06.05.

2011 Chonan Technical Training Center

ECM Input/Output
Mass Air Flow Sensor(MAF)

The air flow sensor, installed between the air cleaner assembly and the throttle body assembly, consists of the
heater device for keeping the constant relative temperature difference and the sensor device for measuring the air
flow rate, and detect the balance of heat loss on hot film as circuit current increment. The ECM can calculate the
mass air flow rate to engine, and this is the most basic and important value for engine control in injection duration
and ignition timing calculation.

Mass Air Flow Sensor(MAF)

Sensor Signal Characteristic

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06.05.2011 Chonan Technical Training Center

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Secondary Enable Time MIL MIL
Strategy Threshold Value
System Code criteria Parameters Conditions Required Illum. On
Description
Short to
MAF_KGH_MES
Voltage GND or Line 2nd.
> 520kg/h Time after 100
P0100 Range Break > 1 sec Driving Y
start msec.
check Short to MAF_KGH_MES cycle
Battery < 1kg/h
Engine
tbd
speed
Mass Air Stable MAF tbd
flow sensor Battery
(MAF) > 11 V
voltage
MAFmeas. - 2nd.
Rationality Meas. - Model > Lambda -
P0101 MAFmodel > Driving
check tbd regulation Y
thd. cycle
active
Coolant
> 76°C
temp.
No relevant
failure

Throttle Position sensor(TPS)

This is a rotary potentiometer mounted on throttle body assembly.

This sensor having gold coated terminals provides throttle angle information to the ECM to be used for the detection
of engine status such as idle, part load, full throttle condition and anti-jerk condition and acceleration fuel enrichment
correction.

Throttle Position sensor(TPS)

Sensor Signal Characteristic

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06.05.2011 Chonan Technical Training Center

Parts Diagnosis by ECM

Monitoring
Component Fault Threshold Secondary Enable Time MIL MIL
Strategy Malfunction criteria
System Code Value Parameters Conditions Required Illum. On
Description
TPS <
Short to Battery 2nd.
Voltage 0,14 V Battery 100
P0120 > 10 V Driving Y
Range check Short to Battery or TPS > voltage msec.
cycle
Line Break 4,86 V
Engine
tbd
speed
Stable MAP
: Gradient < tbd
Throttle thd.
Position Battery
(TPS) MAFmeas. - Meas. - > 11 V 2nd.
Rationality voltage
P0121 MAFmodel > thd. Model > - Driving
check Lambda Y
AND Fuel system tbd cycle
error regulation
active
Coolant
> 76°C
temp.
No relevant
failure

Intake Air Temperature Sensor(IAT)

The intake air temperature sensor is installed on the surge tank. This sensor measures the air temperature of surge
tank and this temperature is used for injection time correction(Cold post start correction), ignition angle
correction(Air temperature correction), idle speed correction(Air-density correction).

Electric Circuit

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Sensor Signal Characteristic

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL MIL
Strategy
System Code criteria Value Parameters Conditions Required Illum. On
Description
Short to TIA >
Battery voltage > 10 V
Ground 127.5°C 2nd.
Intake Air Voltage
P0110 5 sec. Driving Y
Temperature Range check Short to TIA < -
Time after Start
Battery or in case of SCB 600 sec. cycle
(TIA) 38.25°C
Line Break or OL

COOLANT TEMPERATURE SENSOR

The coolant temperature sensor integrated heat gauge is installed in the thermostat housing. This sensor having
gold coated terminals provides information of coolant temperature to the ECM for controlling,

Injection time and ignition timing during cranking & warm-up & hot condition
ISC actuator to keep nominal idle engine speed
Cooling & condenser fan etc.

Electric Circuit

*:Gold coated terminal

Coolant Temperature Sensor

Sensor Signal Characteristic
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06.05.2011 Chonan Technical Training Center
Sensor Signal Characteristic

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL MIL
Strategy
System Code criteria Value Parameters Conditions Required Illum. On
Description
Short to
TPS<0,14v
Voltage Battery 2nd
Battery 100
P0115 Range Short to >10V driving Y
voltage msec.
Engine check Battery or Line tps>4,86V cycle
Coolant Break
Temperature TCOmodel Thd.
(TCO) 10-30 min
increase depends on 2nd.
depending
P0116 Signal >Thd. But Coolant Battery >10V Driving Y
Stuck TCO meas. Start voltage on Start cycle
increase<Thd. Temperature temp.

Heated TiO2 Sensor

There are O2 sensors in a vehicle, these are installed in front of the each bank of catalyst.
The O2 sensors is consists of Titania type sensing element and heater. The resistance of sensing element is
changing greatly according to the richness of exhaust gas, and this difference to reference resistance in ECM reflect
lean or rich status.
For each bank(1/2), ECM can control the fuel injection rate separately with the feedback of each front O2 sensor
signals, and the desired air/fuel ratio which provide the best conversion efficiency is achieved.
And, the O2 sensor tip temperature is controlled to 700deg.C to get reliable sensor signal output by O2 heater feed
back control function.

Heated TiO2 Sensor

Electric Circuit

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Heated TiO2 Sensor

Sensor Signal Characteristic

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Heated TiO2 Sensor

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL MIL
Strategy
System Code criteria Value Parameters Conditions Required Illum. On
Description
Lambda
regulation
on
Maximum
Short VLS_UP<0,02V +40%
and Sensor Limit
Circuit to 25 sec.
Element Canister
Ground Sd > 10V
Resistance Purge valve
<20 Ohm closed
Battery
voltage No
relevant
Upstream
Voltage failure 2nd
O2 sensor Battery
P0130 Range Driving Y
Malfunction voltage, No
check Short cycle
(VLS_UP) relevant 100
Circuit to VLS_UP> 1.4V > 10V
failure No mse.
Battery
relevant
failure
Nominal
Heating
Phase
0,5V>VLS_UP>
Lambda
Line Break 0,4 V during 25 25 sec.
control
sec.
acive > 10V
Battery
voltage
Short to
Upstream Ground Battery
> 10V 2nd
O2sensor Electrica voltage
P0135 Short to - 2% 10 sec. Driving Y
Heater Check Heater
Battery <LSHPWM_up cycle
Malfunction Power
Line Break
Nominal O2
sensor
heating
phase O2
sensor
Heater
PWM 1%
Evaluate O2 <PWM
O2 sensor
sensor <95% Time
FTP Element
Up stream Element after Start 1% <PWM<
Emission> Resistance > 2nd.
O2sensor Temperature elapsed (to 95% 240 sec.
P0030 1,5 1700 Ohm 5 min. Driving Y
Heater via perform <650°C
*Emission (Element cycle
Malfunction measuring OBDI diag) 16V > VB 11V
Standard Temperature <
Element Exhaust
500°C)
Resistance gas
temperature
model No
relevant
failure
Battery
voltage

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Crankshaft position Sensor(CKP)

The crankshaft position sensor detects and counts the tooth on teeth target wheel(60-2) and provides ECM with the
information on the current position of crank angle and cylinder, and also the duration of each tooth and segment. So
injection and ignition could be activated exactly in desired crank angle and current engine speed could be calculated
also.

Electric Circuit

Crankshaft position Sensor(CKP)

Output Characteristic

Crankshaft position Sensor(CKP)

Output Characteristic

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Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL MIL
Strategy
System Code criteria Value Parameters Conditions Required Illum. On
Description
Valid Crankshaft Teeth
not detected whereas
Camshaft Signal is Camshaft
signal valid Before
Check valid Can not detect
Crankshaft synchronisation
Crankshaft TDC with valid Immedi
Position P0335 Crankshaft Teeth and 5 tev. Y
Signal ate
Sensor Camshaft Teeth Battery
Switching
Voltage >
Numder of Crankshaft 10V After
Teeth not corret within
synchronisation
one revolution

Knock Sensor(Bank 1 / 2)
Two knock sensors are installed on each bank, detecting knock occurrence of each individual cylinders. Knock
sensor signals are processed with filtering, signal noise level calculation and final decision of knock by comparing
the noise level with calculated noise level threshold.
When knock is detected, ignition timings of corresponding cylinder are retarded by defined value, different engine
operating conditions, and advanced again with delay and increment slop.

Electric Circuit

Knock Sensor
Output Characteristic

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06.05.2011 Chonan Technical Training Center

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL MIL
Strategy
System Code criteria Value Parameters Conditions Required Illum. On
Description
Engine
Check 1600 rpm
speed
Knock difference
2nd.
sensor Plausability Knock 160
P0325 < 0,049 V Engine load > 1 min. Driving Y
Circuit check Signal - mg/STK
cycle
Malfunction Noise
Level No relevant
failure

Idle Speed Actuator(ISA)

Idle speed actuator controls the proper intake air amount to keep nominal idle engine speed and to avoid
uncompleted combustion in closed throttle condition.
The ISA opening value is concluded by Coolant temperature, Engine load(A/C, Fans, Drive, ....), Altitude etc.
ECM sends duty(100Hz) signal to idle speed actuator to open or close the by-pass passage of throttle body. The
idle speed actuator used is double coil type.

Electric Circuit

Idle Speed Actuator(ISA)

output Characteristic

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06.05.2011 Chonan Technical Training Center

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL MIL
Strategy
System Code criteria Value Parameters Conditions Required Illum. On
Description
Idle Speed 10% <
OC, SCG
P1505 Actuator PWM < 0,5 sec.
at coil #1
PWM 90%
Idle Speed
Actuator P1506 SCB at Battery 2nd.
Electrical > 10 V
command Coil #1 - voltage Driving Y
Check
Signal OC, SCG cycle
incorrect P1507 at coil #2
SCB at
P1508
Coil #2

Fuel Injector
The pulse signal from ECM actuates injector coil to open, thus inject a defined amount of fuel. The start and end of
injection is controlled by ECM according to engine operating conditions.

Electric Circuit

Fuel Injector
Output Characteristic

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06.05.2011 Chonan Technical Training Center

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL
Strategy MIL Illum.
System Code criteria Value Parameters Conditions Required On
Description
Short to
P0201
Ground

Driver Short to Battery

Injector P0202 > 10 V
Stage Battery - voltage 3 sec. Immediate Y
Valve
Check Engine
P0203 Line Break > 30 rpm
speed
P0204

Purge Control Valve(Canister Purge Control Solenoid)

20Hz pulse duty signal is sent from ECM to purge accumulated fuel in the canister charcoal.
The pulse duty to purge the canister is calculated according to engine operating condition(Engine speed, Mass air
flow)

The flow rates for 100% duty are as below,

DP = 200mbar ??2.00 +/- 0.50 m3/h
DP = 700mbar ??2.60 +/- 0.60 m3/h

Electric Circuit

Purge Control Valve (Canister Purge Control Solenoid)

Output Characteristic

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06.05.2011 Chonan Technical Training Center

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL MIL
Strategy
System Code criteria Value Parameters Conditions Required Illum. On
Description
Evaporative Purge 2% <
Short to
Emission Control PWM <
Ground
Control Valve PWM 98%
2nd.
System - Electrical
P0443 Short to - Battery 3 sec. Driving Y
Purge Check > 10 V
Battery voltage cycle
Control
Valve
Malfunction Line Break

Main relay
The voltage after main relay is used to supply power to the sensors and actuators.
ECM controls the Main Relay and its remains ON at Key off in order to store the adaptation values and fault status
to the memory.
Electric Circuit

Function description

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06.05.2011 Chonan Technical Training Center

Parts Diagnosis by ECM

Monitoring
Component Fault Malfunction Threshold Secondary Enable Time MIL MIL
Strategy
System Code criteria Value Parameters Conditions Required Illum. On
Description

Volt. after Battery

> 10 V
Main Rel. Voltage
Comparison < 6 Volt
of Battery too Low Ignition Key
when ON 2nd.
Main Relay Voltage and ON 100
P1640 Driving Y
Malfunction Voltage msec.
Volt. after cycle
after Main
Relay Main Rel. Ignition Key
> 6 Volt
too High OFF
when OFF

Lambda feedback control

Lambda control
Lambda control is P-I control with the feedback signal of upstream O2 sensor.
It needs about 15~20 sec from the engine start to the beginning of Lambda control at FTP cycle(25deg.C).
For lower temperature, it may take more time to activate O2 sensor.

Fuel Injection
Lambda feedback control(TI_LAM)
P-jump Delay adaptation
P-jump Delay is to correct the lean-shift of exhaust gas which may cause excessive high NOx emission. The
deterioration of upstream O2 sensor along vehicle aging could shift exhaust gas lambda to lean side. Downstream
O2 sensor signal represent the amount of Lambda shift, and if it remains on lean side, P-jump delay and its
adaptation are increased to correct the wrong stoichiometric air- fuel ratio.

Fuel adaptation
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Fuel adaptation
The purpose of fueling adaptation is to compensate the variations caused by engines, injectors or MAF sensor
variations. The additive term is to compensate leakage in intake system or injector dead time variations, and the
multiple term is to compensate any deflected linearity of MAF sensor, injector etc,. The additive term is calculated at
low air flow condition such as idle while the multiple term is calculated at high air flow condition respectively.
Catalyst overheating prevention The catalyst temperature increases over its acceptable limit at high speed and high
load. In order to control the exhaust gas temperature mixture enrichment is provided.

Full load enrichment correction Full load enrichment is performed to improve engine torque and to control the
temperature for exhaust valves, catalyst converter and exhaust gas.
Acceleration enrichment correction When the throttle valve is open rapidly, lean mixture caused by the air charging
effect of surge tank and by fuel wall wetting is compensated by quick and short fuel enrichment.

Trailing throttle fuel reduction correction

Contrary to acceleration, lifting up the throttle pedal may provide rich air-fuel mixture to cylinders. This is
compensated by quick reduction of fuel.

Idle speed correction

In order to control engine speed at idle, a mixture correction is performed as soon as the idle speed regulation is
active.

Cylinder fuel shut-off

The injection is disabled with fuel cut-off pattern for individual cylinders in such case as engine speed limitation,
vehicle speed limitation, torque reduction requested by TCM and fuel cut-off engine operating conditions is met.

Ignition timing control

Appropriate ignition timing based on air flow rate, engine speed, knocking, anti-jerk, engine torque reduction
requested by TCM, is calculated for specific cylinders.
Basic ignition angle
The basic ignition angle is concluded to get Maximum torque and to avoid knock for each engine operating
point(RPM / MAF).
Basic Ignition angle for Idle condition
This basic ignition angle for idle condition is concluded to get best idlestability and low exhaust emission.

Dynamic correction in idle To maintain idle speed within target value, ignition timing control is added to idle actuator
control.
When engine speed is below target speed, ignition timing is advanced and vise versa.
Air & coolant temperature correction High air and coolant temperature can cause knock. To avoid this knock, the
basic ignition angle is adjusted versus ambient conditions.

Ignition timing control

Instationary correction In order to prevent knock during strong acceleration, an ignition angle correction is applied to
the nominal ignition angle.
Anti-jerk correction Due to sudden acceleration, engine shock & jerking can occur. These shock & jerks could be
controlled by selective torque reduction by ignition angle retard.
Knock control Knock control actives within defined engine operating window. When knocking is detected, ignition
timing of corresponding cylinder is retarded and recovered with delay and gradient.

Idle Speed Control(ISA operation)

Basic ISA Valve Opening
Basic ISA opening correction is required to keep target engine speed versus engine load.
Idle speed regulation correction To compensate deviations from the nominal engine speed.

ISA adaptation
The required value of basic ISA opening could be differed due to part to part deviation and other effects of aging. This
function is needed to compensate this kind of deviations.

Fan correction
Its purpose is to correct the cooling and condenser fans power requirements. The correction amount is depends on
fans state(Off/Low/Middle/High).

Air condition compressor correction

The increased duty cycle for the air condition compressor ISAPWM_ACCIN covers the compressor's power
requirements depending on the engine speed(RPM), the intake air temperature, the pressure level in the A/C circuit
and the air mass and air flow corrected by altitude.

Idle Speed Control(ISA operation)

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Idle Speed Control(ISA operation)
Intake air temperature correction This correction is needed to compensate the ISA deviation by air density by intake
air temperature.
ISA operation during power latch time In order to clean the idle speed valve from deposits, the ISA valve is opened to
100% duty cycle for a short time after key off.
Target idle speed depends on the coolant temperature

A/C ON A/C OFF

Coolant Temp.[°C]
N range D range N range D range

90 850 750 700 750

20 1021 924 1021 924

0 1120 1008 1120 1008

-30 1300 1070 1300 1070

Component Fault Monitoring Strategy Malfunction Threshold Secondary Enable Time MIL MIL
System Code Description criteria Value Parameters Conditions Required Illum. On
Idle speed
engine
> 10 V
operating
state
< -100
Coolant > 76°C
Engine rpm 2nd.
temp.
P0506 Speed - Engine 25 sec. Driving Y
Nominal Speed too Engine < 283 cycle
Idle Speed Low Load mg/STK
Stable Idle
Monitoring high
Speed
Idle Speed deviation between
Actuator
RPM Lower / Target Idle Speed
opening
Higher than and Actual Engine
Expected Speed Vehicle
=0
speed

Time after
> 200 rpm Meas. - 3 sec. 2nd.
Start
P0507 Engine Model > elapsed - Driving
Y
Speed too tbd cycle
High No relevant
failure
Battery
> 10 V
voltage

Auxiliary functions
Air Condition Compressor Control
- A/C compressor activation conditions : A/C switch ON & Blower ON & Thermo switch ON
- A/C compressor deactivation conditions : Engine cranking, Full load detected by high throttle angle, Too high
coolant temperature(120deg.C),
Vehicle take-off detection from vehicle stop.
Cooling and Condenser Fan Control The cooling and condenser fans activation is controlled by the ECM and they
are set ON or OFF depending on coolant temperature, A/C compressor state, vehicle speed, pressure in the A/C
circuit.
If the pressure in the A/C circuit is high and A/C compressor is ON, then cooling and condenser fan speed is set to
high in order to fastly decrease the pressure.

Evaporative Emission Control(Canister purge control)

This function is to prevent the HC gas which evaporated in the fuel tank go out to atmosphere.
By this function, the HC gas is burned in combustion chamber of engine.
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Auxiliary functions
Engine and vehicle speed limit
Engine speed and vehicle speed limitations are to prevent any damages on engine hardware to have safety for high
speed operation and are applied by fuel shut-off.

Fuel Pump Relay Control

The fuel pump is switched ON for 4sec from the ignition Key ON. And then, if the first tooth is detected, the fuel
pump is switched ON again.
Following ignition key OFF, the fuel pump is switched OFF after a waiting period(1sec).

Fuel Pump Relay Control

Traction Control / Torque Intervention

Engine torque may be reduced by ignition retard and/or fuel shut-off for specific cylinder. When there is a torque
reduction request from TCM, the amount of ignition retard is calculated and applied.
And when torque reduction request from TCS, fuel shut-off pattern and the amount of ignition retard are calculated
and applied together. The torque reduction requests and corresponding amount of reduced torque are transferred
each other through CAN.

Torque reduction request Ignition Retard Fuel shut-off

From TCU Yes No

From TCS Yes Yes

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