generation begins. The engine-ECU outputs the ON signal to the combination meter
through the CAN and then turns off the charge warning lamp.
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