4.3.3.

3 ACTUATORS
1. Fuel pump control
The fuel pump in a vehicle equipped with an EFI engine operates only when the engine is
running. This is to prevent fuel from being pumped when the ignition switch is ON but the
engine is stopped.
The following types of fuel pump control are in use at present:
1. ON-OFF control by Engine ECU (for D-EFI system and L-type with optical Karman
vortex type air flow meter or hot-wire type air flow meter).
2. ON-OFF control by fuel pump switch at the air flow meter (Flap type air flow meter)
3. ON-OFF control with fuel pump speed control

A. ON-OFF control by Engine ECU

Engine cranking: When the engine is cranking, current flows from the IG terminal of the
ignition switch to the coil of the EFI main relay, turning the relay on. At the same time,
current flows from the ST terminal of the ignition switch to the L 2 coil of the circuit-
opening relay, turning it on to operate the fuel pump.
The starter operates next and the engine begins to crank, at which point the Engine ECU
receives an NE signal. This signal causes the transistor inside the Engine ECU to go on,
and current therefore flows to the L 1 coil of the circuit-opening relay.
Engine started: After the engine starts and the ignition switch is returned from the START
position (ST terminal) to the ON position (IG terminal), current flowing to the L 2 coil of the circuit-
opening relay is cut off. However, current continues to flow to the L 1 coil, while the engine is
running, due to the transistor inside the Engine ECU being on. As a result, the circuit-opening
relay stays on, allowing the fuel pump to continue operating.
Engine stopped: When the engine stops, the NE signal to the Engine ECU stops. This
turns off the transistor, thereby cutting off the flow of current to the L 1 coil of the circuit-
opening relay. As a result, the circuit-opening relay turns off, turning off the fuel pump.
NOTE: The resistor R and the capacitor C in the circuit-opening relay are for the
purpose of preventing the relay contacts from opening when current stops flowing in
coil L 1 due to electrical noise (fuel pumps controlled by the ECU) or to sudden drops in
the intake air volume (fuel pumps controlled by fuel pump switch).
They also serve to prevent sparks from being generated at the relay contacts.
On some recent models, an L2 coil is not provided in the circuit-opening relay.

B. ON-
OFF

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 control by fuel pump switch at the air flow meter (Flap type air flow meter)
Engine cranking
When the engine is cranking, current flows from the IG terminal of the ignition switch
to the L1 coil of the EFI main relay, turning the relay on. Current also flows from the ST
terminal of the ignition switch to the L3 coil of the circuit opening relay, turning it on to
operate the fuel pump. After the engine starts, the cylinders begin drawing in air,
causing the measuring plate inside the air flow meter to open. This turns on the fuel
pump switch, which is connected to the measuring plate, and current flows to the L2
coil of the circuit-opening relay.

Engine started
After the engine starts and the ignition switch is turned from START back to ON,
current flowing to the L3 coil of the circuit-opening relay is cut off. However, current
continues to flow to the L2 coil, while the engine is running, due to the fuel pump
switch inside the air flow meter being on. As a result, the circuit-opening relay stays
on, allowing the fuel pump to continue operating.
Engine stopped
When the engine stops,
the measuring plate
completely closes and
the fuel pump switch is
turned off. This cuts off
the flow of current to the
L2 coil of the circuit-
opening relay. As a
result, the circuit-opening
relay goes off and the
fuel pump stops
operating.
C. ON-OFF control with fuel pump speed control (reading assignment)
2. Injector control
The injector is an electro-magnetically operated nozzle, which injects fuel in accordance with
signals from the ECU.
Internal resistance of injectors: there are two types of injector, which differ in their internal
resistance value.
High-resistance type: approximately 13.8 Ohms.
Low-resistance type: approximately 1.5-3 Ohms.
A. Injector control circuitry for high resistance
injectors
Battery voltage is applied to the injectors
directly via the ignition switch.
When the transistor (Tr) in the Engine ECU
goes on, current flows from terminals No.10
and No. 20 to E01 and E02. While the Tr is on,
current flows through the injectors and fuel is
injected. The electrical circuitry for
simultaneous injection is shown.

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B. Injector control circuitry for low resistance injectors
The electrical circuitry for this type of injector as
well as its operation, are basically the same as for
the high-resistance injector, but since a low-
resistance injector is used, a solenoid resistor is
connected between the ignition switch and the
injectors.
The electrical circuitry for simultaneous injection is
below.

C. INJECTOR DRIVE METHOD

There are two injector drive methods. One is the voltage control method, and the other is the
current control method.

Voltage Control Method for High Resistance Injectors

Battery voltage is applied to the injectors
directly via the ignition switch. When the
transistor (Tr) in the Engine ECU goes on,
current flows from terminals No.10 and No.20 to
E01 and E02. While the Tr is on, current flows
through the injectors and fuel is injected.

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VOLTAGE CONTROL METHOD FOR LOW- RESISTANCE INJECTORS
The electrical circuitry for this type of injector, as well as its operation, are basically the same as
for the high-resistance injector, but since a low-resistance injector is used, a solenoid resistor is
connected between the ignition switch and the injectors.
The electrical circuitry for simultaneous injection
is shown below.

CURRENT CONTROL METHOD

In injectors that use this method, the solenoid resistor is eliminated, and a low-resistance
injector is connected directly to the battery. Current flow is controlled by switching a transistor in
the Engine ECU on and off.
When the injector plunger is pulled in, a heavy current flows, causing the amperage to rise
quickly. This causes the needle valve to open quickly, resulting in improved injection response
and reduced ineffective injection duration.
While the plunger is held in, the current is reduced, preventing the injector coil from generating
heat, as well as reducing power consumption.

Types of Fuel injection methods

a) Simultaneous fuel injection:

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All injectors open and close together in this method of fuel injection. This means that the time
which is available for fuel evaporation is different for each cylinder. In order to obtain efficient
A/F mixture formation, the fuel quantity needed for the combustion is injected in two portions.
Half is one revolution of the crank shaft and the remainder in the next. In this form of injection,
the fuel for some of the
cylinders is not stored in front
of the particular intake valve
but rather, since the valve
has opened, the fuel is
injected into the open intake
port. The start of injection can
not be varied.

b) Group injection:
Here, the injectors are combined to form two groups. For one revolution of the crankshaft, one
injector group insects the total fuel quantity required for its cylinders and for the next revolution
the second group injects.
This configuration enables the start of injection to be selected as a function of engine operating
point. Apart from this, the undesirable injection into open inlet ports is avoided. Here, the time
available for the evaporation of fuel is different for each cylinder too.

c) Sequential fuel injection (SEFI)

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The fuel is injected individually for each cylinder, the injectors being actuated one after the other
in the same order as the firing sequence. Referred to piston TDC, the duration of injection and
the start of injection are identical for all cylinders, and the fuel is stored in front of each cylinder.
Start of injection freely programmable and can be adapted to the engines operating state.

Fuel injection duration and injection timing control

The Engine ECU calculates the basic fuel injection duration in accordance with two
signals:
1) The intake manifold pressure signal from the manifold pressure sensor (in D-type EFI),
or the intake air volume signal from the air flow meter (in L-type EFI); and
2) The engine speed signal.
It bases its calculations on a program stored in its memory.
The Engine ECU also determines the optimum fuel injection duration for each engine
condition based on signals from various other sensors.
The actual fuel injection duration is determined by two things:
1) the basic injection duration, which is, in turn, determined by the intake air volume and the
engine speed; and
Various corrections based on signals from the various sensors.
During engine starting [cranking], however, fuel injection duration is determined differently,
because the amount of intake air is not stable during cranking. Corrections differ depending on
the engine model, because each respective Engine has its own characteristics to take into
consideration.
The following table shows the main controls that make up fuel injection control:
The relation between fuel injection duration control and the major signals from various sensors
is shown in the following table:
The signals used for each type of control may differ depending on the engine model.

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4.4. ELECTRONICALLY CONTROLLED ENGINE SYSTEMS
4.4.1 Idle speed control (ISC)
The ISC system controls the idle speed by means of the ISC valve to change the volume of air
flowing through the throttle valve by pass in accordance with signals from the ECU.
There are four types of ISC valve:
1. Duty ACV (air control valve)
2. Rotary solenoid type
3. Stepper motor type
4. On-off control VSV (Vacuum switching valve)
1. Duty control ACV type
The construction of this type of ISC valve is as shown in the following figure, while current flows
according to signals from the engine ECU, the coil becomes excited and the valve moves. This
changes the gap between the solenoid valve and the valve body, controlling the idle speed,
when the idle speed is lower than the specified because of different loads, such as shifting gear,
switching air condition, power steering, head light etc….
In actual operation current to the
coil is switched on & off each 100
m sec… so the position of the
solenoid valve is determined by
the proportion of time that the
signal is on as compared to the
time it is off (i.e. by the duty ratio).
In other words, the valve opens
wider the longer current flows to
the coil.

2. Rotary solenoid type.

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The ISC valve is mounted on the throttle body and intake air that by passes the throttle valve
passes through it.

The ISC valve is operated by signals from the engine ECU,

and controls the amount of intake air that is allowed to by
pass the throttle valve. It is a small light weight rotary
solenoid type valve. The valve assembly consists of two
electrical coils, a permanent magnet, a valve and valve shaft.
A fail-safe bi-metallic coil is fitted to the end of the shaft to
operate the valve in the event of electrical failure in the ISCV
system.
The ECU controls movement of the valve by applying a
250Hz duty cycle to coils T1 and T2. The electronic circuitry
in the ECU is designed to cause current to flow alternatively
in coil T1 when the duty cycle signal is low and the coil T2
when the signal is high. By varying the duty ratio (on time
compared to off time). The change in magnetic field causes
the valve shaft to rotate.

As duty ratio exceeds 50%, the valve shaft moves in a

direction that opens the air by pass passage. At a duty ratio
less than 50% the shaft moves in a direction which closes the
air bypass passage. If disconnected or the valve fails
electrically the shaft will rotate to a position which balances
the magnetic force of the permanent magnet with the iron
core of the coils. This default rpm will be around 1000 to 1200 rpm once the engine has reached
normal operating temperature.

4.5. FAIL SAFE, BACK UP, AND DIAGNOSTIC FUNCTIONS.

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a. Fail-safe function
If ECU receives faulty signal, the fail-safe function of the ECU either relies on the data stored in
memory to allow the engine control system to continue operating, or stops the engine if a
hazard is anticipated.
b. Back-up function
The back-up function is a system which switches to the back-up IC for fixed signal control, if
trouble occurs with the microprocessor inside the ECU. This allows the vehicle to continue
operating, though it assures the continuation of only basic functions; normal performance
cannot be maintained. This back-up IC uses programmed data to control the ignition timing and
fuel injection duration.
c. Diagnostic function
The ECU contains a built-in diagnostic system. The Engine
ECU is constantly monitoring the signals that are input to it from the
various sensors. If it detects any malfunctions in the input signals,
the Engine ECU lights the "CHECK ENGINE" lamp.
At the same time, the ECU registers the system containing the
malfunction in its memory. This information is retained in its
memory even after the ignition switch is turned off. When the
vehicle is brought into the shop because of trouble in the
engine control system, the contents of the memory may be checked to identify the
malfunction.
The "CHECK ENGINE" lamp does not light
when certain malfunctions are detected,
because those malfunctions would not
cause any major trouble such as engine
stalling.
After a malfunction is corrected, the
"CHECK ENGINE" lamp turns off. However,
the ECU memory retains a record of the
system in which the malfunction occurred.
In most engines, the contents of the
diagnostic memory can be checked by
connecting terminal T or TE1 with E1 of the
check connector or TDCL (Toyota diagnostic
communication link) and counting the
number of times the "CHECK ENGINE" lamp
blinks.
Check engine lamp circuitry
"CHECK ENGINE" LAMP FUNCTIONS
a. Lamp burnout check (T or TE1 terminal off)
The "CHECK ENGINE" lamp goes on when the ignition switch is turned on to inform the driver that it has not burnt
out. It goes out again when the engine speed reaches 500 rpm. (The engine speed may differ in some engine
models.)
b. Warning display function (T or TE1 terminal off)
When trouble occurs and the ECU has detected its occurrence in one of the input/output signal circuits connected
to the ECU, the "CHECK ENGINE" lamp goes on to alert the driver. The lamp goes off when conditions are
restored to normal.
c. Diagnostic code display function (T or TE1 terminal on)
If the T or TE1 terminal is connected to the E1 terminal (at the check connector commonly at the engine
compartment), and the ignition switch is turned on, diagnostic codes are displayed in order from the smallest to the
largest code, with the number of times the "CHECK ENGINE" lamp blinks indicating the malfunction code number.

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