4 SENSORS

4 4
SENSORS

1. Mass Air Flow Meter

[1] Description

air through the sensor.

When the intake air amount changes, the bridge circuit for the platinum hot wire (heater) regulates the

the temperature difference between the temperature sensor and the hot wire (heater) at a constant

the ECM. The ECM calculates the air intake of an engine based on the predetermined relationship

Temperature
Sensing Element

Air Flow
Hot-wire Element

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 4 SENSORS

[2] Circuit
<1> Mass Air Flow Meter Circuit

12 V

Temperature +B
Sensor Platinum
Hot Wire

Output VG
ADC
Circuit

EVG
Microprocessor
E1

Mass Air Flow Meter ECM

<2> Terminal Voltage

Terminal Voltage
+B Value on Data List
Problem Condition VG EVG
Sensor Power (MAF)
Sensor Output Sensor Ground
Source (Sensor
(ECM Terminal) (ECM Terminal)
Terminal)
Same as battery
Normal (IG ON) Depends on 0V Depends on
voltage
+B open Below 1.5 V 0V 0V 0.5 g/sec less
Same as battery
VG open 0V 0V 0.5 g/sec less
voltage
Same as battery
VG short 0V 0V 0.5 g/sec less
voltage
Same as battery
EVG open 9 V or more 0V 200 g/sec over
voltage

67
 4 SENSORS

[3] Character
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
0 20 40 60 80 100 120 140 160 180
Intake Air Flow Amount (g/sec)

TIP

On new Avensis AD series engines, the output voltage is converted into output frequency by a frequency
conversion circuit inside the mass air flow meter and transmitted to the ECM. By converting the mass

air amount value can be gained because the value is then less likely to be affected by the differences
between resistance of the individual circuits including the wire harnesses.

10000

0 1000
Intake Air Flow Amount (g/sec)

[4] Major Related Engine Control

Controls in which the sensor is used
Injection Volume Control
After-treatment Control (DPF)
After-treatment Control (DPNR)
EGR Control

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 4 SENSORS

2. Manifold Absolute Pressure Sensor (Turbo Pressure Sensor)

[1] Description
The manifold absolute pressure sensor, which outputs changes in the pressure applied to the built-in
silicon chip as electric signals, detects the intake manifold pressure.
As 5 V from the ECM constant voltage power supply circuit is applied to the sensor, the silicon chip
resistance value varies with the changes in the intake manifold pressure. The resistance is output to
the ECM after being converted to voltage by the IC built into the sensor. This signal is input into the
microprocessor after being digitally converted by the ADC (Analog/Digital Converter) in the ECM.
The manifold absolute pressure sensor detects the absolute pressure, therefore, it is not affected by
any changes in the atmospheric pressure depending on the climate conditions and places.

Silicon Chip

[2] Circuit
<1> Manifold Absolute Pressure Sensor Circuit

Manifold Absolute
Pressure Sensor
VCPM 5V Constant Voltage
Circuit

IC PIM
ADC

EPIM
Microprocessor
E1
Silicon Chip
ECM
Intake Manifold
Pressure

69
 4 SENSORS

<2> Terminal Voltage

ECM Terminal Voltage
Problem Condition VCPM Value on Data List (MAP)
PIM EPIM
Sensor Power
Sensor Output Sensor Ground
Source
Same value as the actual
Normal (IG ON) 5V Depends on 0V
atmospheric pressure
VCPM open 5V 0.5 V or less 0V 40 kPa or less
No communication with ECM
VCPM short 0V 0V 0V
(ECM processor down)
PIM open 5V 5V 0V 250 kPa or more
PIM short 5V 0V 0V 30 kPa or less
EPIM open 5V 5V 0V 250 kPa or more

[3] Character
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
0 40 80 120 160 200 240 280 320
Pressure (kPa)

[4] Major Related Engine Control

Controls in which the sensor is used
Multiple Injection Control
Injection Timing Control
Injection Volume Control
After-treatment Control (DPF)
After-treatment Control (DPNR)
EGR Control
Turbocharger Control

70
 4 SENSORS

Intelligent Tester Usage

The manifold absolute pressure sensor output can be checked simply by the data list functions of
the intelligent tester. When the manifold absolute pressure and the atmospheric pressure values
are nearly the same with the ignition switch in the on position and the engine stopped, it can be
determined that the manifold absolute pressure sensor and the atmospheric pressure sensor work
normally. If there is a difference of 8 kPa or more, compare the values to the actual atmospheric
pressure. The sensor whose deviation is the greatest is malfunctioning.
Standard atmospheric pressure is 101 kPa. For every 100 m increase in altitude, pressure drops by
1 kPa. Varies by weather.

71
 4 SENSORS

3. Engine Coolant Temperature Sensor

[1] Description
The engine coolant temperature sensor has a built-in thermistor that changes its resistance value
corresponding to the temperature in order to detect the engine coolant temperature. The lower the
coolant temperature is, the more the thermistor resistance value increases. Similarly, the higher the
coolant temperature is, the more the thermistor resistance value decreases.
As 5 V from the ECM constant-voltage power supply circuit is applied through the resistance R to the
sensor, the voltage of the signal terminal varies with the changes in the resistance value of the sensor.
This signal is input into the microprocessor after being digitally converted by the ADC (Analog/Digital
Converter) in the ECM.

Thermistor

TIP

Radiator Coolant Temperature Sensor (HIACE)

The radiator coolant temperature sensor detects the engine coolant temperature around the radiator.
The sensor structure, operation and wire connection to the ECM are the same as those of the sensor
attached to the engine. The output signal of the sensor is mainly used for drive control of the cooling
fan, and the ECM controls the cooling fan motor in accordance with the coolant temperature around
the radiator.
The ECM terminal voltage (RTHW, E2) in the radiator coolant temperature sensor circuit and the data
displayed on the Data List (Radiator Coolant Temp.) have the almost same characteristics as those of
the engine coolant temperature sensor.
In a vehicle equipped with the radiator coolant temperature sensor, the cooling fan motor is controlled
in accordance with the signal output from the radiator coolant temperature. Therefore, it is not affected
by the signal output from the engine coolant temperature sensor.

72
 4 SENSORS

[2] Circuit
<1> Engine Coolant Temperature Sensor Circuit

5V Constant Voltage
Circuit
R
THW
ADC

Microprocessor
ETHW

Engine Coolant E1
Temperature Sensor

ECM

<2> Terminal Voltage

ECM Terminal Voltage
Value on Data List
Problem Condition THW ETHW (Coolant Temp)
Sensor Output Sensor Ground
Normal (IG ON) Depends ON 0V Depends ON
THW open 5V 0V
THW short 0V 0V
E2 open 5V 0V

[3] Character
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140

73
 4 SENSORS

[4] Major Related Engine Control

Controls in which the sensor is used
Fuel Pressure Control (Common-rail Pressure)
Multiple Injection Control
Injection Timing Control
Glow Control
Injection Volume Control
After-treatment Control (DPF)
After-treatment Control (DPNR)
EGR Control
EGR Cooler Bypass Valve Control
Turbocharger Control

Intelligent Tester Usage

The engine coolant temperature sensor output can be checked simply using the data list functions
of the intelligent tester. After a long soak, the fuel temperature, the intake air temperature and the
engine coolant temperature become approximately equal to the actual ambient temperature. From
this characteristic, when the value displayed on the data list is very different from the actual ambient
temperature, there may be a malfunction in the system circuit.

74
 4 SENSORS

4. Intake Air Temperature Sensor

[1] Description
The intake air temperature sensor has a built-in thermistor that changes resistance value
corresponding to the temperature to detect the intake air temperature. The lower the intake
air temperature is, the higher the thermistor resistance becomes, and the higher the intake air
temperature is, the lower the thermistor resistance becomes.

and detects the temperature of the intake air around the engine air inlet port, the second one has no
built-in sensor and detects the intake air temperature around the engine air inlet port, and the last one

As 5 V from the ECM constant-voltage power supply circuit is applied through the resistance R to the
sensor, the voltage of the signal terminal varies with the changes in the resistance value of the sensor.
This signal is input into the microprocessor after being digitally converted by the ADC (Analog/Digital
Converter) in the ECM.

Intake Air Temperature Sensor

(Built-in Mass Air Flow Meter)

Intercooler

Air Filter

Thermistor

Intake Air Temperature Sensor Intake Air Temperature Sensor

(Air Inlet Port) (Behind-turbocharger)

Turbocharger

Thermistor Thermistor

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 4 SENSORS

[2] Circuit
<1> Intake Air Temperature Sensor Circuit

5V Constant Voltage Circuit

R R
THA

Intake Air Temperature Sensor (Air Inlet Port)

ADC
THIA

Intake Air Temperature Sensor

(Behind-turbocharger)
ETHI

ETHA
E1

ECM

<2> Terminal Voltage

Intake Air Temperature (Air Inlet Port)
ECM Terminal Voltage
Value on Data List
Problem Condition THA ETHA (Intake Air)
Sensor Output Sensor Ground
Normal (IG ON) Depends ON 0V Depends ON
THA open 5V 0V
THA short 0V 0V
ETHA open 5V 0V

Intake Air Temperature (Behind-turbocharger)

ECM Terminal Voltage
Value on Data List
Problem Condition THIA ETHI (Intake Air Temp (Turbo))
Sensor Output Sensor Ground
Normal (IG ON) Depends ON 0V Depends ON
THIA open 5V 0V
THIA short 0V 0V
ETHI open 5V 0V

76
 4 SENSORS

[3] Character
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140

[4] Major Related Engine Control

Controls in which the sensor is used
Fuel Pressure Control (Common-rail Pressure)
Multiple Injection Control
Injection Timing Control
Injection Volume Control
After-treatment Control (DPF)
After-treatment Control (DPNR)
EGR Control
Turbocharger Control

Intelligent Tester Usage

The intake air temperature sensor output can be checked simply using the data list functions of the
intelligent tester. After a long soak, the fuel temperature, the intake air temperature and the engine
coolant temperature become approximately equal to the actual ambient temperature. From this
characteristic, when the value displayed on the data list is very different from the actual ambient
temperature, there may be a malfunction in the system circuit.

77
 4 SENSORS

5. Fuel Temperature Sensor

[1] Description
The fuel temperature sensor has a built-in thermistor that changes its resistance value corresponding
to the temperature in order to detect the fuel temperature. The lower the fuel temperature is, the more
the thermistor resistance value increases. Similarly, the higher the fuel temperature is, the more the
thermistor resistance value decreases.
As 5 V from the ECM constant-voltage power supply circuit is applied through the resistance R to the
sensor, the voltage of the signal terminal varies with the changes in the resistance value of the sensor.
This signal is input into the microprocessor after being digitally converted by the ADC (Analog/Digital
Converter) in the ECM.

Fuel Temperature Sensor

Thermistor

NOTICE

No single service parts are available for the fuel temperature sensor. If the fuel temperature sensor needs
to be replaced, replace the supply pump assembly.

78
 4 SENSORS

[2] Circuit
<1> Fuel Temperature Sensor Circuit

5V Constant Voltage
Circuit
R
THF
ADC

Microprocessor
ETHF
Fuel Temperature E1
Sensor

ECM

<2> Terminal Voltage

ECM Terminal Voltage
Value on Data List
Problem Condition THF ETHF (Fuel Temp)
Sensor Output Sensor Ground
Normal (IG ON) Depends ON 0V Depends ON
THF open 5V 0V
THF short 0V 0V
ETHF open 5V 0V

[3] Character
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
-40 -30 -20 -10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140

79
 4 SENSORS

[4] Major Related Engine Control

Controls in which the sensor is used
Fuel Pressure Control

Intelligent Tester Usage

The fuel temperature sensor output can be checked simply using the data list functions of the
intelligent tester. After a long soak, the fuel temperature, the intake air temperature and the engine
coolant temperature become approximately equal to the actual ambient temperature. From this
characteristic, when the value displayed on the data list is very different from the actual ambient
temperature, there may be a malfunction in the system circuit.

80
 4 SENSORS

6. Atmospheric Pressure Sensor

[1] Description
The atmospheric pressure sensor, which outputs changes in the pressure applied to the built-in silicon
chip as electric signals, detects the atmospheric pressure.
There are 2 types of atmospheric pressure sensors; an ECM built-in type and a combination type
that measures the intake manifold pressure and atmospheric pressure separately using the manifold
absolute pressure sensor (turbo pressure sensor).
5 V from the ECM constant-voltage power supply circuit is applied to the sensor, and the silicon
chip resistance varies with the change in the atmospheric pressure. The resistance is output to the
ECM after being converted to voltage by the IC built into the sensor. This signal is input into the
microprocessor after being digitally converted by the ADC (Analog/Digital Converter) in the ECM.

ECM Built-in Type

Atmospheric Pressure
Sensor Portion

Combination Type

VSV Operation detail

Atmospheric Pressure
VSV ON

Sensor
VSV OFF

Intake Manifold Atmospheric Pressure

Pressure Atmospheric
Pressure Sensor

ECM VSV

Silicon Chip

Intake Manifold Pressure

81
 4 SENSORS

[2] Circuit
<1> Atmospheric Pressure Sensor Circuit
ECM Built-in Type

5V Constant Voltage Circuit

Silicon Chip IC ADC

Microprocessor

Atmospheric Pressure Sensor

ECM

Combination Type

VC 5V Constant Voltage
Circuit
PIM
IC ADC

E2
Microprocessor
Manifold Absolute
Pressure Sensor

PA

VSV
Drive
MAIN 12 V Circuit

MREL

E1
Battery

ECM

82
 4 SENSORS

<2> Terminal Voltage (Combination Type)

ECM Terminal Voltage
Problem Condition VC Value on Data List
PIM E2
Sensor Power
Sensor Output Sensor Ground
Source
Same value as the actual
Normal (IG ON) 5V Depends on 0V
atmospheric pressure
VC open 5V 5V 0V 250 kPa or more
No communication with ECM
VC short 0V 0V 0V
(ECM Processor down)
PIM open 5V 5V 0V 250 kPa or more
PIM short 5V 0V 0V 30 kPa or less
E2 open 5V 5V 0V 250 kPa or more

TIP

Perform the inspection using DTCs or the data list functions of the intelligent tester as the ECM built-in
type cannot measure the terminal voltage.

[3] Character
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
0 40 80 120 160 200 240 280
Pressure (kPa)

83
 4 SENSORS

TIP

Measurement switch conditions of the combination type

Atmospheric pressure measurement conditions:
(1) 0 rpm engine speed
(2) Starter ON
(3) Stable engine idling
(Measures the atmospheric pressure for a predetermined time when one of the above conditions is met.)

Intake manifold pressure measurement conditions :

(Measures the intake manifold pressure when none of the above measurement conditions are met.)

[4] Major Related Engine Control

Controls in which the sensor is used
Multiple Injection Control
Diesel Throttle Control
Turbocharger Control

Intelligent Tester Usage

ECM built-in type atmospheric pressure sensor output can be checked simply using the data list
functions of the intelligent tester. When the manifold absolute pressure and the atmospheric pressure
values are nearly the same with the ignition switch in the on position and the engine stopped, it can
be determined that the manifold absolute pressure sensor and the atmospheric pressure sensor
work normally. If there is a difference of 8 kPa or more, compare the values to the actual atmospheric
pressure. The sensor whose deviation is the greatest is malfunctioning.
Standard atmospheric pressure is 101 kPa. For every 100 m increase in altitude, pressure drops by
1 kPa. Varies by weather.

84
 4 SENSORS

TOPICS Relationship between Atmospheric Pressure and Altitude

In our daily lives, we do not feel the weight of air. However, since it is “mass”, air has weight.
A mass volume of air weighs about 1 kg per 1 cm 2 around sea level. This is called atmospheric pressure.

The standard unit of atmospheric pressure is “hPa* (hectopascal)”, and the standard atmospheric pressure (1
atmospheric pressure) equals 1013.25 hPa.
If translated into a unit available on the intelligent tester, it is about 101 kPa.

Next, we will describe the relationship between atmospheric pressure and altitude. As mentioned above,
atmospheric pressure is the weight of air. The higher the altitude is, the less the amount of air is. Whereas,
the lower the altitude is, the larger the amount of air is than at a high altitude. Therefore, the higher the
altitude is, the less the amount of air and atmospheric pressure are. At up to an altitude of 3000 m, the
atmospheric pressure decreases by approximately 1 kPa (0.01 atmospheric pressure) every 100 m higher.
However, changes in the atmospheric pressure are not constant since the air density varies with altitude.

0.5 atmospheric
5000 m pressure
(55 kPa)
0.7 atmospheric
pressure
3000 m
(70 kPa)

1 atmospheric
pressure
0m
(101 kPa)

Relationship between Altitude and Atmospheric Pressure

120

100

80

60

40

20

0
0 1000 2000 3000 4000 5000
Altitude (m)
Relationship between Altitude and Atmospheric Pressure

85
 4 SENSORS

7. Fuel Pressure Sensor

[1] Description
The fuel pressure sensor, which outputs changes in the pressure applied to the built-in silicon chip as
electric signals, detects the fuel pressure in the common-rail.
Fuel pressure sensors can be classified into 2 different types; a single element type that has one
sensor circuit and a twin element type that has 2 sensor circuits.
As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the silicon chip
resistance value varies with the changes in the fuel pressure. This resistance value is output to
the ECM after being converted to voltage by the IC built in the sensor. This signal is input into the
microprocessor after being digitally converted by the ADC (Analog/Digital Converter) in the ECM.

Single Element Type

Twin Element Type

Fuel Pressure Sensor

TIP

The twin element type sensor, which has higher reliability compared to the single element type, is provided
on common-rails which are not equipped with the pressure limiter. (The higher output control value is
used.)

86
 4 SENSORS

[2] Circuit
<1> Fuel Pressure Sensor Circuit
Single Element Type

VC
5V Constant Voltage Circuit

PCR
IC ADC

E2
Microprocessor
E1
Fuel Pressure Sensor

ECM
Twin Element Type
Fuel Pressure Sensor ECM

VCM 5V Constant Voltage

Circuit
IC PCR1
E2M

ADC
VCS
PCR2
IC
E2S

E1

87
 4 SENSORS

<2> Terminal Voltage

Single Element Type

ECM Terminal Voltage
VC Value on Data List
Problem Condition PCR E2
Sensor Power (Fuel Press)
Sensor Output Sensor Ground
Source
Same value as the actual fuel
Normal (IG ON) 5V Depends on 0V
pressure
VC open 5V 0V 0V 0 kPa or more
No communication with ECM
VC short 0V 0V 0V
(ECM processor down)
PCR open 5V 5V 0V 200000 kPa or more
PCR short 5V 0V 0V 0 kPa
E2 open 5V 5V 0V 200000 kPa or more

Twin Element Type (PCR1 System)

ECM Terminal Voltage
VCM Value on Data List
Problem Condition PCR1 E2M
Sensor Power (Fuel Press)
Sensor Output Sensor Ground
Source
Same value as the actual fuel
Normal (IG ON) 5V Depends on 0V
pressure
VCM open 5V 0V 0V 0 kPa
No communication with ECM
VCM short 0V 0V 0V
(ECM processor down)
PCR1 open 5V 5V 0V 200000 kPa or more
PCR1 short 5V 0V 0V 0 kPa
E2M open 5V 5V 0V 200000 kPa or more

Twin Element Type (PCR2 System)

ECM Terminal Voltage
VCS Value on Data List
Problem Condition PCR2 E2S
Sensor Power (Common Rail Press Sens 2)
Sensor Output Sensor Ground
Source
Same value as the actual fuel
Normal (IG ON) 5V Depends on 0V
pressure
VCS open 5V 0V 0V 0 kPa
No communication with ECM
VCS short 0V 0V 0V
(ECM processor down)
PCR2 open 5V 5V 0V 200000 kPa or more
PCR2 short 5V 0V 0V 0 kPa
E2S open 5V 5V 0V 200000 kPa or more
When there are any problems in either of the PCR1 or the PCR2 system fuel pressure signal circuit, the
ECM controls the engine using the fuel signal which has no errors. When any signal error is detected in the

continue the control. In those case above, a DTC related to the fuel pressure sensor is set.

88
 4 SENSORS

[3] Character
Single Element Type
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
0 30 60 90 120 150 180 210
Pressure (MPa)

Twin Element Type

Main
Sub
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
0 30 60 90 120 150 180 210
Pressure (kPa)

[4] Major Related Engine Control

Controls in which the sensor is used
Fuel Pressure Control (Common-rail Pressure)
Injection Volume Control

89
 4 SENSORS

8. Crankshaft Position Sensor

[1] Description
The crankshaft position sensor has a built-in pick-up coil and generates a pulse when the timing rotor
which is attached to the crankshaft rotates and passes through the sensor.
The air gap between the projecting portions on the timing rotor and the crankshaft position sensor

in one direction when the projecting portions on the timing rotor come close to the crankshaft position
sensor, whereas it flows in the opposite direction when the projecting portions on the timing rotor
come away from the coil. The generated pulses are converted into rectangular waves by the input
circuit in the ECM, thus generating the AC voltage.
The timing rotor has 34 teeth (arranged at 10 degree intervals) and 2 of them are chipped.
The ECM detects the crankshaft angle (top dead center point), cylinder number and engine speed in
accordance with the pulse (NE signal) from the crankshaft position sensor and the pulse (G signal)
from the camshaft position sensor.

Timing Rotor

2 Teeth Missing

Crankshaft Position Sensor

G Signal

NE Signal

90
 4 SENSORS

[2] Circuit
<1> Crankshaft Position Sensor Circuit

NE+
Waveform Shaping IC

Crankshaft
Timing Rotor Position
Sensor
NE-
Microprocessor

ECM

<2> Terminal Voltage

When The Engine Starts. When The Engine Stops.

NE+ Open (Short) NE- Open

Open
Open

91
 4 SENSORS

[3] Character
The ECM input circuit converts changes in the sensor electromotive force into rectangular waves and
input them into the microprocessor, with the predetermined voltage (trigger level) set as the switching
start point. Therefore, the ECM judges that the engine speed is 0rpm when the electromotive force
(sensor output pulse) does not reach the reference voltage.

Reference
Low to Mid rpm Mid to High rpm
Voltage
Reference
approx. 30 mV approx. 30 mV
Voltage

Converted
Rectangular
Wave

1 5 10 15 20 25 30 34

[4] Major Related Engine Control

Controls in which the sensor is used
Used for all controls.

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 4 SENSORS

9. Camshaft Position Sensor

[1] Description
The camshaft position sensor has a built-in pick-up coil and generates a pulse when the timing
sprocket/timing pulley rotates and passes through the camshaft position sensor.
The air gap between the projecting portions on the outer circumference of the camshaft timing
sprocket/timing pulley and the camshaft position sensor varies when the camshaft timing sprocket/
timing pulley rotates. This increases and decreases the magnetic flux passing through the pick-

when the projecting portions come away from the coil, thus generating the AC voltage. The generated
pulses are converted into rectangular waves by the input circuit in the ECM.
There are 2 types of projecting portions arranged on the outer circumference of the timing sprocket
and the timing pulley: 1-tooth type and 5-teeth type.
The ECM detects the crankshaft angle (upper dead center point) and cylinder number in accordance
with the pulse (G signal) from the camshaft position sensor and the pulse (NE signal) from the
crankshaft position sensor.
1-Tooth Type

Camshaft Position Sensor 5-Teeth Type

Camshaft Position Sensor

G Signal
(1-Tooth Type)

G Signal
(5-Teeth Type)

NE Signal

93
 4 SENSORS

[2] Circuit
<1> Camshaft Position Sensor Circuit

G+
Waveform Shaping IC

Camshaft
Timing Rotor Position
Sensor
G- Microprocessor
1-Tooth

ECM

Timing Rotor

5-Teeth

<2> Terminal Voltage

G+ Open (Short) G- Open

Open Open

94
 4 SENSORS

[3] Character
The ECM input circuit converts the changes in the sensor electromotive force into rectangular
waves and inputs them into the microprocessor, with the predetermined voltage (trigger level) set
as a switching start point. Therefore, the ECM judges that the camshaft is not rotating if the sensor
electromotive force (sensor output pulse) does not reach the reference voltage value.

Reference Low to Mid rpm Mid to High rpm

Voltage
Reference
approx. 300 mV approx. 650 mV
Voltage

Converted
Rectangular
Wave

1-Tooth
Type

5-Teeth
Type

[4] Major Related Engine Control

Controls in which the sensor is used
Used for all controls.

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 4 SENSORS

10. Accelerator Pedal Position Sensor

[1] Description
The accelerator pedal position sensor detects the accelerator pedal opening degree using the hall IC,

sent to the ECM as accelerator pedal depression amount signals.

The accelerator pedal position sensor has 2 types of circuits with different characteristics, and the
ECM detects the actual degree of the accelerator pedal and the accelerator pedal position sensor
errors. This allows the detection of the degree of the accelerator pedal depression using signals from
the working sensor, if either sensor malfunctions.

Hall IC

Hall IC
Magnet
Magnet

+(VCPA, VCP2)
VPA, VPA2
-(EPA, EPA2)

Accelerator Pedal ON Accelerator Pedal OFF -(EPA, EPA2) Impressed

Current

Electromotive
Hall IC Force
Hall IC

Hall IC
Magnetic Field Strength

Magnetic Field

96
 4 SENSORS

TIP

Contact Type
On some vehicles, a contact type accelerator pedal position sensor is used. The contact type
accelerator pedal position sensor is composed of the moving contact and the resistive element, and
the output voltage varies depending on the accelerator pedal opening degree.
Similar to the non-contact type accelerator pedal position sensor that has the hall IC and magnets, the
contact type accelerator pedal position sensor has 2 types of circuits with different characteristics.

Accelerator Pedal
Position Sensor
(Contact Type)

Segment

Rotor

97
 4 SENSORS

[2] Circuit
<1> Accelerator Pedal Position Sensor Circuit

VCPA 5V 5V Constant Voltage

Circuit
Magnet

VPA

EPA

ADC
VCP2

VPA2

EPA2

E1
Magnet

Accelerator Pedal Position Sensor ECM

<2> Terminal Voltage

Sensor 1
ECM Terminal Voltage
VCPA Value on Data List
Problem Condition VPA EPA
Sensor Power (Accel Sensor Out No.1)
Sensor Output Sensor Ground
Source
Normal (IG ON) 5V Depends on 0V Depends on
VCPA open 5V 0V 0V 0 to 0.2 V
No communication with ECM
VCPA short 0V 0V 0V
(ECM processor down)
VPA open 5V 0V 0V 0 to 0.2 V
VPA short 5V 0V 0V 0 to 0.2 V
EPA open 5V 5V 0V 4.5 to 5.0 V

98
 4 SENSORS

Sensor 2
ECM Terminal Voltage
VCP2 Value on Data List
Problem Condition VPA2 EPA2
Sensor Power (Accel Sensor Out No.2)
Sensor Output Sensor Ground
Source
Normal (IG ON) 5V Depends on 0V Depends on
VCP2 open 5V 0V 0V 0 to 0.2 V
No communication with ECM
VCP2 short 0V 0V 0V
(ECM processor down)
VPA2 open 5V 0V 0V 0 to 0.2 V
VPA2 short 5V 0V 0V 0 to 0.2 V
EPA2 open 5V 5V 0V 4.5 to 5.0 V

[3] Character
The sensor voltage varies linearly and the difference between the voltages of the sensors 1 and 2
remains constant. Therefore, if an error occurs in either sensor, it can be detected.

VPA
VPA2
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5
0.0
0 5 10 15 20

Fully Fully
Close Open

99
 4 SENSORS

[4] Major Related Engine Control

Controls in which the sensor is used
Injection Volume Control
After-treatment Control (DPF)
After-treatment Control (DPNR)

Intelligent Tester Usage

Accelerator Pedal Position Sensor Data (ALE20 with 2AD-FHV)

: Accel Position
: Accel Sens No.1 Volt%* (Accelerator Position No.1)
: Accel Sens No.2 Volt%* (Accelerator Position No.2)

* These values are output from the sensor. Therefore, values displayed on the intelligent tester never
read 0 % or 100 % even when the valve is fully closed or open.

100
 4 SENSORS

11. Throttle Position Sensor

[1] Description
The throttle position sensor is composed of the hall IC and magnets, in which the magnetic field
changes depending on the opening degree of the throttle valve, thus detecting the opening degree of
the diesel throttle valve.
As 5 V from the ECM constant-voltage power supply circuit is applied to the sensor, the magnetic

ECM as the throttle valve opening degree signals.

Magnet

Throttle Position Sensor

Hall IC
+VCVL
VLU
-EVLU

Accelerator Pedal ON Accelerator Pedal OFF -EVLU Impressed

Current

Electromotive
Hall IC Force
Hall IC

Hall IC
Magnetic Field Strength

Magnetic Field

TIP

A new Avensis AD series engine has a DC motor type diesel throttle valve, and a throttle position sensor
composed of the hall IC and magnets are used.
Hall IC

Magnet

101
 4 SENSORS

[2] Circuit
<1> Throttle Position Sensor Circuit
Magnet

VCVL 5V Constant Voltage

Circuit

VLU
ADC

EVLU
Microprocessor

E1

Throttle Position Sensor ECM

<2> Terminal Voltage

ECM Terminal Voltage
VCVL Value on Data List
Problem Condition VLU EVLU
Sensor Power (Throttle Sensor Volt %)
Sensor Output Sensor Ground
Source
Normal (IG ON) 5V Depends on 0V Depends on
VCVL open 5V 0V 0V 0%
No communication with ECM
VCVL short 0V 0V 0V
(ECM processor down)
VLU open 5V 0V 0V 0%
VLU short 5V 0V 0V 0%
EVLU open 5V 5V 0V Approximately 100 %

[3] Character
Throttle Sensor Volt%
Actual Throttle Position

3.5

0.7

0
14 70.1 100

Intelligent Tester Display

102
 4 SENSORS

[4] Major Related Engine Control

Controls in which the sensor is used
Diesel Throttle Control

Intelligent Tester Usage

Throttle Position Sensor Data (ALE20 with 2AD-FHV)

: Throttle Sensor Volt% (Throttle Position Sensor Output)
: Actual Throttle Position

Diesel throttle valve

closing direction

Diesel throttle valve

opening direction

* The Throttle Sensor Volt% and Actual Throttle Position values are always opposite when they are
output.

Learning of fully closed diesel throttle valve position

The ECM performs the learning of fully closed diesel throttle valve position when the diesel throttle
valve is fully closed (Immediately after the ignition switch is turned to off).
Learning of the fully closed position can be checked by the 2 data list items, “Diesel Throttle Learn
Status” and “Diesel Throttle Learning Val”, by the data list function of an intelligent tester.
The ECM performs the learning of the fully closed diesel throttle valve position, with the diesel
throttle valve opening degree value when the diesel throttle valve is fully closed set as the Diesel
Throttle Learning Val. When the opening degree value is within the reference values (between 14.25
and 21.25 deg.), the ECM determines that the Diesel Throttle Learn Status is OK and normally
terminates the learning of the fully closed diesel throttle valve position. When the opening degree is
outside the reference values, the ECM terminates the learning of the fully close diesel throttle valve
position and determines that the Diesel Throttle Learn Status is NG, with the fully closed diesel
throttle valve at the default value of 21.25 degrees.

103
 4 SENSORS

12. Throttle Valve Fully Opened Switch

[1] Description
The throttle valve fully opened switch is installed in the step motor type diesel throttle valve and the
throttle valve fully open position is detected using the ON/OFF contact.
The ECM uses the output value from the throttle valve fully opened switch for the EGR control.

Throttle Valve Fully Opened Switch

[2] Circuit
<1> Throttle Valve Fully Opened Switch Circuit

12 V

THOP
Interface

Throttle Valve Fully

Open Switch
Microprocessor

ECM

<2> Terminal Voltage

ECM Terminal Voltage
Value on Data List
Problem Condition THOP (Throttle Open Switch)
Switch Output

Normal
(Engine running, accelerator pedal 0V ON
fully depressed)
Normal
5V OFF
(Idling)
THOP open 5V Remains OFF
THOP short 0V Remains ON
Throttle valve stuck
0V Remains ON
(Stuck at fully opened position)
Throttle valve stuck 5V Remains OFF

104
 4 SENSORS

[3] Character
(Throttle Valve)
Near Fully Open Switch ON

Near Fully Closed

Large Small
No. of Step
(Step Motor)

[4] Major Related Engine Control

Controls in which the sensor is used
Diesel Throttle Control (for step motor drive diesel throttle valve)

105
 4 SENSORS

13. Nozzle Vane Position Sensor

[1] Description
The nozzle vane position sensor is used on a DC motor type of the variable nozzle vane turbocharger.
The nozzle vane position sensor is composed of the hall IC and the magnets, in which the magnetic

detecting the opening degree of the nozzle vane.

As 5 V from the turbo motor driver constant-voltage power supply circuit is applied to the sensor, the

nozzle vane opening degree after the DC motor is started. Thus, the changes in the voltage generated

nozzle vane opening degree signals.

There are 2 types of nozzle vane position sensor: single signal output and twin signal output types.
The twin signal output type sensor has 2 circuits with the same characteristics, and detects the actual
opening degree of the nozzle vane and even any nozzle vane position sensor malfunctions. This
allows the detection of the opening degree of the nozzle vane if either sensor has a malfunction.

Hall IC

Magnet

Nozzle Vane
Position Sensor

106
 4 SENSORS

[2] Circuit
<1> Nozzle Vane Position Sensor Circuit
Single Signal Output Type
Magnet

VNVC 5V Constant Voltage

Circuit

VTA1 ADC

VNE2 Microprocessor

GND

Nozzle Vane Position Sensor Turbo Motor Driver

Twin Signal Output Type

Magnet

VNVC 5V Constant Voltage

Circuit
VTA1

VNE2

ADC
VCS

VTA2

ES2

GND
Magnet

Nozzle Vane Position Sensor Turbo Motor Driver

107
 4 SENSORS

<2> Terminal Voltage

Sensor 1 (Single Signal Output Type or Twin Signal Output Type)
Turbo Motor Driver Terminal Voltage
Problem Condition VNVC VTA1 VNE2
Sensor Power Source Sensor Output Sensor Ground
Normal (Idling) 5V Depends on 0V
VNVC open 5V 0V 0V
VTA1 open 5V 0V 0V
VTA1 short 5V 0V 0V
VNE2 open 5V 5V 0V

Sensor 2 (Twin Signal Output Type)

Turbo Motor Driver Terminal Voltage
Problem Condition VCS VTA2 E2S
Sensor Power Source Sensor Output Sensor Ground
Normal (Idling) 5V Depends on 0V
VCS open 5V 0V 0V
VTA2 open 5V 0V 0V
VTA2 short 5V 0V 0V
E2S open 5V 5V 0V

[3] Character

4.5

0.5

Closed Opened
Nozzle Vane Position

108
 4 SENSORS

[4] Major Related Engine Control

Controls in which the sensor is used
Turbocharger Control (for DC motor drive nozzle vane)

Intelligent Tester Usage

The variable nozzle vane opening command value can be displayed on the intelligent tester.
However, the actual angle value cannot be displayed on it.
To control the nozzle vane position, the turbo motor driver renders the contact position of the linkage
with the full-close stopper (thus fully closing the nozzle vane) as the zero point for the nozzle vane
position sensor.

109
 4 SENSORS

14. EGR Valve Position Sensor

[1] Description
The EGR valve position sensor is composed of a movable contact point and a resistive element, and
the output voltage varies depending on the EGR valve opening degree.
As 5 V from the ECM constant-voltage power supply circuit is connected through the variable
resistance of the sensor, the voltage of the signal terminal varies in accordance with the sensor
resistance value.

EGR Valve

EGR Valve
Position Sensor

TIP

A new Avensis AD series engine has a DC motor type EGR valve, and a EGR valve position sensor
composed of the hall IC and magnets are used.

EGR Valve

EGR Valve
Position Sensor

110
 4 SENSORS

[2] Circuit
<1> EGR Valve Position Sensor Circuit

VCEG 5V Constant Voltage

Circuit

EGLS
ADC

Microprocessor
EEGL

E1

EGR Valve Position Sensor ECM

<2> Terminal Voltage

ECM Terminal Voltage
VCEG Value on Data List
Problem Condition EGLS EEGL
Sensor Power (EGR Lift Sensor Output)
Sensor Output Sensor Ground
Source
Normal (IG ON) 5V Depends on 0V Depends on
VCEG open 5V 0V 0V 0%
No communication with ECM
VCEG short 0V 0V 0V
(ECM processor down)
EGLS open 5V 0V 0V 0%
EGLS short 5V 0V 0V 0%
EEGL open 5V 5V 0V Approximately 100 %

[3] Character
Target EGR Position
EGR Lift Sensor Output
5

2
+/- 10 %
1

0
Fully Closed Fully Opened
EGR Valve Opening

TIP

The above-described output values indicate output characteristics of the sensor for AD, VD and ND
engines, in which an internally opening EGR valve is used. However, an outwardly opening EGR valve
is used on some KD engines, and the output characteristics are opposite to those of the former case.

111
 4 SENSORS

[4] Major Related Engine Control

Controls in which the sensor is used
EGR Control
Actual EGR Valve Pos.

Intelligent Tester Usage

EGR Valve Position Sensor Data (VDJ200 with 1VD-FTV)

: Actual EGR Valve Pos.

: EGR Lift Sensor Output

EGR valve closing

direction

EGR valve opening

direction

* The EGR Lift Sensor Output and Actual EGR Valve Pos. values are always opposite when they
are output.

Learning of fully closed EGR valve position

The ECM performs the learning of the fully closed EGR valve position, with the EGR valve opening
degree value when the ignition switch is on (when the EGR control is not performed) set as the EGR
Close Learning Val.
Learning of the fully closed position can be checked by the 2 data list items, “EGR Close LRN.” and
“EGR Close Learn Val.”, by the data list function of an intelligent tester.
The ECM performs the learning of the fully closed EGR valve position, with the EGR valve opening
degree value at the time the ignition switch is on (when the EGR control is not performed) set as the
EGR Close Learn Val., when the opening degree value is within the reference values (between 3.5
and 4.5 V, reference values for VD/AD series engine), the ECM determines that the EGR Close LRN.
Status is OK and terminates the learning of the fully closed EGR valve position normally. When the
opening degree is outside the reference values, the ECM terminates the learning of the fully closed
EGR valve position and determines that the EGR Close LRN. Status is NG, with the fully closed EGR
valve position set as the default value 4V or the past opening degree value when operating normally.

112
 4 SENSORS

15. Air-fuel Ratio Sensor

[1] Description
The air-fuel ratio sensor is provided at the rear of the DPF / DPNR catalytic converter and detects the
air-fuel ratio over the entire range of rich to lean.
Approximately 0.4 V (AF+: 2.2 V, AF-: 1.8 V) is constantly applied to the air-fuel ratio sensor.

and is input into the microprocessor after digitally converted by the ADC (Analog/Digital converter).
(The air-fuel ratio sensor output can be checked by the converted voltage of 0 to 5 V for the air-fuel
ratio current and the air-fuel ratio by an intelligent tester.)

is precisely controlled while the engine is running to detect a stable air-fuel ratio.
The ECM detects the air-fuel ratio on the basis of the current on the AF+ terminal which varies
depending on the magnitude of the electromotive force.

Zirconia
Coating (Ceramic)

Dilation Layer

Atmosphere

Heater
A A

Platinum
Electrode
Alumina
<A-A Cross Section>

113
 4 SENSORS

TIP

Air-fuel Ratio Sensor Current Value

Lean
Electromotive force < Approx. 0.4V

Air-fuel Ratio Sensor

1.8 V + Electromotive
AF- force < 2.2 V AF+ AF+
ECU Direction & Strength (2.2 V)
of electric current
are detected. AF-
(1.8 V +
1.8 V Constant 2.2 V Constant
Voltage Circuit Voltage Circuit Electromotive force)

When the electromotive force is less than approx. 0.4V, the voltage at the AF+ terminal is higher

AF+ to the AF- terminal

Stoichiometric air-fuel ratio

Air-fuel Ratio Sensor

AF-
1.8 V + Electromotive (1.8 V + Electromotive force: approx. 0.4 V)
AF- AF+ AF+
ECU Direction & Strength (2.2 V)
of electric current
are detected.

1.8 V Constant 2.2 V Constant

Voltage Circuit Voltage Circuit

When the electromotive force is approx. 0.4V, the voltage at both AF+ and AF- terminals are equal

Rich
Electromotive force >Approx. 0.4V

Air-fuel Ratio Sensor

AF-
1.8 V + Electromotive (1.8 V + Electromotive force)
AF- force > 2.2 V AF+ AF+
ECU Direction & Strength (2.2 V)
of electric current
are detected.

1.8 V Constant 2.2 V Constant

Voltage Circuit Voltage Circuit

When the electromotive force is more than approx. 0.4V, the voltage at the AF- terminal is higher

terminal to the AF+ terminal.

114
 4 SENSORS

[2] Circuit
<1> Air-fuel Ratio Sensor Circuit
ECM

Current Detection
ADC
Circuit

AF+ 2.2 V Constant

Voltage Circuit

Air Fuel Ratio

Sensor DAC Microprocessor

AF- 1.8 V Constant

Voltage Circuit

<2> Terminal Voltage

ECM Terminal Voltage Value on Data
Problem AF+ AF- MREL List
Condition HAF2 (AFS Voltage
Sensor Positive Sensor Negative ECM and Heater
Heater Control B1S1)
Terminal Terminal Power Control
Normal Pulse Near battery
Depended on Depended on Depended on
(IG ON) generated voltage
Pulse Near battery
AF+ Open 2.2 +/- 0.1 V 1.8 +/- 0.1 V 0V
generated voltage
Pulse Near battery
AF+ Short 0V Approx. 1 V 5V
generated voltage
Pulse Near battery
AF- Open 2.2 +/- 0.1 V 1.8 +/- 0.1 V 0V
generated voltage
Pulse Near battery
AF- Short 2.2 +/- 0.1 V 0V 0V
generated voltage
HAF2 Open or Near battery
Depends on Depends on 0V Depends on
Short voltage
0V 0V 0V
Near battery Communication
MREL Open (ECM processor (ECM processor (ECM processor
voltage unavailable
down) down) down)
0V 0V 0V
Communication
MREL Short (ECM processor (ECM processor (ECM processor 0V
unavailable
down) down) down)

115
 4 SENSORS

TIP

A pulse signal which is output from the HAF2 terminal of the air-fuel ratio sensor controls the sensor
heater. The zirconium elements used in the air-fuel ratio sensor cannot accurately judge the air-fuel ratio
at low temperatures. Therefore, the sensor includes the heater so that the air-fuel ratio can be accurately
judged by quickly heating the engine after the start-up.

Change in Duty Ratio According to Running Conditions

100
2
4
3
50
5

* The time it takes from 1 to 2 and duty ratio in 3 change with sensor temperatures.

1 The duty ratio right after cold start is 100%

2 Duty control is ON after warm up
3 Duty control is ON during driving
4 The duty ratio during idling is 40 to 50 %
5 The heater is OFF during high-speed driving

116
 4 SENSORS

[3] Character
2.0

1.5

1.0

0.5

0
10 20 30 40 50
Air-fuel Ratio

TIP

A constant voltage is applied to the terminals of the air-fuel ratio sensor and the current change is sent to
the ECM by the sensor. The ECM converts the value output from the sensor into voltage and displays the
output characteristics on the intelligent tester.

[4] Major Related Engine Control

Controls in which the sensor is used
After-treatment Control (DPF)
After-treatment Control (DPNR)

117
 4 SENSORS

Intelligent Tester Usage

Air-fuel Ratio:
The actual air-fuel ratio is one of the important elements to know about the engine conditions when
searching for the cause of a malfunction in the common-rail system. However, actual air-fuel ratio cannot
be displayed in the Data List functions of the Intelligent Tester. Obtain the actual air-fuel ratio from either
item: Air-fuel ratio fuel trim value (excess air ratio) [AF Lambda B1S1] or Air-fuel ratio sensor output
voltage [AFS Voltage B1S1]. Follow the formulas below to obtain the air-fuel ratio.
1. When the value of the AF Lambda B1S1 is less than 1.99 the actual air-fuel ratio can be calculated
by using a formula below.

2. When the value of the AF Lambda B1S1 is 1.99 or more, in this case use the following table to
determine the actual air-fuel ratio based on the output voltage of the air-fuel ratio sensor [AFS
Voltage B1S1]. If AFS voltage B1 S1 is 1.1 V, the actual air-fuel ratio is around 33 to 34

AF Lambda B1 S1 1

0
(V)
2

AFS Voltage B1 S1 1

0
10 20 30 40 50
Air-fuel Ratio

AFS Voltage B1S1 * * * 0 0.065 0.174 0.274 0.361 0.513 0.787 1.013 1.579
AF Lambda B1S1 0.828 0.897 0.966 1 1.034 1.103 1.172 1.241 1.379 1.724 * *
Air-fuel Ratio 12 13 14 14.6 15 16 17 18 20 25 30 50

* On the intelligent tester, values exceeding 1.99 for the AF Lambda B1S1 cannot be displayed and
negative values for the AFS Voltage B1S1 cannot also be displayed.

118
 4 SENSORS

16. Differential Pressure Sensor

[1] Description
The differential pressure sensor, which outputs changes in the pressure applied to the built-in silicon
chip as electric signals, detects the difference in pressure in front of and behind the DPF/DPNR
catalytic converter.
5 V from the ECM constant-voltage power supply circuit is applied to the sensor, and the silicon chip
resistance varies in accordance with the differential pressure, and the change in the resistance is
converted into a voltage change by the built-in IC and is output to the ECM. This signal is input into
the microprocessor after being digitally converted by the ADC (Analog/Digital Converter) in the ECM.

Differential Pressure
Sensor

Silicon Chip

TIP

For the DPF catalytic converter with a exhaust gas control valve, the pressure in the DPF catalytic
converter is detected by the absolute pressure sensor.

119
 4 SENSORS

[2] Circuit
<1> Differential Pressure Sensor Circuit

VCPX
5 V Constant Voltage Circuit

IC PEX
ADC
EPEX

Microprocessor
E1

Differential Pressure Sensor ECM

<2> Terminal Voltage

ECM Terminal Voltage
Value on Data List
Problem VCPX
PEX EPEX (DPF Differential
Condition Sensor Power
Sensor Output Sensor Ground Pressure)
Source
Normal (IG ON) 5V Approx. 0.75 V Approx. 0.4 V Approx. 0 kPa
VCPX open 5V Approx. 0 V 0V -5 kPa
No communication
VCPX short Approx. 0 V Approx. 0 V 0V with ECM (ECM
processor down)
PEX open 5V 5V 0V 100 kPa
PEX short 5V 0V 0V -5 kPa
EPEX open 5V 5V 0V 100 kPa

120
 4 SENSORS

[3] Character
The pressure difference pulsates strongly as it is affected by the engine exhaust pulsation, and is
averaged by the ECM. The pressure difference can be calculated accurately even at low difference
pressures by being measured in negative values.

5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5

0
-10 0 10 20 30 40 50 60 70 80 90 100

Pressure (kPa)

[4] Major Related Engine Control

Controls in which the sensor is used
After-treatment Control (DPF)
After-treatment Control (DPNR)

121
 4 SENSORS

17. Exhaust Gas Temperature Sensor

[1] Description
Exhaust gas temperature sensors are provided at the front and rear of the DPF/DPNR catalytic
converter.
The exhaust gas temperature sensor has a built-in thermistor, in which its resistance varies depending
on the exhaust gas temperature, and detects the exhaust gas temperature at the front and rear of
the DPF/DPNR catalytic converter. The higher the thermistor resistance is, the lower the exhaust
gas temperature is, and similarly the higher the exhaust gas temperature is, the lower the thermistor
resistance is.
As 5 V from the ECM constant voltage circuit is applied to the sensor through the resistance R, the
voltage of the signal terminal varies in accordance with the sensor resistance value. This signal is
input into the microprocessor after being digitally converted by the ADC (Analog/Digital Converter) in
the ECM.
The upstream sensor is mainly used to determine an estimated catalyst temperature, injection amount
from the exhaust fuel addition injector and injecting timing, and the downstream sensor is used to
judge the increase in the catalyst temperature (active state of catalyst).

Thermistor

Exhaust Gas
Temperature Sensor

122
 4 SENSORS

[2] Circuit
<1> Exhaust Gas Temperature Sensor Circuit
Different terminal for each circuit on ground side

5 V Constant Voltage Circuit

R R
THCI

Exhaust Gas Temperature Sensor (Front)

ADC
THCO

Exhaust Gas Temperature Sensor (Rear)

ETCO
ETCI
E1

ECM

Same terminal for each circuit on ground side

5 V Constant Voltage Circuit

R R
THCI

Exhaust Gas Temperature Sensor (Front)

ADC

THCO

Exhaust Gas Temperature Sensor (Rear)

E2

E1

123
 4 SENSORS

<2> Terminal Voltage

Exhaust Gas Temperature Sensor B1S1(In Front of Catalytic Converter)
ECM Terminal Voltage Value on Data List
Problem Condition THCI ETCI (E2) (Exhaust Temperature
Sensor Output Sensor Ground B1S1)
Normal (IG ON) Depends on 0V Depends on
THCI open 5V 0V
THCI short 0V 0V
ETCI (E2) open 5V 0V

Exhaust Gas Temperature Sensor B1S2(Behind Catalytic Converter)

ECM Terminal Voltage Value on Data List
Problem Condition THCO ETCO (E2) (Exhaust Temperature
Sensor Output Sensor Ground B1S2)
Normal (IG ON) Depends on 0V Depends on
THCO open 5V 0V
THCO short 0V 0V
ETCO (E2) open 5V 0V

124
 4 SENSORS

[3] Character
5.0

4.5

4.0

3.5

3.0

2.5

2.0

1.5

1.0

0.5

0 160 360 560 760 960 1000

REFERENCE

The output characteristics of the upstream and downstream catalysts are the same.

Exhaust gas temperature

Engine Condition Data motor output temperature
After warm up and drive or idling
Under control of catalyst regeneration

[4] Major Related Engine Control

Controls in which the sensor is used
After-treatment Control (DPF)
After-treatment Control (DPNR)

125