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(1/3)
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(2/3)
(2) What the technician should ask the customer for refer-
ence
There is a list of questions that make it easier for the techni-
cian to troubleshoot if he has asked beforehand. But those
are only for reference and the technician should not have any
���� �������������������� preconceptions or fixed ideas.
���������������������������������
�������������������������������� ������������������������������� REFERENCE:
����������������������
������������������������������� Cases in diagnostic questioning
��������������������� (See “Basic Skills” of “Fundamentals of Troubleshooting” on
�������������������������������� PDF(2 of 2) Attachment A-1,A-2)
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(3/3)
-2-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Troubleshooting Outline
-3-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
1. Apply vibration
Similar to when the vehicle vibrates to create a situation where
the engine is inclined or the wire harness is pulled, vibrate the
sensors and wire harnesses in order to reproduce the malfunc-
tion including poor contact.
Inspection method
• Parts and sensors
Lightly tap the parts and sensors with a finger in order to check
whether or not the malfunction occurs.
NOTICE:
For relays, the contacts will open when there is a strong
impact. Therefore even if they are normal, a malfunction may
� occur.
�
• Wire harness and connector
Lightly swing the wire harnesses up and down or right and left
to check for a malfunction.
For the wire harness in particular, focus inspection on the base
of the connectors, the fulcrum of the vibration and the through
part of the body.
NOTICE:
If the terminal is disconnected within the connector, carelessly
pushing in the wire harness will connect the terminal, prevent-
ing the malfunction from being reproduced.
• Engine vibration
Malfunction of the wire harnesses in the engine compartment
may occur when the engine is tilting due to torque reactive
force. In an A/T vehicle, stalling an engine in the D or R range
may reproduce the symptoms.
(2/5)
Inspection method
Apply heat or cold to parts using a hair drier, spot air condi-
tioner, refrigerator, and so on to check whether the malfunction
occurs or not.
NOTICE:
����������� • Heat to a temperature where the technician can still touch
by hand (approximately 60 degrees centigrade (140 degrees
���������� Fahrenheit) or less)
• Do not directly heat or cool the electronic parts by opening
the lid of the ECU, etc.
(3/5)
-4-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
3. Apply water
To create the conditions where water enters or condensation is
produced in the connector, apply water to the vehicle in order
to reproduce the malfunction, including poor contact or a short
circuit.
�����
Inspection method
Apply water to the vehicle in order to check whether the mal-
function occurs or not.
NOTICE:
• Do not directly apply water to the engine compartment, but
spray the front of the radiator to indirectly apply moisture to the
vehicle.
• Do not directly apply water to the electronic parts.
HINT:
If rain leaks into the cabin, water may enter the ECU or con-
nector through the wire harness. Therefore, this should be
checked, especially if the vehicle has a history of leaks.
(4/5)
Inspection method
Turn on all electrical devices, including heater blower, head-
lamp, rear window defogger to inspect for the malfunction.
(5/5)
Outline
��������������������� To efficiently proceed with troubleshooting, use diagnostic
codes in order to identify the malfunctioning area.
The following are judged by identifying the codes.
����������������������� ���������������� ������������������� • When DTC is displayed
The sensors, actuators, wiring and ECUs in the systems indi-
���������������������������� cated by the malfunction codes may have a malfunction.
���������������������������� • When normal DTC is displayed
Systems that have a diagnostic function can be judged normal.
���������������������� ���������������� Therefore, the malfunction may be in the systems that have no
diagnostic function so proceed to this inspection.
HINT:
������������������ ��������������� The systems that have no diagnostic function include the igni-
tion secondary system, fuel system, etc.
�������������������
��������������� ����������������
������������������������������
��������������� ���������� • When No DTC is displayed
�������������������
���� The ECUs themselves do not operate or the power source
���������� system of the ECU has a malfunction.
���
HINT:
Check mode
In normal mode, if a malfunction only momentarily occurs, it
cannot be detected because it does not satisfy the diagnostic
conditions. By switching into check mode, malfunction which
occur momentarily, such as poor contact, can be detected.
(1/2)
-5-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Purpose of inspection
Check whether the identified diagnostic code accords with the actual malfunction
symptoms.
The malfunction systems that the code indicates may not accord with the system
that actually indicates the malfunction.
Inspection method
(1) Inspect the diagnostic code and freeze frame data and record them.
(2) Clear the diagnostic code and reproduce the malfunction symptoms based on
diagnostic questioning.
HINT:
To judge whether the displayed code when the vehicle was brought in is caused by
a current malfunction or past malfunction, clear the displayed code once and then
perform the reproduction test.
(3) Identify the diagnostic code again and judge whether the code is related to the
malfunction or not.
Criteria
• If the same code is displayed, it can be judged that the malfunction currently
occurs in the system that the code indicates.
• If a code that is not related to the malfunction is displayed, or a normal code is
displayed, the current malfunction is caused by something else. Therefore, perform
troubleshooting appropriate for the malfunction symptoms.
(2/2)
Purpose of inspection
Inspect the condition of the ECU (input signal, output signal) when the malfunction
occurs and determine the cause by checking the data of ECU.
��� • Freeze frame data
Freeze frame data is data of ECU when the diagnostic codes are recorded.
Example:
When the codes from the water temperature signal system are detected:
Check the freeze frame data on the water temperature signal. If the temperature
is -40 degrees centigrade, the malfunction can be judged to be an open circuit. If
it is 200 degrees centigrade or more, the malfunction can be judged to be a short
circuit.
HINT:
• Freeze frame data is deleted when the diagnostic codes are cleared or the modes
are switched. Therefore, check freeze frame data immediately after checking diag-
nostic codes.
• As for diagnosis detection, there is time lag between malfunction occurrence and
detection.
Therefore, it is not the data at the time of malfunction occurrence but the data after
the time lag is stored in memory as a freeze frame data.
• By referring to the freeze frame data, it is possible to estimate to some degree,
the running conditions at the time of the malfunction. (1/2)
• ECU data
ECU conditions can be checked by using ECU data even if the diagnostic codes
are not identified. The auto trigger function makes it possible to automatically record
the ECU data before and after the malfunction is found.
The function to record ECU data on the hand-held tester (snap shot) makes it pos-
sible to analyze ECU data when the malfunction occurs. This function can locate
malfunctions that the diagnostic codes do not output, including the wrong sensor
range and actuator system malfunctions.
Inspection methods
Refer to the ECU data and determine what has greatly changed since the symp-
toms occurred or if something has an abnormal value.
(2/2)
-6-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Purpose of inspection
This inspection determines whether the cause of the engine not correctly cranking is
in the starting system or in the engine proper.
Inspection method
(1) Remove all spark plugs/glow plugs
(2) Place the offset wrench on the crankshaft pulley bolt and turn it to measure the
rotating resistance.
Criteria
Since there is no standard value for engine rotation resistance, compare it with a
normal engine.
• When the engine rotation resistance is extremely large
Remove all drive belts and recheck the engine rotation resistance.
Criteria
• Rotation resistance is large:
malfunction in the engine
• Rotation resistance is small:
malfunction in the auxiliary components
HINT:
Perform the inspection under the conditions in which the malfunctions occurred
such as when it is cold or hot.
(1/1)
Purpose of inspection
��� �� The cause of malfunctions related to engine starting differs depending on whether
the initial combustion occurs or not, or whether starting takes too much time or not.
���
��
��
��
Therefore, inspect the engine starting condition to determine the cause of the mal-
function.
Inspection method
Crank the engine to check the engine starting condition.
(1/1)
-7-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
HINT:
Pay attention to the strength of the spark in normal engines on a daily basis.
HINT:
For this procedure, refer to the Repair Manual.
(1/1)
(1/2)
�� Inspection method (diesel engines)
When inspecting a diesel engine's fuel system, separate the system into its com-
��
�
partment segments and check into which part the fuel comes.
(1) Is the fuel coming to the injection nozzle?
Loosen the union at the injection nozzle when cranking the engine to check the fuel
injection condition.
����� NOTICE:
������������
��������� Cover the injection nozzle with a cloth so that the fuel does not spatter.
�������������� Criteria
When fuel spurts intermittently from the loosened part while cranking, it is normal.
(2) Is the fuel in the injection pump?
Check the sound of the fuel cut solenoid.
Criteria
If a sound can be heard when the ignition switch is ON and OFF, it is normal.
(3) Is the fuel coming into the injection pump?
Disconnect the pipe at the injection pump inlet and check whether fuel is supplied
when it is sent by priming pump pressure.
Criteria
When fuel comes out of the inlet, the passage between the fuel tank and injection
pump is normal.
HINT:
• If there is no malfunction in (1) to (3) above, the malfunction is in the injection
pump.
• For the common rail diesel engine, an inspection cannot be performed at the
injection nozzle.
(2/2)
-8-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Inspection method
Using a compression gauge, measure the compression pressure.
Criteria
The standard value differs depending on the engine model, therefore refer to the
Repair Manual.
HINT:
As a quick inspection for compression pressure, the following methods are avail-
able.
• Check whether or not the compressed air comes out of the plug hole when crank-
ing.
• Check whether or not the cam shaft pulley rotates when cranking by looking
through the service hole of the timing belt cover.
・A lack of compression due to a cut in the timing belt can be found by listening to
the sound made when cranking.
(1/1)
Purpose of inspection
By confirming the change in the engine speed when the combustion of each cylin-
der is stopped in turn for power balance inspection, judge whether or not the mal-
function affects the specific cylinder or all the cylinders.
(1/2)
-9-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Purpose of inspection
��������� ����� To determine whether the malfunction is a rich or a lean air fuel mixture.
�������
Criteria
�������������� Using an intelligent tester, check the voltage of the O2 sensor or short term fuel
������ trim.
The factors that change the A/F balance
�������� (1) When the A/F ratio is small (rich)
Consider the factors that cause the fuel system injection amount to increase, or
������������
������
inject continuously
• Sensor range/performance problem
• Poor contact with the ground of the sensor system
��� • Injector dribbling
etc.
Troubleshooting Oil Loss Via the Piston Ring/the Valve Guides Inspection
Purpose of inspection
When burning oil causes white smoke to be seen in the exhaust gas, changing the
engine rpm to change the volume of white smoke allows you to judge whether oil
loss via the piston rings or oil loss via the valve guides exists. As well, disassemble
the engine and judge the condition of the accumulated carbon.
Exhaust gas inspection
• Judge if there is oil loss via the piston rings
After warming up the engine, race it at approximately 2000 to 3000 rpm to check
the state of the exhaust gas
Criteria
• White smoke increases when the engine is raced
• White smoke increases when rpm rises
(1/4)
Why the cause of white smoke can be determined by oil loss via the piston rings
(1) The temperature in the combustion chamber is low when the engine is idle,
therefore even if oil loss from the piston rings occurs, the oil does not burn. There-
fore, the volume of white smoke is small.
(2) When engine speed increases, the temperature in the combustion chamber
rises as does the amount of oil supplied to the cylinders. As a result, the amount of
white smoke discharged increases.
���� ���� ���������
����������
(2/4)
-10-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Troubleshooting Oil Loss Via the Piston Ring/the Valve Guides Inspection
Why the cause of white smoke can be determined by oil loss via the valve guides
(1) The negative pressure of the intake manifold is high when the engine is idle, so
oil is sucked into the combustion chamber from the valve stem. However, the tem-
perature in the combustion chamber is low, so the oil attaches to the carbon, etc.
���� ��������������
and accumulates on the valve or combustion chamber, decreasing the amount of
white smoke.
(2) When racing the engine from the above state (1), the temperature of the com-
bustion chamber increases, instantly burning the accumulated oil, causing a great
deal of white smoke to discharge. When the oil is completely burnt, the amount of
������������� ������������ white smoke decreases.
��������� ������� (3) If the engine is continuously raced, the temperature in the combustion cham-
ber rises, so even if the oil is sucked in, it is burnt before accumulating, therefore
decreasing the amount of white smoke.
(3/4)
HINT:
When oil loss via the valve guides is discovered, remove the
intake and exhaust valves and inspect the conditions at the
face and stem.
(4/4)
Purpose of inspection
Inspect the diesel engine's combustion condition based on the discharged smoke.
• With white smoke
White smoke is caused by combustion at a comparatively low temperature and is
discharged when the injected fuel is not burnt.
The cause of white smoke may be conditions where the fuel injection timing is
retarded, or the after glow does not operate when it is cold, etc. For these reasons,
checking the conditions when white smoke is discharged can determine the cause
of the malfunction.
(1) White smoke is discharged regardless of the condition
• Internal malfunction of the injection pump
• Compression pressure is low
• Fuel cetane number is low
etc.
(2) White smoke is discharged when it is cold
Operational malfunction of the after glow
HINT:
White smoke is sometimes discharged because engine oil or water enters the com-
bustion chamber. In this case, checking the smell of the discharged gas will make
it possible to judge whether engine oil or water has caused a fuel ignition failure.
Check the smell by fanning the smoke by hand so as not to directly inhale it.
Purpose of inspection
When a malfunction such as poor contact occurs momentarily, inspect the contact
pressure to determine where the malfunction area is.
(1) Disconnect the connector
(2) Visually check for rust or foreign matter on the connector terminals.
(3) Check for looseness or damage on the staked position of the terminal. Lightly
pull the wire harness and check that they are not disconnected.
(4) Turn up the engaging surface of the female connector and insert a male terminal
unit into each one of the female terminals, one at a time.
HINT:
Prepare a male terminal from an identical model connector by cutting one repair
wire, and use that when testing the female terminal.
(5) Hold the female connector by hand, wiggle it to the right and left and check
whether the inspected terminal sinks due to its weight.
Criteria
• When the constriction of the male terminal can be seen, it has contact pressure
and is judged to be normal.
• When the constriction of the male terminal hides in the connector, it has no con-
tact pressure, so replace the terminals or connectors.
(1/1)
The malfunction has not been completely resolved if the problem recurs immedi-
ately after repair. Therefore, it is important to pursue the true cause of the problem
so that it will not recur.
Important points for preventing recurrence
• Is it an independent occurrence, or was it caused by another part?
When starting the engine is difficult due to incomplete ignition by the smoldering
spark plug, even if the malfunction is resolved by replacing or cleaning the plug, if
the cause is not inspected, the malfunction could recur.
• Is it due to the life of the part?
Parts will degrade after a long period of use, causing heat resistance and durabil-
ity to worsen or become worn. As a result, they will not be able to maintain their
original performance. Therefore, it is important to help the customer understand the
concept that a part has a predetermined life.
• Is it due to improper maintenance?
Even if the amount of oil used increases due to the engine malfunction, the true
cause of the engine malfunction might be engine wear caused by oil degradation
due to insufficient oil maintenance. Therefore, it is important to help the customer
understand the importance of maintenance.
• Is it due to improper handling, operation or usage conditions?
Even when usage or road conditions are the same, a difference in acceleration or
shifting may cause malfunctions. Check for improper handling including rally driv-
ing, over-load, and toeing through diagnostic questioning.
• Is the customer's expected performance too high?
If there are no malfunctions and the performance of the customer's vehicle is no
worse than others of the same model, it is important to explain to the customer the
function/performance of the vehicle based on diagnostic questioning to help him
understand.
(1/1)
-12-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-13-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Question-1
Mark each of the following statements True or False.
Correct
No. Question True or False
Answers
1. When performing diagnostic questioning, it is important not to have
preconceptions or fixed ideas. j True n
k
l
m
n j False
k
l
m
2. When performing diagnostic questioning, confirm only the customer's requests j True n
k
l
m
n j False
k
l
m
and demands.
3. During the road test, drive under all the conditions, which the customer habitually m
n True m
j
k
l n False
j
k
l
uses.
4. When symptoms that the customer points out do not occur, reproduce them n True n
j
k
l
m j False
k
l
m
using the reproduction method.
5. To reproduce the symptoms, confirm the when, in what occasion, how, frequency, n
j True n
k
l
m j False
k
l
m
etc. through diagnostic questioning.
Question-2
Mark each of the following statements True or False.
Correct
No. Question True or False
Answers
1. Engine rotation resistance inspection can determine whether the cause of the
engine not correctly cranking is in the starting system or in engine proper. n True n
j
k
l
m j False
k
l
m
2. When inspecting the engine starting condition, if there is no initial combustion nor n
j True n
k
l
m j False
k
l
m
does it start, the malfunction is in one of the three engine elements.
4. When inspecting cylinder power balance, if it is difficult to check the change of j True n
k
l
m
n j False
k
l
m
the engine speed when stopping the combustion in each cylinder, decreasing the
engine speed makes it easier to judge.
5. When inspecting oil loss via the piston rings and via the valve guides, if racing j True n
k
l
m
n j False
k
l
m
the engine after warming up discharges a large amount of white smoke and rising
engine speed increases the amount of discharged white smoke, it can be judged
to be oil loss via the piston rings.
-14-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills
Question-3
Mark each of the following statements True or False.
Correct
No. Question True or False
Answers
1. When performing a diesel engine's exhaust condition inspection, if white smoke
is discharged while it is cold, an operation malfunction of the after glow can be j True n
k
l
m
n j False
k
l
m
considered.
2. When inspecting the air fuel ratio, only when the air fuel mixture is rich, can you j True n
k
l
m
n j False
k
l
m
estimate the malfunction location.
3. When inspecting a diesel engine's fuel system, separate the system into its n True n
j
k
l
m j False
k
l
m
compartment segments and check into which part the fuel comes.
4. When inspecting an EFI gasoline engine's fuel system, if the injector's sound n True n
j
k
l
m j False
k
l
m
cannot be heard, exchange the connector with one on the next cylinder. If the
sound cannot be heard, the malfunction can be judged to be in the electrical
system of the injector.
5. When a malfunction, such as poor contact occurs momentarily, after estimating j True n
k
l
m
n j False
k
l
m
the malfunction area using the reproduction method, determine the malfunction
area through the terminal contact pressure inspection.
Question-4
Mark each of the following statements True or False.
Correct
No. Question True or False
Answers
1. Diagnostic questioning is asking the customer about the conditions of the
malfunctioning components. j True n
k
l
m
n j False
k
l
m
2. When reproducing the symptoms that the customer points out, it is important to j True n
k
l
m
n j False
k
l
m
create conditions and circumstances that are similar to those that exist when the
symptoms occur.
3. It is important to determine whether the cause is on the vehicle side or the n True n
j
k
l
m j False
k
l
m
customer's usage.
4. When troubleshooting, if only using the reproduction method to determine the n True n
j
k
l
m j False
k
l
m
malfunction area, it is not necessary to perform the basic inspection such as
ignition timing, idle speed, etc.
5. After eliminating the malfunction, it is important to pursue the true cause of the j True n
k
l
m
n j False
k
l
m
problem so that it will not recur.
-15-
Diagnosis Master Technician - Fundamentals of Troubleshooting Basic Skills "Attachment A-1"
���
���
���
���
���
���
���
���
(1/10)
������� Stage 1:
������������������������������������������������������������ Verifying and reproducing the symptom
Verifying and reproducing the symptoms is the first step in trou-
bleshooting. The most important element in troubleshooting is
to correctly observe the factual malfunction (symptoms) that
���������������������� ������������������������� the customer points out and make an appropriate judgement
without any preconceptions.
��������������������������� �����������������������������
�����������������������
���������������������������
��������������������������������������������������������������������������
������������������������������������
(2/10)
-1-
Diagnosis Master Technician - Fundamentals of Troubleshooting Fundamentals
�������������������� ��������������������
������������������������������������
����
��������������������������
���� �����������������������������������������
����� ����������������������
������������������ ���������������������������
������������ ������������������������������
(3/10)
������� Stage 2:
���������������������������������������������� Determining whether or not it is a malfunction
When a customer makes a complaint, there are various cases.
Not all of the symptoms are related to malfunctions but could
be characteristics inherent to that vehicle. If a technician repairs
a vehicle that has no malfunction, he will not only be wasting
valuable wasting time, but will lose the customer's trust.
���������������������������������� ������������������������������
What is a malfunction?
An abnormal condition that occurs in a certain portion of the
equipment, causing defective function.
������������������������������������� �������������
������������������������������������
���������������������������������������������������������������
(4/10)
������� Stage 3:
�������������������������������������������������������� Estimating the cause of the malfunction
Estimating the cause of the malfunction should be done sys-
tematically based on the malfunction symptom that the techni-
cian has confirmed.
�������������������������������������������������
��������������
���������������������������������������
����������������������������������������
���������������������������������������������������������������������������������
(5/10)
-2-
Diagnosis Master Technician - Fundamentals of Troubleshooting Fundamentals
��������������������������������������������������������������������������
���������������������������
������������������������������������������������������������������
��������������������������������������������������������������������
������������������������������������������������������������������������
(6/10)
������� Stage 4:
������������������������������������������������� Inspecting the suspected area and finding the cause
Troubleshooting is a step-by-step repetitive process for
approaching the true cause of a malfunction based on facts
(data) obtained through verification (inspection).
�������� ������
������ ��������
������������������
�������������������������������������������������������������������
(7/10)
�����������������������������������������������������������
����������������������������
������������������������������������������������������������
�������������������������������������������������������������������������
�����������������������������������������������
�����������������������������������������
(8/10)
-3-
Diagnosis Master Technician - Fundamentals of Troubleshooting Fundamentals
������� Stage 5:
������������������������������������������������������������� Recurrence prevention
Repairs are completed not just when the malfunction is elimi-
nated, but when the fear of recurrence has also been removed.
�������������������������������������������
����������������������
����������������������������������������������
(9/10)
������������������������������������������������������������������
�������������������������������
����������������������������������
��������������������������������������������
�������������������������������������
(10/10)
-4-
Diagnosis Master Technician - Fundamentals of Troubleshooting Fundamentals
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-5-
Diagnosis Master Technician - Fundamentals of Troubleshooting Fundamentals
Question-1
Which one of the following statements about how to approach troubleshooting is True?
j 1.
k
l
m
n At first, correctly identify the malfunction symptoms.
j 2.
k
l
m
n It is important for a technician to rely on his sixth sense in order to prompt repairs.
n 3.
j
k
l
m Inspection of all the parts related to the malfunction can be repaired quickly.
j 4.
k
l
m
n If the malfunction is eliminated, it is not necessary to seek its true cause of the malfunction.
Question-2
n 1.
j
k
l
m When troubleshooting, it is not the symptoms that the customer points out that are important,
rather the symptoms that the technician himself confirms.
j 2.
k
l
m
n To correctly and promptly perform troubleshooting, it is necessary to systematically inspect based on
the five stages.
j 3.
k
l
m
n To seek the true cause of the malfunction, it is important to securely inspect all the components one by
one.
n 4.
j
k
l
m To promptly perform repair, inspect all of the suspected areas without following the required procedures.
Question-3
Correct
No. Question True or False
Answers
1. Diagnostic questioning is asking the customer about the conditions under which
the malfunction occurred in order to reproduce the symptom. j True n
k
l
m
n j False
k
l
m
3. As for estimation of the malfunction cause, referring to a lot of information will j True n
k
l
m
n j False
k
l
m
increase the estimatable cause, so obtain only a necessary information.
5. Complete repair is not only eliminating the malfunction symptoms but removing n True n
j
k
l
m j False
k
l
m
the fear that the malfunction could recur.
-6-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
Increased fuel consumption frequently is a result of the vehicle usage and road
conditions rather than vehicle malfunction. Therefore, it is important to accurately
understand the customer's habitual usage and required level. In this chapter, the
items regarding the estimated causes of increased fuel consumption are explained.
� • Since when?
Understand the relationship between engine warm-up and A/C usage, the change
of the vehicle condition and the malfunction.
• Compared to what?
Find the difference between the target vehicle that the customer compares and the
� customer's vehicle and troubleshoot the cause of the increased fuel consumption.
• How is it used?
Troubleshoot the cause of the increased fuel consumption based on the customer's
usage.
• How is it measured?
Troubleshoot the cause of the customer's measurement error.
(1/1)
���
3. Rapid change in the fuel consumption
���� "Fuel consumption has increased a lot compared to last year," "Suddenly, the
�� fuel consumption has increased, " a sort of malfunction may have occurred to the
����� vehicle.
���������� �
���
(1/1)
-1-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
HINT:
Turbocharger/supercharger Minimum fuel consumption rate
The minimum fuel consumption rate shown by the engine performance curve is
when the throttle valve is fully opened and it is not always equal to the fuel con-
sumption in the normally used range.
(1/5)
����
����������
3. Difference in style (aerodynamics)
��� � The air resistance increases against the square of the vehicle speed. Therefore,
in low-speed driving, the air resistance does not affect the fuel consumption, but in
� �� ��� high-speed driving, it largely affects the fuel consumption.
�����������������������
HINT:
The air resistance is in proportion to the multiplication of the Cd value of the frontal
projected area. In other words, even if the Cd value is small, the frontal projected
area is large, so the air resistance becomes large. Therefore, even if the Cd value
in a large vehicle is small, the air resistance is not always small. In short, it cannot
����� ��� be said that the fuel consumption will decrease.
����������
��������
���������� �������
����������
�����
� �� ���
��������������������
(2/5)
-2-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
���
���� ������������
�
����������
����
�
����������
��� �
���
���� � ������������
�����������
���� �
����������
��� �
HINT:
Pumping loss
Pumping loss is the resistance when the engine sucks in the air. When the throttle
valve opening is small, pumping loss is large.
������������
�����������
��������
����� 5. Tire difference
The reason why the tire affects the fuel consumption is that the majority of the
rolling resistance during running resistance is in the tire. The tire rolling resistance
varies depending on the air pressure or tire type.
�����������
�����
(4/5)
(5/5)
-3-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
As the load and the number of occupants increase, the weight becomes heavier
and fuel consumption increases.
���
���� �
��
���������������
��
�������������
��
���
� �� �� ��
���������������������
(1/5)
��� 3. Use of air conditioner
����
When turning the compressor of the air conditioner, engine
� power is used, increasing fuel consumption. The operation
rate of the compressor increases as the temperature and
��������������� moisture becomes higher. The amount of air blow decreases
�������������
��
as the vehicle speed lowers, and the cooling performance of
the condenser becomes worse. Accordingly, the load applied
��� to the engine increases. Therefore, on a congested road when
�� �� the temperature is high, fuel consumption increases by 20 to
����������������������� 30 %.
��������������� ��� ��������������� ���
�������������� �� ������������������ �� 4. Electrical load
The load to the alternator increases as the quantity of electric-
ity used increases, so fuel consumption increases.
���������������
������������������
(2/5)
5. Running in the city and on congested roads
Running under these conditions increases the fuel consumption, because the
average vehicle speed is low, the amount of time the vehicle is stopped becomes
Fuel efficiency is longer, and frequent acceleration and deceleration is performed. On a intermit-
additionally worsened tently congested road where there is frequent acceleration and deceleration, the
fuel consumption will be greater than on a road where the vehicle speed is consid-
Intermittently traffic congestion erably low.
• Average vehicle speed
Average vehicle speed can be simply calculated by distance and time. But when
the vehicle runs long distance, there are congested roads and not congested roads
during this running, so it is necessary to obtain each value by separating a certain
block. In this case, it is necessary to clearly separate the ratio between the low-
speed and high-speed running distances.
Traffic congestion where • Vehicle stoppage time
vehicle rund extremely slow speed When the vehicle stops, fuel is consumed, however, the running distance is 0 km,
so the fuel efficiency becomes 0km/l. As the stoppage time becomes longer, fuel
Average vehicle speed efficiency worsens.
(3/5)
-4-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
��������������� ��
9. Shift operation
����������
Generally, unless the driveability worsens, such as the occur-
� �������������
����������� rence of knocking, using a higher gear and making the engine
��� �� speed lower will reduce the fuel consumption.
��������
�� �� ���
� ��������������������
(5/5)
��������������������������������������
(1/3)
-5-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
������������
����������
�
(2/3)
��������������������������������������
(3/3)
The amount of engine oil absolutely reduces by running. The passages into which
the engine oil flows to lubricate each part of engine consists of the passage to the
oil pan and to the combustion chamber or to enter exhaust gas without not return-
ing to the oil pan. The engine oil entered the combustion chamber and exhaust gas
is burnt.
(1/2)
-6-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
����
Important points to remember when measuring the oil
Inspection timing
Immediately after the engine stops, the oil has not completely returned to the oil
���� pan from the cylinder head, therefore, the oil level is lower. Also, when filling oil, it
����� takes time to for it to reach the oil pan. As a result, the oil level is low if the level is
checked immediately after the oil has been filled.
���
���������������� ����
Oil temperature
When the oil temperature is high, the oil expands, so the oil level becomes high.
When the oil temperature is low due to insufficient warm up, the viscosity is
high and the returned oil amount to the oil pan from the cylinder head becomes
reduced. As a result, the oil level becomes low.
���������������������
�����������������������
���������
Inspection place
When parking the vehicle in an inclined place, the oil surface in the oil pan inclines
and the oil level cannot be measured accurately.
�����������������
�
�
�
�
(2/2)
�
(1) The oil surface level in the oil pan differs depending on the vehicle inclination,
oil temperature and the amount of returned oil from the cylinder head. Inspection
should be performed under the same conditions.
����
������� �
HINT:
In the customer's measurement, the difference is large and reliability is low,
therefore, accurately measure the consumption amount. It is necessary to judge
������� whether the amount is appropriate or not based on the result.
�
������
�
��������������������
�����������������
(1/1)
-7-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
Increased Oil Consumption Oil Degradation and Abrasion Inside the Engine
If the oil and oil filter is not changed periodically, the engine oil
degrades. When the oil degrades, not only the consumption
����
����
amount increases, but also the abrasion inside the engine
�����������
�����������
is accelerated and the amount of oil consumption further
increases.
• Oil degradation
���������������� ����������������
If the oxides, abrasion chips, soot, moisture, etc. produced by
being burnt mix into the oil, the oil degrades, and the purifica-
����������������� tion or lubrication performance decreases. In a diesel engine,
������ ������������
the soot mixes into the oil, the oil viscosity becomes higher,
the scrape off performance of the oil lubricating the cylinder
becomes worse. As a result, the amount of oil mixed into the
combustion chamber increases.
Compared to a gasoline engine, diesel fuel contains much
more sulfur and acids are found in the burnt gas.
Therefore, diesel engine oil is more easily degraded than
����������������� gasoline engine oil. If the oil change period for a diesel engine
������������ is the same as that for a gasoline engine, engine abrasion is
abnormally accelerated.
• Abrasion inside the engine
When the oil is degraded, sludge, etc. is produced. Therefore,
the abrasion inside the engine is accelerated and the oil loss
via the piston rings and the valve guides occur.
(1) Oil loss via the piston rings
If the cylinder wall or the piston rings are worn, its oil scraping
off performance worsens. Therefore, the amount of oil con-
sumption increases.
If the piston rings and the ring groove are worn, the ring pump-
ing performance increases and the oil amount pumped into the
combustion chamber increases. Therefore, the amount of oil
consumption increases.
(2) Oil loss via the valve guides
If the valve stem, the valve guide bush and the oil seal
are worn, the oil amount entering the combustion cham-
ber increases. Therefore, the amount of oil consumption
increases.
Inspection methods
Oil loss via the piston rings, oil loss via the valve guides
inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” »
“Troubleshooting”)
(1/1)
1. Laden conditions
����� ��������� �������
��� �������� �����
As the number of occupants and items increases, the engine
load becomes larger. As a result, the acceleration pedal is
depressed more than usual. Therefore, the compression pres-
sure and the combustion pressure becomes higher.
Accordingly, as the force that presses down the piston or
shock becomes larger, the piston inclines in the cylinder or the
shape of the piston ring alters, thus the oil splashing lubrica-
tion performance becomes worse.
Furthermore, since the cylinder and the piston temperature
�����
becomes higher, the engine oil vaporizes and the amount of
������� �������
consumption increases.
�������������
����� �����
���������������� In a diesel engine, since the fuel injection amount increases
����������
when the load is heavy, more soot is produced and the oil
degradation is accelerated.
�����
�� �� ���
������������������� (1/2)
-8-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
(2/2)
The engine consists of many parts, and each part operates by a sliding or rotational
movement. The portion that slides or moves by rotational movement has clearance
without exception and when this clearance becomes larger than the specification,
an abnormal sound or noise can be heard.
The sound resulting from abrasion in the engine has the following character-
istics
1. Occurrence condition
• When the engine is cold, the sound is loud.
• When the oil viscosity is insufficient, the sound is loud.
• When the hydraulic pressure is low, the sound is loud.
• When accelerating, the sound is loud.
• When the load is heavy, the sound is loud.
2. Sound types
• Sliding sound: the sound of things rubbing together.
• Hitting sound: the sound produced by hitting.
• Other sounds: Generally obscured and complicated sounds.
HINT:
• Sound when idling
(See “Malfunction Knowledge” of “Fundamentals of Troubleshooting” on PDF(2 to
2) Attachment D-2)
• Sound in the specified engine speed range
(See “Malfunction Knowledge” of “Fundamentals of Troubleshooting” on PDF(2 to
2) Attachment D-3)
• Sound at various engine speed range
(See “Malfunction Knowledge” of “Fundamentals of Troubleshooting” on PDF(2 to
2) Attachment D-4)
(1/1)
-9-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
Abnormal Sound of Engine Abnormal Sound and Noise Caused by Abnormal Combustion
1. Knocking
During acceleration, a high-pitch hitting sound is produced.
The piston and the valve receive a bad influence and the engine may be damaged.
Main cause
• Poor fuel quality
Octane number of the fuel is lower than the required
• Ignition timing is advance
If the ignition timing is advanced, combustion is performed suddenly. As a result,
knocking occurs.
• Spark plug failure
The overheated spark plug becomes a heat spot and causes pre-ignition.
Suitable temperature for spark plug: approximately 450 to 950 degrees centigrade
(self-cleaning temperature)
• Carbon accumulation in the combustion chamber
If carbon accumulates in the combustion chamber, the carbon prevents the heat
from being dissipated and the engine overheats.
The heated portion becomes a heat spot and causes pre-ignition.
• Air fuel mixture ratio is lean
During high speeds and with a heavy load, if the air fuel mixture ratio is lean,
knocking will occur easily.
• Over load operation
When the engine load is excessive, knocking will occur easily.
HINT:
If the vehicle is continued to be driven while knocking occurs, the malfunction as
shown below could occur.
• Overheating
• Metal damage due to engine overheating
• The amount of fuel consumption increases due to reduced heat efficiency
• Spark plug, piston and valve melt down.
• Cylinder head gasket breakage.
(1/4)
2. Run on (dieseling)
This is a phenomenon in which spontaneous combustion occurs. This phenom-
��� �� enon is caused when the fuel sucked in by the inertia of the crankshaft or flywheel,
overheated spark plug that ignites the unburned gas and the carbon accumulated
���
��
��
in the combustion chamber becomes a heat source even after the ignition switch is
��
turned off.
HINT:
In an EFI engine, when the ignition switch is turned on, the fuel stops. Therefore,
run on does not occur.
Main cause
• Inappropriate fuel
The fuel self-ignition temperature or octane number is low.
• High intake temperature
The compressed air fuel mixture temperature becomes higher than the self-ignition
temperature.
• High-pressure compression (high-speed, high-load running)
Combustion temperature and the combustion chamber wall temperature are both
high.
When the pressure is high, the compressed air fuel mixture temperature also
becomes high.
• Carbon accumulation inside the combustion chamber
When carbon accumulates inside the combustion chamber, the carbon prevents
the heat from being dissipated and the engine overheats.
The overheated portion becomes a heat spot.
• Spark plug failure
Spark plug is over-burned and becomes heat a spot.
• Idling speed is high
The amount of intake air when the throttle valve is fully closed is large.
• Engine overheating
Temperatures of combustion chamber parts become higher.
• Ignition timing retards
The maximum burning temperature lowers, but the combustion duration becomes
longer and the exhaust temperature becomes higher.
The temperature near the exhaust valve rises and becomes the heat source of the
spontaneous combustion.
(2/4)
-10-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
Abnormal Sound of Engine Abnormal Sound and Noise Caused by Abnormal Combustion
3. After fire
Air fuel mixture is discharged without completely being combusted inside the com-
bustion chamber. This unburned gas is retarded in the exhaust system and burnt
explosively.
When the air fuel mixture is excessively rich, and the ignition timing slightly retards,
this phenomenon may occur.
Main cause
• Air fuel mixture is excessively rich
There is an oxygen shortage and the air fuel mixture cannot be combusted com-
pletely.
The unburned gas is heated in the exhaust pipe, and "after fire" occurs.
• Sudden deceleration and shifting down
Intake pipe vacuum pressure suddenly rises and the air fuel mixture becomes
excessively rich.
Since charging efficiency also worsens, the two elements of "good compression"
and "good air fuel mixture" are not satisfied. As a result, the combustion becomes
unstable and "after fire" tends to occur.
• Ignition timing retards
Combustion duration becomes longer, the combustion process continues until the
end of the explosion stroke and after burn occurs.
• Misfire
Sometimes misfire occurs due to a malfunction in the ignition system.
Unburned gas is heated in the exhaust pipe and after fire occurs.
(3/4)
4. Back fire
This symptom occurs as a result of the air fuel mixture being taken in is com-
busted. This is because the combustion process still continues even when combus-
tion in the cylinder becomes slow and when the intake valve opens in the case of
excessively lean air fuel mixture or ignition timing retardation, etc..
"Back fire" tends to occur when starting while the engine is cold when accelerating
during warm up.
Main cause
• Air fuel mixture is excessively lean
Combustion becomes slow and the combustion duration becomes longer. When
the combustion process is not completed in the explosion stroke and continues to
the next intake stroke, "back fire" occurs.
• Heat spot occurs
When heat spot occurs due to overheating, the air fuel mixture is ignited in the
intake stroke. The air fuel mixture is combusted in the intake manifold and "back
fire" occurs.
• Inappropriate valve timing and ignition timing
If these timings are inaccurate due to mis-operation, back fire occurs and the
engine does not run.
(4/4)
Vehicle Pull Outline
The cause of vehicle pull is sometimes on the vehicle side and sometimes due to
the road conditions or customer's habitual usage.
When performing troubleshooting for vehicle pull, it is important to understand the
cause of it.
Judgement of vehicle pull
It is difficult to judge vehicle pull by using an electrical tester, etc. So, perform a
road test and judge whether it is a malfunction or not.
• Compare with another vehicle of the same model
• Measure how much it moves within a certain distance
HINT:
Measure how many meters the vehicle offsets in 100 meters.
(1/1)
-11-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
��������� �������� The force generated on the tire may cause vehicle pull. The typical phenomenon is
shown below.
• Ply steer
The transverse direction force is generated due to the ply direction of the tire belt.
When the tires are rotated straight ahead, the force that tries to move the tires in
the transverse direction along the ply is referred to as ply steer.
• Conicity
When applying a lateral force to the surface of a standing tire, portion contacting
with the ground will alter shape evenly. However, unevenness of the tread, the
force that returns it to the original shape is not equal. If rolling the tire in this condi-
tion, the tire rolls in the direction where the reaction force is smaller. In this condi-
tion, the force in the transverse direction is referred to as conicity.
Inspection methods regarding whether the force generating on a tire affects vehicle
pull or not.
• Change the left and right tires. Or remove the tire from the wheel and reverse.
Ply steer: The direction does not change at all.
Conicity: The direction changes.
(1/1)
Vehicle Pull Influence of Alignment
������������������� ������������������� Vehicle pull occurs when there is an imbalance between the
forces: moving to the right and to the left.
(1/1)
As for trails, each center of contact on the ground between right and left are differ-
ent, so the king pin offset dimension of the right and that of the left differ. Therefore,
since the moment around the king pin axis differs between right and left, the steer-
ing wheel moves to the side where the moment is larger.
Influenced conditions
• Depth of the trails:
As the trail becomes deeper, the level becomes larger.
• Width of the tires:
As the tire width becomes wider, the level becomes larger.
• Tire tread rigidity:
As the tire tread rigidity becomes higher, the level becomes higher.
HINT:
Some roads are slightly sloped for drainage. For this reason, the steering becomes
unstable in only a specific place, or the direction differs when going somewhere
and returning to the original place.
(1/1)
-12-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
���������
�����������
(1/1)
amplified and it becomes greater. As the amplitude becomes larger, greater attenu-
ation will be required to stop the vibration. In the brake construction, pads and the
rotor contact closely, so it is difficult to attenuate the vibration.
���
Generated frequency
��������� In the case of brake squeaking, the generated frequency varies. Even if brake
����������� �����������
�������� squeaking at a certain frequency is reduced, another brake squeaking will be gen-
������ erated at different frequency. The frequency varies depending on the model and it
������������ is difficult to reduce anything more than the general vibration. The effectiveness of
��������� the reduction sometimes appears, but sometimes it does not appear.
�������������
The relationship between the brake squeaking and the brake
������ Brake squeaking is generated by the friction between the pads and the rotor, so
������
��� there is a correlation between the pad friction coefficient and brake squeaking.
Therefore, the prevention of brake squeaking and the improvement of brake effec-
tiveness are rather difficult to achieve at the same time. In fact, a large amount of
energy is transmitted to the rotor in the pads that are effective, the brake squeak-
ing tends to occur.
(1/2)
Conditions that tends to cause brake squeaking
• When the vehicle is left or the brake is cooled
Brake squeaking tends to occur due to the increase of the brake pad friction coef-
ficient caused by the oxidation of the rotor and pads surfaces, or pad moisture
absorption.
• When the brake is cooled down under high temperature conditions
When the temperature of the pad is over 200 degrees centigrade, the resin inside
the pads decomposes and the pad surface loses its abrasiveness. When the
temperature then drops, the friction coefficient increases. As a result, the brake
squeaking tends to occur.
HINT:
When the temperature of the pad becomes high, the paint on the sides sometimes
become whitish, helping to judge the thermal history.
• When the rotor ground trace cannot be seen
When the abrasive chips of the pad attaches to the rotor surface, the rotor surface
is ground by the pads, accordingly. When the surface irregularity decreases, the
friction coefficient increases. As a result, the brake squeaking tends to occur.
HINT:
Brake squeaking reproduction test
• Perform this test by altering the pedal depressing force on a slope.
• Increase the brake temperature and leave it for 30 minutes. Then perform this
test.
• Leave the brake overnight to decrease the brake temperature. Then perform this
test. (2/2)
-13-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
����
(1/2)
(2/2)
Poor braking effectiveness indicates not only the case where the brake does not
operate at all even when the brake pedal is depressed, but also the case where
the brake effectiveness is weak against the depressing force or there is no pedal
feel.
When troubleshooting poor braking effectiveness, it is vital to have a thorough
compensation of the technical aspects in order to understand why the braking
������ effectiveness worsens.
(1/1)
-14-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
(1/9)
��������� ������������������
2. When the vacuum pressure in the brake booster is not
���
������������������� ������������������ maintained
If the engine stalls while driving, the vacuum pressure in the
���
���������
�������������������
������������������ booster is not maintained.
Pressure in the booster is not secured. In this case, the brake
������������������
��������
�����
���� ���
functions correctly only once. The brake pedal will feel heavy
����������������������������
and the brake seems to be ineffective after the second trial.
� �� �� �� �� ��� HINT:
��������������������������������� Even when the booster does not operate, it does not mean
��������������������� that the brake effectiveness is not gained. If the driver fully
����������������������������� depresses the brake pedal, braking is effective although the
�������������������
deceleration rate is less than normal.
(2/9)
(3/9)
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Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
HINT:
The thermal history can be checked by disassembling the
brake unit responsible for the fade phenomenon.
�������������������������������������������������������
�����������������������������������
(4/9)
Vapor lock
������ The driver doesn't feel any reaction from the brake pedal and
the braking effect is reduced when bubbles occur in the brake
fluid. The bubbles are produced when the heat in the pad and
shoe is transferred to the brake fluid and the fluid boils.
Conditions causing vapor lock
• After stopping a vehicle, the brake unit is not cooled down by
sufficient airflow.
• The brake fluid is not changed for a long time.
HINT:
���� ���� Be sure to remove the air from the fluid. Once the vapor lock
occurs, bubbles remain in the piping although the brake pedal
�������� ����������������� operating force returns to normal after the brake cools down.
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(5/9)
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(6/9)
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Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
(7/9)
�����
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(8/9)
REFERENCE
Braking and Pedal Operating Force Check
1. Maximum braking force check
Measure braking force using a brake tester
Criteria
There must be no difference when comparing with another
vehicle of the same model.
��� ��������
2. Compare the breaking force and pedal operating force
Measure the breaking force and pedal operating force using a
pedal effort meter and brake tester.
������������������
��� ��������
Criteria
There must be no difference when comparing with another
���
vehicle of the same model.
����������������������������
� �� �� ��
����������������������������
(9/9)
-17-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-18-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
Question-1
Which one of the following statements about increased oil consumption is True?
j 1.
k
l
m
n The amount of engine oil does not reduce by running.
n 2.
j
k
l
m The amount of the returned engine oil to the oil pan reduces when engine is not sufficiently warmed up.
So, measure the oil level after the engine is sufficiently warmed up.
j 3.
k
l
m
n If the oil degrades, the amount of oil consumption due to the degradation increases, but there is no
correlation with abrasion inside the engine.
n 4.
j
k
l
m When engine speed is high, the amount of oil consumption increases, but while the engine brake is
being applied, no oil is consumed.
Question-2
j 1.
k
l
m
n Whether vehicle pull stability is caused by a malfunction of the vehicle or not can be judged
subjectively using a tester.
j 2.
k
l
m
n If the force generated by the tire causes vehicle pull, the vehicle will always move in opposite
direction after exchanging the right and left tires.
n 3.
j
k
l
m If there is imbalance between right and left of the camber caster king pin angle, vehicle pull
occurs.
j 4.
k
l
m
n Trails or inclinations in roads does not affect vehicle pull.
Question-3
Which one of the following statements about brake squeaking sounds is True?
j 1.
k
l
m
n The braking effect and brake squeaking are correlated with each other, therefore ineffective pads
make the squeaking sounds easy to generate.
j 2.
k
l
m
n High brake temperatures easily cause squeaking sounds.
j 3.
k
l
m
n Brake squeaking occurs at a frequency. Therefore, the sound will surely stop if attenuation process is
performed on that frequency.
n 4.
j
k
l
m In some cases, making a change in the contact between the caliper and the pad by applying grease to
the grease reservoir and claw of the anti-squeal shim attenuates the squealing sounds.
-19-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge
Question-4
Mark each of the following statements True or False.
Correct
No. Question True or False
Answers
1. If fuel consumption rapidly increased without any change in the customer's
j True n
habitual usage, it can be estimated that a malfunction has occurred to the vehicle. n
k
l
m j False
k
l
m
2. When the engine oil degrades, sludge etc. is produced and clogs the worn area n True n
j
k
l
m j False
k
l
m
inside the engine. As a result, the amount of oil consumption temporarily
decreases.
3. Vehicle pull occurs when forces to move towards the right and left are n True n
j
k
l
m j False
k
l
m
balanced.
4. Brake squeaking is caused by friction between the pad and the rotor. n True n
j
k
l
m j False
k
l
m
5. When vapor lock occurs and braking effectiveness is reduced, the brake fluid n True n
j
k
l
m j False
k
l
m
evaporates. So replenish the brake fluid.
Question-5
Mark each of the following statements True or False.
Correct
No. Question True or False
Answers
1. Increased fuel consumption is mainly caused by the vehicle malfunction and
does not occur in accordance with the customer's habitual usage or road n True n
j
k
l
m j False
k
l
m
conditions.
2. Regarding the malfunction of increased oil consumption, measurement of the oil n True n
j
k
l
m j False
k
l
m
consumption amount that the customer performed is not accurate, therefore
unreliable. So, it is necessary to measure the oil consumption amount accurately
and judge whether it is a malfunction or not based on the result.
3. Since subjective judgment of poor steering stability using a tester or the like is j True n
k
l
m
n j False
k
l
m
impossible, conduct a road test to determine whether or not a steering stability
malfunction exists.
4. Brake squeaking is caused by the friction force between the tire and the road n True n
j
k
l
m j False
k
l
m
surface when brake is applied vibrates brake, and the vibration is transmitted
as a sound.
5. A poor braking effect is not only when the brake is ineffective even after the brake n
j True n
k
l
m j False
k
l
m
pedal has been depressed, but also when the braking effect is weaker compared
to normal or when no response is felt by depressing the pedal.
-20-
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge "Attachment D-1"
The conditions other the driving courses should be the same as much as possible. · The commuting road of the customer and that of his
fried to which fuel consumption is compared.
Have the customer and another person drive on the same road and have the · Comparison between driving method by paying
Driving method customer understand the difference in fuel consumption caused by the driving attention to the shift and acceleration.
method.
Using condition
Engine load Drive on the same road with applying load and without applying load. Have the · Comparison when the electrical loads such as air
customer understand the difference in fuel consumption caused by the load. conditioner are ON with when these are OFF.
Drive on the same road before the vehicle was brought in and after the vehicle · Comparison when the vehicle is brought in and after
has been repaired. Then, have the customer understand the difference in fuel it is repaired.
Vehicle malfunction consumption.
Have the customer understand the difference in fuel consumption by illegally · Comparison when the standard brand such as tires
customized or non-genuine parts are used. and the non-genuine parts.
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge "Attachment D-2"
Play in the direction of the crankshaft thrust. When the sound stops, the play is large.
When depressing the clutch pedal, the crankshaft is pushed forward. As a result, thrust play is eliminated and the sound
stops.
Check the intake manifold, the air cleaner connections, etc.
Air intake
Clog the position estimated the air is taken in using engine oil, grease, a cloth, etc.
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge "Attachment D-3"
Piston side knock As for the aluminium alloyed piston, the expansion is larger than the cylinder. So, piston clearance becomes small and the
side knock also becomes small.
When the spark plug does not spark, the sound changes and generally, it becomes smaller.
Loud noise from the bottom of the engine is heard when accelerating after the engine is warm up, or immediately after the
acceleration.
Connecting rod bearing knock
When the engine speed is in the range that the sound is produced, if the spark plug does not spark, the sound changed,
generally eliminates.
Loud noise from the bottom of the engine is heard when accelerating after the engine is warm up, or immediately after the
acceleration.
Crankshaft bearing knock Even when the spark plug does not spark, the sound changes little.
The sound of the crankshaft bearing knock is lower and duller comparing with that of the connecting rod bearing knock.
Piston pin knock becomes louder as the engine temperature rises.
Piston pin knock
Piston pin knock sounds more solid than the piston knock.
Cooling fan isn’t centered Check the fan for a bend, poor placement, or rolling.
The sound becomes louder when suddenly accelerating
The fly-wheel bolt is loosened The sound becomes smaller or eliminates when fully depressing the clutch pedal.
The sound similar to the crankshaft bearing knock can be heard rather solid.
Diagnosis Master Technician - Fundamentals of Troubleshooting Malfunction Knowledge "Attachment D-4"
Increased valve clearance and the contact failure Adjust the valve clearance.
The sound becomes smaller or eliminates when the spark plug does not spark.
Compression gas leaks
If there is a leak, oil spurts out.
When the gasket is damaged, the combustion gas escapes into the cooling system. As a result, bubbles may be
generated at the top of the radiator.
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
Outline Outline
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Malfunctions regarding the engine start are roughly classified into two groups.
�������������������������������
• The engine is not cranked properly
• The engine is cranked but does not start easily
�� ��
When devising the procedures for troubleshooting for difficulty in starting the
������������������������������� engine, pay attention to the following points.
�������������������������������� • In order to start the engine, adequate cranking speed and the three elements in
the engine are necessary. Therefore, it is important to do a systematic inspection to
�� ��
discover the position of the malfunction cause
• By effectively using the diagnostic function of engine ECU, troubleshooting can
������������������������������
proceed efficiently
�������������
REFERENCE:
����������������������������������������������
Flow of troubleshooting
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(2 of 3)
Attachment B-1)
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(1/1)
-1-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
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(1/8)
������������ In this case, replace the battery first and then inspect the cranking speed and start-
����������
�������
ability.
������������������������������
When it is abnormal even after the battery is replaced
�������������
When adequate cranking speed is not obtained, proceed to troubleshooting starting
system and engine rotational resistance inspection.
�� ��
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(2/8)
-2-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
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(3/8)
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(4/8)
-3-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
�������������� �����������
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(5/8)
REFERENCE
Judge A/F Ratio due to the Wet Condition of the Spark Plug
After cleaning the spark plug, stop the cranking before the engine starts and check
the wet condition of the spark plug.
If the spark plug is wet, the A/F ratio can be judged to be small.
This judgement is largely affected by the engine condition prior to checking the
spark plug.
Even when the A/F is lean, the spark plug becomes wet due to a longer cranking
time or misfire and therefore, the A/F ratio may be judged to be rich. So, it is nec-
essary for the technician to make a judge based on this method.
(8/8)
-5-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
The problem symptoms due to poor idling are classified into two groups.
��������������������� • The engine does not smoothly turn and the engine vibrates.
• The idling speed is abnormal (the speed is high, low, hunting).
���������������������������������������������� When dividing the procedures for troubleshooting for poor idling, pay attention to
the following point.
• In the case of idling trouble, the troubleshooting method or the area of malfunction
������������������
����������������������
������������������������������
��������������������������������
cause is greatly different depending on the malfunction occurrence condition.
������������������� It is important to perform the complete malfunction occurrence condition confirma-
tion and narrow down the malfunction whether rough idle or idling trouble.
REFERENCE:
�� �� �� �� Flow of troubleshooting
����������� ����������� ����������� ����������� (See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(3 to 3)
�������� ������ �������������� ������� Attachment C-1)
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(1/1)
HINT:
����������������������������������������������
• Even when the symptom is a rough idle, the malfunction sometimes may be
caused by abnormal idling speed (idling speed is low).
• The engine vibration in the diesel engine is larger than that in the gasoline engine
when idling if the technician cannot determine the cause, make a judge based on a
comparison with another vehicle of the same model.
(1/9)
-6-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
Inspection methods
��������������� Diagnostic inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
������������� �������������
HINT:
Data of ECU inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
����������������������
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(2/9)
(3/9)
-7-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
• Fuel system
Judge whether the injector operates or not.
Inspection methods
Fuel system inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
• Compression system
Measure the compressed pressure using a compression gauge.
Inspection methods
Compression system inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
(4/9)
(2) When one cylinder power is strong, consider strong explosion pressure
as a cause. An increase in the injection amount due to a fuel system mal-
function is considered.
• Injection nozzle failure
• Injection pump failure
HINT:
When the amount of fuel injection increases, the amount of black smoke increases
under the conditions of sudden acceleration with no load and diesel knock may
occur.
(5/9)
-8-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
����������������������������������������������������
6. Inspect the air fuel ratio in the gasoline engine
When the malfunction affects all cylinders, it is important when troubleshooting to
judge whether the A/F is rich or lean. In this inspection, perform an A/F inspection
and narrow down the malfunction cause.
Inspection methods
Air fuel ratio (A/F) inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
����� �����
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(6/9)
���������������������������������������������������� 8. Narrow down the malfunction based on the abnormal idling speed condi-
�������������������������� tion
When idling speed is high or hunting occurs, the intake air volume is considered to
be too great.
�� When idling speed is low, the intake air volume is considered to be too small.
������������� ������������� Here, narrow down the malfunction cause by checking the idling speed.
��������������� �������������
Gasoline engine:
When idling speed is high or hunting occurs
(1) ISCV system
����������� ��������� • ISCV failure
����������������� • ISCV control system failure (ECU, wire harness)
• Water temperature sensor range/performance problem
(2) System of the engine proper
• Throttle body system malfunction (throttle valve does not fully closed)
• Intake system air sucking
Engine stall
���������������������������������������������� There are many conditions under which engine stall occurs.
• When the engine is idling, the engine speed becomes unstable and the engine
stalls.
��������������
��������������� ����������������
• While the vehicle is running, when the accelerator pedal is released because
���������� there is a red traffic signal, the engine stalls.
�������������
• When accelerating or going over humps, the engine loses power and stalls.
��������������������������������������� As for engine stall, reproducing the problem symptoms is difficult in most cases.
In order to reproduce the symptoms during troubleshooting, it is necessary to
ascertain from the customer the conditions under which engine stall occurs. After
the engine stalls, difficulty in restarting or poor idling often occurs. This is also an
��������� ������ important point when troubleshooting.
������������� �������������
Hesitation
Hesitation is considered to be a light symptom of engine stall. But the symptom
�������������������������������������������� occurs only momentarily so a speedy, yet accurate inspection should be performed
while the hesitation occurs. As for the cause of the hesitation, there are roughly two
types, mechanical type in the engine, for example, the valve stick, and electrical
������������� ������������ �������� ������������ type, for example, the operating EFI system. Further, another cause, such as an
���������� �������������� ��������� �������������� ECT shifting problem, can also be considered, so it is necessary to understand the
������������� ������������ ������������ ����������� malfunction from a wide point of view.
������� ������������� ������ �������������
REFERENCE:
��������������
������
Flow of troubleshooting
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(2 to 3)
Attachment B-2)
(1/1)
-10-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
(1/4)
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(2/4)
-11-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
�������� �������� �������� ������ (2) Restarts but idling trouble occurs after engine stalls
�������� �������� ������������ �������� When the engine stalls as a result of poor idling, proceed with the inspection by fol-
����������������� ��������������� ���������� �������������� lowing troubleshooting for poor idling.
������������ �������������� ������������ Inspection methods
������ ���� �����������
��������� Idling trouble
�������� (See “Idling trouble” in this chapter)
(4) Engine stall without idling trouble and difficulty in restarting the engine
The symptom occurs, however, when neither difficulty in restarting nor poor idling
is accompanied by it, the symptom recurs only momentarily. Therefore, to observe
the symptom is rather difficult. But when the symptom occurs, if the following items
are inspected, the malfunction cause can be narrowed down to the fuel system or
ignition system.
<1> Narrow down ignition system
It is difficult to clearly judge that the malfunction cause is in the ignition system. So
narrow down the fuel system and after confirming that the system has no malfunc-
tion, inspect the parts and the connectors in the ignition system using reproduction
method.
<2> Narrow down fuel system
• Fuel pressure inspection
When the symptom occurs, check whether the fuel pressure exists or not.
In the case where fuel pressure exists
• Injector and injection control and the relevant area
• Ignition system
In the case where fuel pressure does not exist
• Fuel pressure feed system including the fuel pump
• Fuel pump control system
Inspection methods
Fuel system inspection
(See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
HINT:
When it is not possible to narrow down the cause to the ignition and fuel systems,
inspect for causes other than those relating to engine control.
• ECTs
• Mechanical cause in the engine
• The cause of A/F rich and lean that is not observed with the tester.
(3/4)
-12-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
HINT:
This inspection cannot be performed in the system where the ECU counts the Ne
signal, etc. and sends the engine speed to the tachometer.
(4/4)
symptom occurs.
• Actively involve two or three other people in the road test and make a judgement
based on several opinions.
������������������ ������� ������������������ • Perform a road test with the customer whenever possible.
���������������������� ������������� �������������
�����������������
HINT:
As for troubleshooting for insufficient power, it is important to judge the entire
vehicle, not only the engine but also the drive train system, brake system, etc. and
perform the appropriate procedures.
REFERENCE:
Flow of troubleshooting
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(3 to 3)
Attachment C-2)
(1/1)
-13-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
�������������������������������
(1/5)
��������������������� ������������������
(2) Symptom confirmation by road test
��������������������� ���������������������� • Drive the vehicle together with the customer and perform the road test.
������������������������� ������������������������� • If the test cannot be performed with the customer, perform road test according to
�������� �������� the information obtained from the diagnostic questioning and the symptom occur-
rence condition based on the freeze frame data.
��������������� ���������������� • Confirm the system and judge whether it is malfunction or not, there is conformity
���������������� ��������� between DTC and/or vehicle inspection result and malfunction.
������������������
������������������
HINT:
If every DTC functions are used during the road test, it will be easier to find the mal-
��������������������������������������� function cause.
• When performing a road test in check mode, the possibility of DTC detection will
be higher.
• Use equipment to store the ECU data, perform the road test, and analyze the ECU
data when the malfunction occurs. These procedures can detect an abnormality that
the DTC does not output, such as a sensor range/performance problem or a mal-
function in the actuator.
(2/5)
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Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
������������������������
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(3/5)
-15-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
When both shock and sound are sensed, even if the shock itself is not strong, since
������������������������������������� the sounds which is sensed by the ears and the shock which is sensed by the
�������������������������� body are synchronized, the degree of complaint tends to be large. The conditions
in which a strong shock occurs varies depending on the causes, such as starting,
shifting, accelerating, sudden throttle opening and closing, etc.
��������������������������������������� When proceeding with troubleshooting for strong shock in an A/T vehicle, it is nec-
�������������������������
essary to pay attention to the following.
• It is important to judge whether the shock is malfunction level or not, because a
certain shock is not avoidable when shifting due to the construction and function of
A/T vehicle.
To be able to judge accurately, it is important to drive an A/T vehicle on a daily basis
in order to become familiar with the level in each model, so as to develop a good
sense of judgement regarding whether it is a malfunction or not.
• As for the cause of the strong shock, the malfunction area can be significantly
narrowed down based on the malfunction occurrence conditions. A cause other
than an A/T can also be considered, so it is important to understand the occurrence
conditions and problem symptoms accurately.
HINT:
When using an unspecified ATF, it negatively affects the shock when the clutch
engages or slips, so it is important to use the specified one. As the coefficient of
friction becomes larger, the greater the shift shock will be.
REFERENCE:
Flow of troubleshooting
(See “Case Examples” of “Fundamentals of Troubleshooting” on PDF(2 of 3)
Attachment B-5)
(1/1)
-16-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
HINT:
• Data of ECU inspection
����������������������������� (See “Fundamentals of Troubleshooting” » “Basic Skills” » “Troubleshooting”)
��������������������������������� • DTC and problem symptoms
When DTC is detected, the code may be related to the shock reducing control. But,
the contents greatly affect the engine or ECT control, other symptom problems may
be accompanied by the malfunction.
For example, when IDL contact is always OFF, the malfunction of the engine hunt-
ing or idling speed failure is more significant than that of the shock when shifted
from N to D position.
In the DTC that is related to ECT relevant area, if the S1 or S2 solenoid valve rel-
evant area DTC is output, the symptom may rather be felt shifting point failure or
insufficient power than the strong shock.
(1/8)
HINT:
Tips for inspection
• Throttle cable mark position
When fully closed
There is stroke margin between the mark and the outer cable tip
When fully opened
The cable has clearance margin (not tight)
• The deformation of the throttle cable bracket and cable connecting conditions on
the transmission side
(2/8)
-17-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
(3/8)
(4/8)
Strong shock when both the shift lever is moved and the gear is changed
It is considered that the cause is not in each acting element but in the line pres-
sure, which in relation to all the acting elements, is excessively high.
��������������������������������������
��������������������������������
HINT:
If this occurrence timing is same as the ATF changed timing, wrong ATF may be
used.
������������������������
�� ��
���������������� �������������
��������������������������
���������������
(5/8)
-18-
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples
(6/8)
Flow of Troubleshooting
�������� �������� ����� �������� • Strong shock when gear is changed only to a specific gear position
�������� �������� ������ �������� When gear is changed to the gear, the cause will be considered to be in the acting
������ ������ ������
element.
(7/8)
Strong shock only when the shift lever is shifted from N to D or from N to R
���������������������������������������
The malfunction is considered to be in the acting element related to D or R.
������������������������������������� The malfunction area is judged to be in the acting element which is not commonly
used.
(1) Only when shift lever is shifted from N to D
• Accumulators and servos in C1
������������������������ • Scot control system, STP signal is not input, NSW signal is not input (ECT vehicle
��������������� only)
OK NG
Troubleshoot discharged
NG Possible to start
battery
Diesel engines
Gasoline engines
Malfunctions in
Malfunctions Malfunctions do not ECU, power source
continuously occur continuously occur and the relevant
area
Basic inspection
System Inspection
· When fully depressing the accelerator pedal, whether the throttle valve fully opens or not
· Whether the amount of coolant and engine oil is good or not, whether the drive belt tension is
good or not
(overheat is suspected)
· Whether rough idling exists or not
Supercharger When sudden accelerating without load, diesel smoke level inspection is normal (diesel engine)
When a heavy load is applied and the engine speed is high, there is a shortage of intake air and insufficient power is felt.
Intake system Feeling that engine speed has hit its peak, however engine speed does not increase.
When sudden accelerating without load, a lot of black smoke is exhausted in the diesel smoke level inspection (diesel engine)
Due to excessive EGR volume, insufficient power is felt when vehicle starts or a heavy load is applied.
EGR system
When sudden accelerating without a load, more black smoke is exhausted in the diesel smoke level inspection (diesel engine)
Due to clogging in exhaust system, there is a shortage of intake air, and insufficient power is felt when a heavy load is applied and there the engine
Exhaust system speed is high.
When driving with the throttle valve fully open in 1st or 2nd gear, the maximum speed is lower.
After driving for a while with a heavy load applied and engine speed high, insufficient power is felt.
The water temperature indicator indicates high temperature. Knocking is often accompanied.
Cooling system
In the case of diesel engine, even if overheat occurs, insufficient power is not immediately felt. Until when a malfunction in the cylinder head gasket,
piston, etc. occurs, insufficient power is not felt, so it is necessary to pay attention (diesel engine).
Due to fuel supply shortage, insufficient power is felt when a heavy load is applied or the engine speed is high.
Fuel system When driving with the throttle valve fully open in 1st or 2nd gear, the maximum speed is lower.
Engine stall also may occur.
If injection timing advances, insufficient power is felt when vehicle starts or a heavy load is applied and diesel knocking sound is loud (diesel engine).
Injection timing
When sudden accelerating without a load, black smoke volume is large in the diesel smoke level inspection (diesel engine)
Due to injection volume shortage, insufficient power is felt in the heavy load range, from low speed to high speed (diesel engine).
Injection volume
When sudden accelerating without a load, diesel smoke level inspection is small (diesel engine)
Compression pressure Insufficient power is felt in all ranges from the starting acceleration.
Due to clutch or brake slip, vehicle speed does not follow the engine speed increase.
The symptom significantly appears when running with half throttle.
Automatic transmission
Due to shifting point failure, both engine speed increase and vehicle speed increase is retard.
Due to the lock up clutch full-time operation, both engine speed increase and vehicle speed increase is retarded.
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples "Attachment B-5"
1. Basic inspection
Malfunction is
eliminated
Strong shock when both the shift lever Strong shock only when the Strong shock only when shifted
is moved and the gear is changed gear is changed from N to D or from N to R
Governor pressure
inspection
Throttle pressure system Governor pressure system Speed sensor Throttle position
Diagnosis Master Technician - Fundamentals of Troubleshooting Case Examples "Attachment C-1"
DTC is displayed
Normal code
is displayed Normal code
With conformity is displayed
No conformity No conformity
4. 5. 6. 7. 9.
Inspect the Inspect the Inspect the air Inspect the The causes in
gasoline diesel fuel ratio in exhaust gas diesel engine
engine’s engine's the gasoline in the diesel
engine engine ISCVsystem Systems
three three
of the
elements elements
engine
proper
Troubleshooting
3. Narrowing down using the data of ECU Repair the areas judged as malfunction in
according to DTC
the vehicle inspection
Cannot be narrowed down Can be narrowed down Troubleshooting the area narrowed down
Automatic transmission
5. When there is a white smoke in the Supercharger Intake Exhaust Fuel Cooling Engine three
diesel engine and turbocharger system system system system elements
In all the engine speed, this occurs In middle to high engine speed, this occurs
NG OK
Warning lamp of the Compression pressure
fuel sedimenter inspection and repair
- Air cleaner element dirt
Clogging of fuel filter, fuel
- Air duct crush
pipe, or hose
- Air hose crush
- Injection pump failure:
timer is stuck on the low speed side
OFF ON OK
Injection timing
inspection, repair Fuel sedimenter and
fuel tank drain
-1-
Diagnosis Master Technician - Fundamentals of Troubleshooting Examination
j A. It is more important to repair the area where the customer points out than first confirming the
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n
malfunction symptoms.
j B.
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n All the symptoms that the customer points out are malfunctions, so repair all of them.
j C. Determine the malfunctioning systems based on the vehicle's function, construction and operation,
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n
and starting with an inspection of the system, narrow the target down gradually to the inspection of
individual parts.
j D. If the malfunction is eliminated, the malfunction will not recur.
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n
j A. When troubleshooting, it is important to correctly identify the malfunction symptoms that the
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customer points out.
j B. To correctly and promptly perform troubleshooting, systematic work based on the five stages is
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required.
j C. To troubleshoot the true cause of the malfunction, the technician must adopt a habit of following
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the cause-and-effect relationship of each item by observing the following cycle: estimate and verify,
estimate and verify.
j D. To promptly repair when troubleshooting, inspect all suspected areas without following the required
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n
procedures.
Q-3 Which one of the following statements about diagnostic questioning and the
reproducing symptom is True?
j A. When performing diagnostic questioning, use technical terms to obtain more detailed information
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from the customer.
j B.
k
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n When performing diagnostic questioning, completely understand the conditions what the customer
points out to reproduce the symptoms.
j
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n C. To reproduce the symptoms, it is important to reproduce the conditions where the malfunction does
not occur based on the information from diagnostic questioning.
j D. Try not to perform a road test to reproduce the symptoms with the customer, because he may point
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out another malfunction.
Q-4 Which one of the following statements about the reproduction method is False?
j A. Apply further vibration, similar to when the vehicle vibrates to create a situation where the engine is
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inclined or wire harness is pulled.
j B.
k
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n Apply electrical load to the vehicle to create a condition where the engine vibrates.
j C. Apply water to the vehicle to create a condition where water enters the connector or condensation
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is produced.
j D. Apply heat or cold to the vehicle to create a condition where parts expand or contract through a
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temperature change.
-2-
Diagnosis Master Technician - Fundamentals of Troubleshooting Examination
Q-5 Which one of the following statements about the diagnostic inspection is True?
j A. When DTC is output, any of the sensors, actuators, wiring and ECUs on the systems that the
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malfunction codes indicate may have a malfunction.
j B. When normal code is output, the electrical system can be judged not to have malfunction.
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j C. When DTC is not output, the actuator system, which has no diagnostic function, has a malfunction.
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j D. Normal mode can detect more malfunctions which occur momentarily, such as poor contact, than
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test mode.
Q-6 Which one of the following statements about data of ECU inspection is True?
j A. Freeze frame data remains recorded even when the diagnostic code is deleted.
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j B. Freeze frame data records the road conditions when the ECU records a diagnostic code.
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n C. ECU data cannot be confirmed unless the diagnostic code is detected.
j
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j D. Confirming the ECU data may discover the cause of the malfunction when the diagnostic code is not
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output.
Q-7 Which one of the following statements about the ignition and glow systems, fuel
system and compression system inspection is True?
j A. Before inspecting a gasoline engine's ignition system, perform the injector connector disconnection
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or other procedures so that the fuel does not inject.
j B. When inspecting an EFI gasoline engine's fuel system, disconnect the fuel hose in the engine
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compartment while cranking and check whether or not gasoline comes out.
n C. When inspecting a diesel engine's fuel system, if fuel is not injected into the cylinder, the fuel pump
j
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has a malfunction.
j D. When compression pressure is low during compression system inspection, fill the cylinder with a little
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amount of oil and if compression pressure changes, the malfunction may be in the cylinder head side.
Q-8 Which one of the following statements about cylinder power balance is True?
j A. By confirming the change in engine speed when the combustion of each cylinder is stopped in turn,
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judge whether or not the malfunction is in fuel system or compression system.
j B. In a diesel engine, controlling the amount of fuel injected into the cylinders by loosening the union nut
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of the injection nozzle, check the engine speed and vibration.
j C. The engine speed does not decrease, or if there is a cylinder that has almost no change, the cylinder
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is normal.
j D. In a common rail diesel engine, cylinder power balance inspection cannot be done.
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Q-9 Which one of the following statements about oil loss via the piston rings and (via) the
valve guides inspection is True?
j A. To perform oil loss via the valve guides inspection, after warming up the engine, race it at
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approximately 2000 to 3000 rpm to check the state of the exhaust gas.
j B. To perform oil loss via the piston rings inspection, after warming up the engine, leave it for 4 to 5
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minutes at idle and race it to inspect the exhaust condition.
n
j
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m C. In the case of oil loss via the piston rings, white smoke increases when the engine speed rises.
j D. In the case of oil loss via the valve guides, white smoke increases while the engine is idle.
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-3-
Diagnosis Master Technician - Fundamentals of Troubleshooting Examination
Q-10 Which one of the following statements about a diesel engine's exhaust condition
inspection is True?
j A. By inspecting the exhaust condition, the engine's combustion condition can be judged.
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j B. Black smoke is product that is discharged under the condition where combustion is performed at
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comparatively low temperature and injected fuel is not burnt.
j C. When injected fuel particles are exposed to a high temperature and a lack of oxygen, the fuel
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becomes soot. White smoke is this soot.
j D. Black smoke may be discharged because engine oil or water enters the combustion chamber.
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Q-11 Which one of the following statements about recurrence prevention is True?
j A. Repairing the malfunction area eliminates the malfunction, so it is not necessary to check the
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influence on other areas.
j B.
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n When maintenance is performed at your own work shop, poor maintenance is not the cause, so
troubleshoot estimating the life of components.
j C. The customer's way of driving or habitual usage is irrelevant to the malfunction, therefore it is not
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n
necessary from the view point of recurrence prevention to confirm this at diagnostic questioning from
the sight of recurrence prevention.
j D. If there are no malfunctions and the performance of the customer's vehicle is no worse than others
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of the same model, troubleshoot whether the customer's expectations are high or not.
Q-12 Which one of the following illustrations correctly shows the reproduction method?
j A. Apply impact
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n j B. Apply heat and cold
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n
Cooled air
Malfunction
j C. Apply water
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n j D. Apply electrical load
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-4-
Diagnosis Master Technician - Fundamentals of Troubleshooting Examination
Q-13 Which one of the following statements about the cause of increased fuel consumption
is True?
Q-14 Which one of the following statements about the characteristics of abnormal sounds
in the gasoline engine caused by abrasion in the engine is True?
Q-15 Which one of the following statements about the main causes of poor braking
effectiveness is True?
j A. When the amount of the brake fluid reduce to the minimum level of the master cylinder.
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j B. Driving on a submerged road.
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j C. When the friction coefficient between the tire and road surface increases.
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j D. When the brake is slightly warmed by several application while driving.
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-5-
Diagnosis Master Technician - Fundamentals of Troubleshooting Examination
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-6-
Diagnosis Master Technician - Gasoline Engine Control System Outline of Engine Control System
REFERENCE:
Toyota uses a computer-controlled sys-
tem called the TCCS (Toyota Computer-
Controlled System) to optimally control
the fuel injection, ignition timing, driv-
etrain, brake system, and other systems
in accordance with the operating condi-
tions of the engine and the vehicle.
(1/1)
0
10
0
10
0
vided by various sensors, and controls
the spark plugs to generate sparks at the
appropriate timing.
Based on engine speed and engine
load, the ESA precisely controls the igni-
tion timing so that the engine can gener-
ate improve power, purify exhaust
gases, and prevent knocking in an effec-
tive manner.
(1/1)
(1/1)
-2-
Diagnosis Master Technician - Gasoline Engine Control System Outline of Engine Control System
-3-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Description Description
The engine control system consists of three groups
including sensors (and sensor output signals), engine
ECU, and actuators. This chapter explains the sensors
(signals), power circuitry and ground circuitry, and sensor
Sensor Actuator
terminal voltages.
Sensor Engine ECU Actuator The engine ECU functions are divided into EFI control,
ESA control, ISC control, diagnosis function, fail-safe and
Sensor Actuator backup functions, and other functions. These functions
and the actuator functions are explained in separate
chapters.
Engine ECU
Other
function
Fail-safe
Diagnosis & backup Other
function
(1/1)
(2/3)
REFERENCE:
In models where the engine ECU controls the engine
immobiliser system, the EFI main relay is also con-
trolled by the key unlock warning switch signal.
(3/3)
-2-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Ground Circuitry
The engine ECU contains the following three basic
ground circuits.
Engine ECU
Sensors +B 1. Ground for engine ECU operation (E1)
The E1 terminal is the engine ECU unit ground termi-
nal, and is normally connected close to the air intake
chamber of the engine.
2. Sensor grounds (E2, E21)
Actuators The E2 and E21 terminals are sensor ground termi-
E2 +B nals, and these are connected to the E1 terminal in
the engine ECU.
E21 These prevent the sensors from detecting erroneous
+B voltage values by keeping the sensor ground potential
E1
and engine ECU ground potential at the same level.
E01
3. Grounds for actuator operation (E01, E02)
The E01 and E02 terminals are actuator ground termi-
E02
nals, such as for the actuators, ISC valve, and air-fuel
ratio sensor heater, and, as with the E1 terminal, they
are connected close to the air intake chamber of the
engine.
Air intake chamber
(1/1)
-3-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
E2
E1
SERVICE HINT:
If the constant-voltage circuit malfunctions or the VC cir-
cuit shorts, the power supply to the microprocessor will be
cut-off, causing the engine ECU to stop functioning and
the engine to stall.
-4-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
(1/1)
-5-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
REFERENCE
Potentiometer
Potentiometer E2 VS Vane Type
VC
Compensation The vane type air flow meter is com-
Slider plate
posed of many components, as shown
Return spring Compensation Damping
to Air intake
in the illustration.
plate chamber
Intake air chamber When air passes through the air flow
temp.
sensor meter from the air cleaner, it pushes
to Air intake
chamber from Air open the measuring plate until the force
cleaner
Measuring plate acting on the measuring plate is in equi-
Idle mixture VS signal
librium with the return spring.
from Air cleaner adjusting screw The potentiometer, which is connected
VC E2
Bypass passage 5.0 coaxially with the measuring plate, con-
Measuring plate
Voltage (V) VS E2 verts the intake air volume to a voltage
signal (VS signal) which is sent to the
0
Measuring plate opening angle
engine ECU.
(Intake air volume)
(1/1)
-6-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
REFERENCE
Mirror LED Leaf spring
Optical Karman Vortex Type
This type of air flow meter directly senses the intake air
volume optically.Compared to the vane type air flow
from to Air meter, it can be made smaller and lighter in weight. The
Air intake
cleaner
Karman
chamber
simplified construction of the air passage also reduces
vortexes
Air flow intake air resistance.
A pillar (called the "vortex generator" placed in the middle
of a uniform flow of air generates a vortex called a "Kar-
Pressure directing Phototransistor
Vortex aperture man vortex" down-stream of the pillar. As the generated
generator Karman vortex frequency is proportional to the air flow
speed, the air flow volume can be calculated by measur-
LED Phototransistor
ing the vortex frequency.
Vortexes are detected by subjecting the surface of a
Mirror piece of thin metal foil (called a "mirror") to the pressure
of the vortexes and optically detecting the vibrations of
Pressure the mirror by means of a photocoupler (an LED combined
directing
Vortex aperture with a phototransistor).
generator The intake air volume (KS) signal is a pulse signal like
that shown in the illustration. When the intake air volume
High is low, this signal has a low frequency. When the intake
Voltage
signal air volume is high, this signal has a high frequency.
Low
Low High
Intake air volume
(1/1)
1. Hot-wire type
(1) Construction
As shown in the illustration, the construction of the
hot-wire type of air flow meter is very simple.
The compact and lightweight mass air flow meter
shown in the illustration at left is a plug-in type that is
installed onto the air passage,and causes part of the
intake air to flow through the detection area. As shown
in the illustration, a hot-wire and thermistor,which are
used as a sensor, are installed in the detection area.
By directly measuring the intake air mass, detection
Intake air
precision is improved and there is almost no intake air
temp. sensor resistance. In addition, since there are no special
Thermistor Air flow
mechanisms, this meter has excellent durability.
The air flow meter shown in the illustration also has a
Platinum hot-wire built-in intake air temperature sensor.
(2/5)
-7-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
5V
Output voltage (VG)
(3/5)
(4/5)
-8-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
(5/5)
E1
injection duration and basic ignition advance angle on the
basis of this PIM signal.
Filter to lntake manifold As shown in the illustration, a silicon chip combined with a
Silicon chip vacuum chamber maintained at a predetermined vacuum
Intake manifold pressure
is incorporated into the sensor unit. One side of the chip
is exposed to intake manifold pressure and the other side
(V) is exposed to the internal vacuum chamber.Therefore,
4 high-altitude compensation correction is not required
because the intake manifold pressure can be measured
Output voltage (PIM)
3
accurately even when the altitude changes.
2 A change in the intake manifold pressure causes the
shape of the silicon chip to change, and the resistance
1 value of the chip fluctuates in accordance with the degree
of deformation.
0 20 60 100 kPa The voltage signal into which this resistance value fluctu-
(760) (610) (310) (10) (mmHg ation is converted by the IC is the PIM signal.
Intake manifold pressure [vacuum])
(absolute pressure)
SERVICE HINT:
If the vacuum hose connected to the sensor comes off,
the fuel injection volume will reach the maximum, and the
engine will not run properly. In addition, if the connector
comes off, the engine ECU will switch to the fail-safe
mode.
(1/1)
-9-
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Hall IC
Magnets
(1/3)
REFERENCE
On-Off Type
This type of throttle position sensor uses an idle (IDL)
PSW
contact and power (PSW) contact to detect whether the
E
engine is idling or is running under a heavy load.
IDL
When the throttle valve is completely closed, the IDL con-
tact is ON and the PSW contact is OFF.
The engine ECU determines that the engine is idling.
Engine ECU When the accelerator pedal is depressed, the IDL contact
Throttle position
sensor turns OFF, and when the throttle valve opens beyond a
IDL +B or 5V certain point, the PSW contact turns ON, at which time
the engine ECU determines that the engine is running
E under a heavy load.
PSW +B or 5V
On
IDL E
Off
On
Off
PSW E
(1/1)
- 10 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
1. Linear type
Slider (contact for As shown in the illustration, this sensor consists of two
IDL signal)
Closed sliders and a resistor, and contacts for the IDL and
E2
VTA signals are provided on the ends of each.
IDL When the contact slides along the resistor in sync with
VTA
the throttle valve opening angle, the voltage is applied
VC to the VTA terminal proportionally to the throttle open-
Open ing angle.
Engine ECU
Resistor
Throttle position
sensor
When the throttle valve is completely closed, the IDL
VC signal contact is connected to the IDL and E2 termi-
Slider (contact for 5V
VTA signal)
(Open) VTA nals.
IDL +B HINT:
E2
• Recent linear type throttle position sensors include
(Closed) E1
models without an IDL contact or models that have
an IDL contac but it is not connected to the engine
to other ECU(s)
ECU. These models use the VTA signal to perform
5
12 learned control and detect idling condition.
Output voltage (V)
5 5
to improve reliability.
IDL output
VTA2
ut put
Ao
VT VTA1
(2/3)
(3/3)
- 11 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
REFERENCE
Magnetic field Hall Effect
(Magnetic flux density)
The hall effect is the electrical potential difference that
occurs perpendicular to the current and magnetic field
when a magnetic field is applied perpendicular to the cur-
rent flowing in a conductor. In addition, the voltage gener-
ated by this electrical potential difference changes
proportionally to the applied magnetic flux density.
The hall element type throttle position sensor utilizes this
principle to convert the change in throttle valve position
(opening) to a change in flux density to accurately mea-
sure the change in throttle valve position.
Output voltage
VH
(mA)
(1/1)
SERVICE HINT:
Do not remove the sensor. Extremely
fine position adjustment is required
when installing the sensor. Therefore,
replace the accelerator pedal assembly
when the sensor malfunctions.
(1/2)
- 12 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Accelerator pedal
position sensor
V
Magnet
5
VPA
(2/2)
(1/3)
- 13 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
REFERENCE
In-distributor Type
G signal timing rotor
As shown in the illustration, this type has
NE signal timing rotor a timing rotor and pickup coil built into
the distributor for G and NE signals
respectively.
G pickup coil
NE pickup coil The number of teeth on the rotor and the
Distributor number of pickup coils differ depending
shaft on the engine model.
NE pickup coil
The engine ECU is provided with the
G signal timing NE signal
rotor timing rotor crankshaft angle information, which
serves as the standard, by the G signal,
and with the engine speed information
by the NE signal.
G pickup coil
NE signal
G signal
30°CA
(1/1)
(2/3)
- 14 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
SERVICE HINT:
When the NE signal from the sensor is not received by
the engine ECU, the engine ECU determines that the
engine has stopped, causing the engine to stop.
(3/3)
- 15 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
- 16 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
V
To maximum the exhaust purification function of the
Ambient air engine with TWC (Three-Way Catalytic Converter), the
air-fuel ratio must be kept within a narrow range around
Flange
the theoretical air-fuel ratio. The oxygen sensor detects
whether the oxygen concentration in the exhaust gas is
richer or leaner than the theoretical air-fuel ratio. The sen-
Platinum sor is mainly installed in the exhaust manifold, but the
Zirconia element location and number that are installed differ depending on
Platinum the engine.
The oxygen sensor contains an element made of zirco-
nium oxide (ZrO2), which is a type of ceramic. The inside
Exhaust gas
and outside of this element is covered with a thin coating
Protective of platinum. The ambient air is guided into the inside of
cover
the sensor and the outside of the sensor is exposed to the
Theoretical air-fuel ratio
ECU exhaust gas.
1
At high temperatures (400°C [752°F] and higher), the zir-
Output voltage (V)
0.45V 5V
conium element generates a voltage as a result of the
OX
No air Much air large difference between the oxygen concentrations on
into into
exhaust gas exhaust gas Oxygen R the inside and outside of the zirconium element.
sensor In addition, the platinum acts as a catalyst to cause a
E1 chemical reaction between the oxygen and carbon mon-
0 oxide (CO) in the exhaust gas. Therefore, this reduces
Richer Leaner the amount of oxygen and increases sensor sensitivity.
Air-fuel ratio
When the air-fuel mixture is lean, there is much oxygen in
the exhaust gas so that there is only a little difference in
the oxygen concentration between the inside and outside
of the zirconium element. Therefore, the zirconium ele-
ment will only generate a low voltage (nearly 0 V). Con-
versely, when the air-fuel mixture is rich, there is almost
no oxygen in the exhaust gas. For this reason, there is a
large difference in the oxygen concentration between the
inside and outside of the sensor so that the zirconium ele-
ment generates a relatively large voltage (approx. 1 V).
Based on the OX signal output by the sensor, the engine
ECU increases or decreases the fuel injection volume so
that the average air-fuel ratio is maintained at the theoret-
ical air-fuel ratio.
Some zirconium oxygen sensors have heaters to heat the
zirconia element. This heater is also controlled by the
engine ECU. When the amount of the intake air is low (in
other words, when the exhaust gas temperature is low),
current is sent to the heater to heat the sensor.
(1/1)
- 17 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
(1/1)
Magnetic rings
(1/2)
- 18 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
REFERENCE
Reed switch type Photocoupler type Other Type Speed Sensors
to
Speedometer 1. Reed switch type
cable
This sensor is in the analog combination meter and
to Speedometer cable
contains a magnet that is rotated by the speedometer
Magnet Reed switch
cable as shown in the illustration. The magnetic force
Slotted
wheel
at the four locations, where the magnetÅfs N pole and
S
N
S pole change places, opens and closes the reed
N
S switch contacts in accordance with the rotation of the
magnet.In other words, the reed switch turns ON and
LED
Phototransistor OFF four times for each rotation of the speedometer
Photocoupler
cable.
Electromagnetic pickup type
2. Photocoupler type
Rotor Coil Core Speed sensor
Rotor This sensor is in the combination meter and contains
Magnet
N S a photocoupler consisting of a phototransistor and a
LED. The light emitted by the LED is repeatedly
Engine allowed to pass through and is blocked by the rotation
ECU
of a slotted wheel. There are 20 slots around the
wheel. This generates 20 pulse signals for each cable
rotation.
3. Electromagnetic pickup type
This sensor is attached to the transmission and
Speed sensor Output shaft detects the rotational speed of the transmission output
shaft.
When the transmission output shaft turns, the gap
between the coil core and the rotor is expanded and
contracted by the teeth on the rotor. This increases or
decreases the magnetic field that passes through the
core and generates an AC voltage in the coil.
(1/1)
(2) Operation
20-Pole type speed sensor Constant voltage circuit The MRE resistance changes depending on the direc-
+B tion of the magnetic force applied to the MRE. When
NS
NSN the direction of the magnetic force changes according
1
to the rotation of the magnet attached to the magnetic
SNS
SN
2 MRE 4 to
Magnetic
SNS
ring 3
NS meter
NSN
Comparator shown in the illustration. The comparator in the sensor
converts this AC waveform into a digital signal and
outputs it.
N S N
The waveform frequency is determined by the number
Magnetic ring (rotating)
of poles of the magnets attached to the magnetic ring.
2
MRE output There are two types of magnetic rings, 20-pole type
4
and 4-pole type, depending on the vehicle model. The
1
Comparator output 20-pole type generates a 20-cycle waveform (in other
0
(2/2)
- 19 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Knock Sensor
The knock sensor is attached to the cyl-
inder block, and sends a KNK signal to
the engine ECU when engine knocking
High
Knock sensor
is detected. The engine ECU receives
to Engine ECU the KNK signal and retards the ignition
Voltage
timing to suppress the knocking.
This sensor contains a piezoelectric ele-
ment, which generates an AC voltage
Low Frequency High when knocking causes vibration in the
Diaphragm
cylinder block and deforms the element.
The engine knock frequency is in the
range of 6 to 13 kHz depending on the
KNK signal waveforms
Piezoelectric
0.5V/Division
engine model. The proper knock sensor
element Engine ECU is used in accordance with the knocking
with Open/short circuit 5V generated by each engine.
detection type There are two types of knock sensors.
KNK1 0V or 2.5V
As can be seen from the graph, one type
generates a high voltage in a narrow
EKNK
vibration frequency range, and the other
generates a high voltage in a wide vibra-
5 msec./Division
Piezoelectric Resistor tion frequency range.
element 2.5V : with Open/short circuit detection type.
Recently some sensors that detect open
and short circuits, as shown in the illus-
tration, have come into use. In this type
of circuit, 2.5 V is constantly supplied so
the KNK signal is also output with a 2.5
V base frequency.
(1/1)
- 20 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Variable Resistor
The variable resistor is used to change the air-fuel ratio
Idle mixture adjusting screw
during idling and to adjust the idling CO.
L : Lean side
The variable resistor is installed in models without an oxy-
L
R : Rich side
gen sensor or air fuel ratio sensor.
When the idle mixture adjusting screw is turned to the R
R
Lean E2
E1
Idle mixture
adjusting screw
(1/1)
- 21 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Communication Signals
The communication signals are sent among different ECUs and are used to make operational adjustments for each
other.
1. TRC (Traction Control) system communication signal
The throttle opening (VTA1 and VTA2) signals are measured by the main and sub throttle position sensors and
sent to the skid control ECU from the engine ECU. Conversely the TR signal is sent to the engine ECU from the
skid control ECU to inform that the traction control is operating. When the skid control ECU outputs the TR sig-
nal, the engine ECU performs a variety of corrections related to the traction control, such as retarding the igni-
tion timing.
2. ABS (Anti-Lock Brake System) communication signal
This signal is output when the ABS system is operating. It is used for fuel cut-off control and, when necessary,
reduces the engine brake effect.
3. EHPS (Electro-Hydraulic Power Steering) system communication signal
When the engine coolant temperature or engine speed are extremely low, the EHPS vane pump motor operates,
which might cause an excessive alternator load. To avoid this, the power steering ECU sends this signal to the
engine ECU to have the ISC increase the idling speed.
4. Cruise control system communication signal
This signal is used to request the retarding of the ignition timing and is sent to the engine ECU from the cruise
control ECU.
5. Engine speed signal
The engine speed signal is the NE signal, and input in the engine ECU. Then, its waveform is rectified so that it
can be output to the skid control ECU and etc.
6. Engine immobiliser system communication signal
The engine ECU communicates with the transponder key ECU or the transponder key amplifier to ensure that
the engine can only be started by an ignition key having the same ID as that registered in the engine ECU or
transponder key ECU. When an attempt is made to start the engine using a key other than one with the regis-
tered ID, the engine ECU prohibits the fuel injection and ignition to prevent the engine from starting.
7. Throttle opening angle signal
The throttle opening (VTA) signal from the throttle position sensor is processed by the engine ECU, and then is
combined with the L1, L2, and L3 signals and sent to the ECT ECU, suspension control ECU, and other sys-
tems.
8. Multiplex communication system communication signals
For the communication signals from (1) to (8), only the signals required by the various communicating ECUs are
sent and received. In vehicles that use the multiplex communication system, the engine ECU, A/C ECU, theft
deterrent ECU, combination meter, and etc., construct around the gateway ECU and body ECU. This allows the
sensor signals required by the ECU to be received via another ECU not involved with the signal in the communi-
cation network. The engine ECU can also receive the required sensor signals from another ECU or can also
pass along signals required for other ECUs through its MPX1 and MPX2 terminals.
(1/1)
- 22 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Others
1. Stop lamp switch 2. EGR gas temperature sensor 1. Stop lamp switch
The signal from the stop lamp switch is used to detect
Engine ECU
+B Engine ECU brake operation. The STP signal voltage is the same
EGR gas
EGR valve temperature 5V as the voltage supplied to the stop lamp as shown in
Stop lamp sensor
switch the illustration.
THG
STP or BRK
Lamp failure
2. EGR gas temperature sensor
relay* E2 The EGR gas temperature sensor is installed inside
Stop lamps
E1 the EGR valve and uses a thermistor to measure the
EGR gas temperature.
* Some vehicle models only
3. Fuel control switch or connector
The fuel control switch or connector notifies the
engine ECU of whether the gasoline that is being used
3. Fuel control switch or connector is regular or premium.
Engine ECU
HINT:
Fuel control switch
or connector Some models use a fuel control connector in place of
R-P
+B a fuel control switch. This connector should be con-
nected when premium gasoline is used, and is discon-
nected when regular gasoline is used. In other
models, this is reversed.
Fuel control connector
For information regarding the connector position or
the regular/premium gasoline switching method, refer
to the Owner’s Manual.
(1/4)
(2/4)
- 23 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Output voltage
4 4 the manifold pressure sensor.
3 3
Unlike the output characteristic of that sensor, how-
2 2
ever, the vapor pressure sensor can detect slight
Atmospheric
pressure changes in vapor pressure.
1 1
0 0
8. Turbocharging pressure sensor
− 3.5 0 +1.5 kPa 13 100 200 kPa
(− 26) (0) (+11)(mmHg) (100) (750) (1500) (mmHg) The turbocharging pressure sensor detects the intake
Pressure Turbocharging pressure manifold pressure that is charged by the turbocharger.
(absolute pressure)
The basic construction and operation of the sensor
are the same as those of the manifold pressure sen-
sor.
9. Oil pressure switch If the intake manifold pressure charged in the turbo-
Oil pressure Engine ECU charger becomes extremely high, the engine ECU will
warning lamp
cut the fuel supply to protect the engine.
+B
OIL 9. Oil pressure switch
The oil pressure switch signal is used to determine the
Oil pressure Oil pressure
low engine oil pressure. The oil pressure signal is
sender switch used to control the ISC system.
When the oil pressure is low, the lubrication and cool-
ing of the engine components will be hindered. There-
fore, the engine ECU will increase idling speed, etc.,
to restore the oil pressure to the normal level.
(3/4)
Kick-down
switch
Accelerator Kick-down
pedal switch
Accelerator
Item pedal
Kick-down
OFF OFF ON
switch
(4/4)
- 24 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Diagnostic Terminal
When the engine ECU stores a DTC
(Diagnostic Trouble Code) in memory,
HELP
YES
F1
1
NO
F2
2
ENTER
F3
3
Engine ECU
the DTC must be checked and repairs
RCV
DLC1
F4 F5 F6
4 5 6
SEND F7 F8
must be performed.
F9
7 8 9
EXIT F0 ON
0 #
OFF
CG
DLC2
(1/1)
- 25 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
- 26 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Question- 1
The following statements pertain to the electric circuit of the engine control system. Mark each of statement True or
False.
Grounds of all sensors and actuators are grounded the body nearby
3 True False
the parts.
All sensors have a power circuit from the engine ECU or battery to
5 True False
operate.
Question- 2
The following statements pertain to the hot-wire type air flow meter. Mark each of statements True or False.
3 It measures the intake air volume by use of the hot-wire. True False
4 It measures the intake air mass by use of the hot-wire. True False
Question- 3
The following statements pertain to the throttle position sensor. Select the statement that is True.
1. The throttle position sensor outputs the VTA signal step by step in accordance with the throttle opening
angle.
2. For the throttle position sensor without an IDL contact, the engine ECU uses the VTA signal to perform
learned control and detect idling condition.
3. For the throttle position sensor without an IDL contact, the engine ECU receives the IDL signal from other
ECUs to control.
4. For the throttle position sensor without an IDL contact, the engine ECU determines 0 V position of the
VTA signal as the idling condition.
- 27 -
Diagnosis Master Technician - Gasoline Engine Control System Electronic Control System
Question- 4
The following statements pertain to the G and NE signal generator. Mark each of statements True or False.
The NE signal is sent to the engine ECU as the engine speed sig-
2 True False
nal.
When the G signal stops, there are models where the engine keeps
4 True False
running, and a model where the engine stops.
Question- 5
The following statements pertain to the water temperature sensor and intake air temperature sensor. Select the
statement that is True.
1. The water temperature sensor is turned on when the coolant temperature becomes high.
2. The intake air temperature sensor measures the density of the intake air.
3. When the circuit of the built-in thermistor opens, the sensor terminal voltage in the engine ECU becomes
0 V.
4. As the coolant or intake air temperature are low, the sensor terminal voltage in the engine ECU becomes
high. Conversely, the sensor terminal voltage becomes low as temperature are high.
Question- 6
The following statements pertain to the speed sensor. Select the statement that is True.
1. The speed sensor measures the crankshaft rotational speed of the engine.
2. In the MRE type speed sensor, the SPD signal is converted into the digital signal in the combination
meter.
3. Some vehicle models use the SPD signal of the ABS ECU as the speed signal.
4. The speed signal goes through the combination meter surely to operate the speedometer.
- 28 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Types of EFI
Air Air There are two types of EFI system clas-
sified by the amount of the intake air
detection method.
Air flow meter
1. L-EFI (Air-flow control type)
Intake manifold Intake manifold This type uses an air flow meter to
Detection detect the amount of the air flowing in
of intake Manifold pressure
air mass Injection sensor Injection the intake manifold.
Engine Injector Engine Injector There are two types of detection
Detection
of intake
methods: One directly measures the
Engine speed Fuel
manifold Engine speed Fuel intake air mass, and one makes cor-
pressure
rections based on the air volume.
Engine ECU Engine ECU 2. D-EFI (Manifold pressure control
Injection volume Injection volume
control control type)
This type measures the pressure in
the intake manifold to detect the
amount of the intake air using the
intake air density.
(1/1)
(1/1)
Fuel Pump
The fuel pump is installed in the fuel tank
Check valve and is integrated with the fuel filter, pres-
sure regulator, fuel sender gauge, etc.
The pump impeller is turned by the
Relife valve
motor to compress the fuel.
The check valve closes when the fuel
Motor Inlet port
Outlet port pump is stopped to maintain the pres-
Casing
sure in the fuel line and make it easier to
Blade
Pump impeller restart the engine.
Fuel pump filter
If there is no residual pressure, vapor
lock can easily occur at high tempera-
tures, making restarting difficult.
The relief valve opens when the pres-
Fuel Impeller sure on the outlet side becomes too high
in order to prevent the fuel pressure
from becoming too high.
(1/1)
-2-
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Pressure Regulator
The pressure regulator controls the fuel pressure to the
to Injector
injector at 324 kPa (3.3 kgf/cm2). (Values may differ
depending on engine models)
In addition, the pressure regulator maintains the residual
pressure in the fuel line in the same way as the fuel pump
Valve
check valve.
There are two types of fuel regulation methods.
1. Type 1
This type controls the fuel pressure at a constant pres-
sure.
When the fuel pressure exceeds the force of the pres-
to Fuel tank sure regulator's spring, the valve opens to return fuel
to the fuel tank and regulate the pressure.
HINT:
The injection port of the injector is applied the vacuum
by the manifold vacuum, which draws out the fuel.
Pressure regulator
This vacuum is always changing depending on the
engine conditions. Therefore, for this type the engine
Fuel filter
ECU calculates the fuel injection amount per injection
duration in accordance with the changes in the intake
manifold vacuum to ensure that the injector properly
from Fuel pump injects the fuel.
(1/2)
2. Type 2
to
Intake manifold Diaphragm This type is equipped with a delivery pipe that continu-
ally regulates the fuel pressure to keep the fuel pres-
sure higher than a determined pressure from the
manifold pressure.
The basic operation is the same as type 1, but
because the manifold vacuum is applied to the dia-
Valve
phragm's upper chamber, the fuel pressure is con-
from trolled by changing the fuel pressure when the valve is
Delivery pipe
opened in accordance with the manifold vacuum.
The fuel is returned to the fuel tank via the fuel return
pipe.
HINT:
The injection port of the injector is applied the vacuum
to Fuel tank
by the manifold vacuum, which draws out the fuel.
Fuel tank This vacuum is always changing depending on the
Pulsation damper engine conditions. Therefore, for this type the fuel
pressure is continuously regulated in accordance with
the intake manifold vacuum to keep the fuel pressure
above a set pressure to maintain a set injection
amount per injection duration.
(2/2)
-3-
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Pulsation Damper
The pulsation damper uses a diaphragm to absorb a
slight amount of fuel pressure pulsation generated by the
fuel injection and the compression of the fuel pump.
SERVICE HINT:
The fuel pressure can be inspected easily by the screw of
the pulsation damper.
HINT:
Some engine models do not have a pulsation damper.
(1/1)
Injector
The injector injects fuel into the intake
Injector
ports of the cylinders in accordance with
the signal from the engine ECU.
O-ring The signals from the engine ECU cause
current to flow in the solenoid coil, which
causes the plunger to be pulled, opening
the valve to inject the fuel.
Because the plunger stroke does not
Grommet Valve Coil change, the amount of the fuel injection
is controlled at the time the current is
flowed to the solenoid.
SERVICE HINT:
Plunger
Handling of the O-ring:
• The O-ring must not be reused.
• When installing the O-ring, first coat
it with new gasoline.
• When installing the injector to the
delivery pipe, be careful not to dam-
age the O-ring.
With the injector installed in the deliv-
ery pipe, turn the indicator by hand. If
it does not rotate smoothly, the O-
ring is damaged.
(1/1)
-4-
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
SERVICE HINT:
If a fuel filter becomes clogged, it will
Fuel pump filter reduce the fuel pressure sent to the
injector, causing difficulties with engine
Fuel filter starting or poor drivability.
HINT:
• Some fuel pumps are installed on
the outside of the fuel tank.
• In some models a union bolt or vari-
ous types of quick connectors are
used to connect the fuel line.
(1/1)
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
-5-
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Circuit
opening
EFI relay relay
Fuel pump
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
-6-
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
IG
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
-7-
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
SERVICE HINT:
• DLC 1
DLC1 +B SST There are some vehicles equipped with a DLC1 as
shown at left.
When +B terminal and FP terminal of the DLC1 are
FP
shorted using an SST with the ignition switch turned
DLC1
Circuit
ON, the current will flow to the fuel pump without pass-
opening ing through the circuit opening relay to operate the
EFI relay relay
Fuel pump fuel pump.
In this way, the inspection of the fuel pressure or pump
operation can be performed by forcing the fuel pump
IG to operate.
ST
Ignition Engine ECU
switch
FC Microprocessor
E1
STA
NE
NE signal
(1/5)
FC
E1
STA
NE
NE signal
(2/5)
-8-
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
HINT:
ON-OFF control with speed control (by engine
EFI relay Fuel pump ECU Fuel pump
ECU and fuel pump ECU)
FP+
Some models control the fuel pump speed using the
FP- fuel pump ECU instead of the circuit opening relay,
fuel pump control relay and resistor.
In addition, this type of control also has a fuel pump
system diagnostic function.
FPC When a malfunction is detected, a signal is sent from
Engine the fuel pump ECU to DI terminal of the engine ECU.
D1 ECU
(3/5)
GSFC
GSW
(4/5)
-9-
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Acceleration
Link
Contact Contact
point point
(ON) (OFF)
Ball
Movement
(5/5)
Simultaneous
360
Crankshaft angle
- 10 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
1. Independent (Sequential)
Fuel is injected independently for each cylinder once
for every two crankshaft rotations.
Independent (Sequential)
1
3
4
2
0 360 1080
Crankshaft angle
2. Groups
Intake stroke Fuel injection
The fuel is injected for each group once for every two
Groups
Ignition crankshaft rotations.
• 2 groups
1
5
• 3 groups
2 groups 3 • 4 groups
6
2
4
1
5
3
3 groups
6
2
4
1
8
4
4 groups 3
6
5
7
2
0 360 1080
Crankshaft angle
- 11 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
3. Simultaneous
The fuel is simultaneously injected to the respective
cylinders once for each rotation of the crankshaft.
The amount of fuel required for combustion is injected
over two injections.
Simultaneous
1
3
4
2
0 360 1080
Crankshaft angle
(1/1)
- 12 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Various corrections
Basic
Sensor Signal injection Start Warm-up Air-fuel Acceleration Fuel Power
duration enrichment enrichment ratio feedback enrichment cut-off enrichment
correction
Crankshaft
position sensor NE
Camshaft
position sensor G
Water temp.
sensor THW
IDL
Throttle
position sensor
VTA
Various Corrections
START 1. Start enrichment
ON
The basic injection duration cannot be calculated from
the amount of the intake air because the engine speed
is low and the changes in the amount of the intake air
are large at starting. For this reason, the fuel injection
duration at starting is determined from the coolant
Long temperature.
The coolant temperature is detected by the water tem-
perature sensor.
Injection
duration
The lower the water temperature is the fuel vaporiza-
tion becomes worse. Therefore, the air-fuel mixture is
made richer by lengthening the injection duration.
Short The engine ECU determines that the engine is being
started when the engine speed is 400 rpm or less.
0
Low Coolant temp. High
In addition, when the engine speed suddenly falls
below 400 rpm due to a sudden increase of the load
400rpm Normal on the engine, a hysteresis is used to prevent the
condition
engine ECU from determining that an engine that has
already been started is being started again unless the
engine speed falls below 200 rpm.
Starting
state
SERVICE HINT:
Hysteresis
When there is a malfunction with the water temperature
sensor, it can be considered as the worse startability.
REFERENCE:
To improve startability while the engine was cold, the old
type of EFI had a cold start injector and cold start time
switch in addition to the regular injector to increase the
fuel volume at starting.
(1/11)
- 13 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
2. Warm-up enrichment
The amount of the fuel injection is increased because
the fuel vaporization is poor during the cold engine.
When the coolant temperature is low, the fuel injection
duration is increased to make the air-fuel mixture
richer in order to attain the drivability during the cold
engine.
The maximum correction is twice as long as normal
temperature.
Large
SERVICE HINT:
Amount When there is a malfunction with the water temperature
of injection
duration sensor, it can be considered as poor drivability.
correction
Small
0
Low Coolant temp. High
(2/11)
- 14 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
(4/11)
Oxygen
sensor Correction at a
constant proportion
Injection
volume
(5/11)
- 15 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
L
Idle mixture
adjusting centration (%) during idling.
Increased screw Turning the resistor to the R side makes the concen-
R
Leaner
tration richer, and turning it to the L side makes it
leaner.
Injector Rich mixture
For vehicles equipped with an oxygen sensor or A/F
sensor, however, CO adjustment is not required dur-
ing idling because these vehicles are automatically
adjusted to the proper air-fuel ratio using the sensor
Lean mixture signal.
L R
SST
180
(6/11)
4. Acceleration enrichment
The air-fuel ratio becomes lean, especially during the
start of acceleration because a fuel supply lag tends to
occur during acceleration against the rapid change of
the amount of the intake air when the accelerator
pedal is depressed.
Large For this reason, the injection duration is lengthened to
increase the fuel injection volume against the intake
Correction air to prevent the air-fuel mixture from becoming lean.
volume The acceleration is determined by the speed of the
change in the throttle valve opening angle.
Small The correction during acceleration increases greatly
Small Change of the amount Large
during the start of acceleration and is gradually
of the intake air reduced thereafter until the increase has ended.
In addition, the more rapid the acceleration is, the
larger the fuel injection volume increase.
Sudden acceleration
Large
Correction
volume Slow acceleration
Small
Time
(7/11)
- 16 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
5. Fuel cut-off
During deceleration, injection operation is stopped
according to the deceleration condition in order to
reduce the harmful exhaust gases and improve the
engine braking effect. Then the fuel cut-off control is
activated to cut-off the fuel injection.
The state of deceleration is determined from the throt-
tle valve opening and the engine speed. When the
Fuel cut-off throttle valve is closed and the engine speed is high, it
is determined that the vehicle is decelerating.
Engine speed
(8/11)
6. Power enrichment
As there is a large amount of the intake air at heavy
loads, such as when climbing a steep hill, it is difficult
to sufficiently mix the injected fuel with the intake air.
And all of the intake air is not used during combustion,
causing some to remain.
Therefore, more fuel than for the theoretical air-fuel
ratio is injected to use all of the intake air in combus-
tion to increase power.
Heavy loads are determined from the throttle position
sensor opening, engine speed, and intake air mass
(VG or PIM).
The greater the intake air mass (VG or PIM) or the
higher the engine speed is, the ratio of the increased
amount becomes larger.
In addition, the amount is further increased when the
throttle valve opening angle becomes a certain value
or more.
The correction of the increased amount is from
approx. 10% to 30%.
(9/11)
- 17 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
(10/11)
8. Voltage correction
Voltage correction Injection signal
There is a slight delay between the time where the
On
engine ECU sends an injection signal to the injector,
and the time when the injector actually injects the fuel.
If there is a severe drop in battery voltage, then this
Off delay will be longer.
This means that the time the injector injects the fuel is
Open
shorter than the time calculated by the engine ECU.
Therefore, the ratio of air becomes higher (in other
Close words, leaner) than the mixture ratio required by the
engine.
Injector actually open
For this reason, the engine ECU adjusts this by mak-
ing the injector injection duration longer in accordance
with the battery voltage drop.
Corrective injection
duration (msec)
14
Low Battery voltage (V) High
(11/11)
- 18 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
- 19 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Question- 1
The following statements pertain to the EFI. Mark each of the following statements True or False.
The engine ECU always determines the proper fuel injection volume
1 True False
based on the signals from various sensors.
The check valve of the fuel pump closes to maintain the remaining
2 True False
pressure in the fuel line when the fuel pump is stopped.
The pulsation damper absorbs the fuel pressure pulsation in the fuel
4 True False
line.
Question- 2
The following illustration shows the fuel pump control circuit. For its operation, select the statement that is False.
1. The engine ECU turns on the circuit opening relay and the fuel pump operates while the ignition switch is
at IG position.
2. The STA signal is input in the engine ECU and the fuel pump operates while the ignition switch is at ST
position.
3. The NE signal is input in the engine ECU while the engine is running and the fuel pump operates contin-
uously.
4. If the engine is stalled, the fuel pump is stopped because the NE signal is not input in the engine ECU
even if the ignition switch is at IG position.
Circuit opening
EFI relay relay Fuel pump
IG
ST Engine ECU
Ignition
switch FC Microprocessor
E1
STA
NE
NE signal
- 20 -
Diagnosis Master Technician - Gasoline Engine Control System EFI (Electronic Fuel Injection)
Question- 3
The following statements pertain to the basic injection duration. Mark each of the following statements True or
False.
Question- 4
About the condition that the air-fuel ratio feedback correction stops, mark each of the following statements True or
False.
When the output from the oxygen sensor is 0 V (lean) more than 15
5 True False
seconds.
Question- 5
The following statements pertain to the acceleration enrichment. Select the statement that is True.
2. For the acceleration enrichment, the fuel increases greatly during the start of the acceleration and is
gradually reduced thereafter until the increase has ended.
3. The more rapid acceleration is, the smaller the injection volume increases.
4. The acceleration is detected by the crankshaft position sensor and camshaft position sensor.
- 21 -
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
Description Description
The ESA (Electronic Spark Advance) system is a system
that uses the engine ECU to determine the ignition timing
based on the signals from the various sensors.
The engine ECU calculates the ignition timing from the
optimum ignition timing stored in memory to match the
engine conditions, and then sends the ignition signal to
the igniter.
Ignition timing (advanced angle)
High
ESA map
(1/1)
Construction
IDL Throttle position
sensor The ESA system consists of the various
Air flow meter
sensors, engine ECU, igniters, ignition
VG coil, and spark plugs.
PIM
ECU Role of the sensors
KNK Manifold
G Pressure
sensor • Camshaft position sensor (G sig-
IGT
IGF Ignition coil Camshaft nal):
with igniter position
THW sensor This detects the standard crank
angle and the camshaft timing.
NE OX1A
• Crankshaft position sensor (NE
signal):
This detects the crank angle and
Oxygen
sensor
Knock engine speed.
Water sensor
No.1 temperature
sensor • Air flow meter or manifold pres-
Crankshaft sure sensor (VG or PIM signal):
position sensor
This detects the intake air mass or
manifold pressure.
• Throttle position sensor (IDL sig-
nal):
This detects the idling condition.
• Water temperature sensor (THW
signal):
This detects the coolant temperature.
• Knock sensor (KNK signal):
This detects knocking condition.
• Oxygen sensor (OX signal):
This detects the oxygen concentra-
tion in the exhaust gas.
Role of the engine ECU
The engine ECU receives the signals
from the sensors, calculates the opti-
mum ignition timing for the engine
conditions, and sends the ignition
signal (IGT) to the igniter.
Role of the igniter
The igniter responds to the IGT sig-
nal output by the engine ECU to
intermittently apply the primary cur-
rent to the ignition coil. It also sends
the ignition confirmation signal (IGF)
to the engine ECU.
(1/1)
-2-
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
(1/1)
REFERENCE
Distributor Type Ignition Circuitry
The distributor type ignition circuitry is a
system that uses a distributor to send
Distributor
high-voltage current to the spark plugs.
Ignition
Igniter
coil No.1 cylinder The distributor type ignition circuitry con-
IGT
ducts basically the same control as the
No.3 cylinder
DIS.
ECU However, because there is only a single
igniter and ignition coil, only one IGT and
IGF
No.4 cylinder IGF are output.
The high voltage generated by the igni-
No.2 cylinder tion coil is distributed to each cylinder by
High-tension code
the distributor.
(1/1)
-3-
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
2. IGF signal
Ignition order The igniter sends an IGF signal to the engine ECU by
ON using the counter-electromotive force that is gener-
IGT1
OFF
ated when the primary current to the ignition coil is
ON
IGT3 shut off or by using the primary current volume. When
OFF
the engine ECU receives the IGF signal, it determines
ON
IGT4 that ignition occurred. (This does not mean, however,
OFF
that there was actually a spark.)
ON
IGT2 If the engine ECU does not receive an IGF signal, the
OFF
diagnosis function operates and a DTC is stored in the
IGF
ON engine ECU and the fail-safe function operates and
OFF stops injecting fuel.
(1/1)
(1/1)
-4-
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
REFERENCE
Timing rotor Point A Point B Initial Ignition Timing Angle Judge-
ment
Point A
G signal The initial ignition timing angle is deter-
G
G signal mined as follows.
timing rotor
and G pickup Point B When the engine ECU receives the NE
coil 5°,7°or 10°
BTDC
5°,7°or 10°
BTDC
signal (point B in figure at left) after
receiving the G signal (point A in the fig-
NE ure at left), it determines that it is the ini-
5°,7°or 10° BTDC
tial ignition timing angle when the
Ignition Ignition crankshaft reaches 5 ° , 7 °, or 10 ° (this
NE
NE signal TDC signal differs between engine models) BTDC
timing rotor
and NE pickup
(Before Top Dead Center).
IGT
coil
IGT with initial ignition timing
IGT with timing advanced
(1/1)
(1/1)
-5-
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
Amount of intake air Engine speed Depending on the model, two basic ignition advance
(Manifold pressure) angles are stored in the engine ECU. The data for one of
High
these is used to determine the advance angle based on
ESA map the fuel octane value, so the data that matches the fuel
used by the driver can be selected.
In addition, some models of vehicles with fuel octane
judgment capability use the KNK signal to automatically
change the data used to determine the ignition timing.
(1/1)
2. Over-temperature correction
2
When the coolant temperature is extremely high, the
0 ignition timing is retarded to prevent knocking and
overheating.
Advance angle
-6-
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
Advance
tion timing to stabilize the engine speed.
angle
The engine ECU continuously calculates the average
engine speed, so if the engine speed falls below the
target engine speed, the engine ECU advances the
0
REFERENCE:
Some engine models conduct angle advancement
according to whether the air conditioner is turned ON
or OFF.
In addition, some models only make this correction
when the engine speed is below the target engine
speed.
(2/4)
4. Knocking correction
If knocking occurs in the engine, the knocking sensor
converts the vibration generated by the knocking into
4 a voltage signal (KNK signal) and sends it to the
engine ECU.
The engine ECU determines whether the knocking is
0 strong, medium, or weak from the strength of the KNK
Advance angle
signal.
Then it corrects the ignition timing by retarding it in
accordance with the strength of the KNK signal. In
other words, when the knocking is strong, the ignition
timing is retarded a great deal, and when the knocking
Weak Engine knocking Strong is weak, the ignition timing is only retarded slightly.
When the engine knocking ceases, the engine ECU
stops retarding the ignition timing and advances it a lit-
tle at a time by the predetermined timing.
Engine knocking Timing retarded This advancing is conducted until knocking occurs
occurs
again, and then when the knocking occurs the control
is repeated by retarding the ignition timing.
The ignition timing angle is retarded a maximum of
Timing advanced Engine knocking 10 ° by this correction.
stops
Some models conduct this correction over nearly the
entire range of the engine load, and other models only
conduct this correction during high loads.
(3/4)
-7-
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
5. Other correction
There are some engine models that add the following corrections to the ESA system to more correctly and accu-
rately control the ignition timing.
(1) Air-fuel ratio feedback correction
During air-fuel ratio feedback correction, the engine speed varies in accordance with increase/decrease of the
fuel injection volume.
To maintain stable idling, the ignition timing is advanced during the air-fuel feedback correction to match the
injection amount.
This correction is not performed while the vehicle is driving.
(2) EGR (Exhaust Gas Recirculation) correction
When the EGR is operating and the IDL contact is turned OFF, the ignition timing is advanced in accordance
with the intake air mass and engine speed to improve drivability.
(3) Torque control correction
For vehicles equipped with an ECT (Electronically-Controlled Transmission), the transmission or transaxle plan-
etary gear unit clutch and brake generate a certain amount of shock during shifting. Some models retard the
ignition timing to lower the engine torque when shifting up or down to minimize this shock.
(4) Transition correction
When changing from deceleration to acceleration, the ignition timing is advanced or retarded in accordance with
the acceleration.
(5) Cruise control correction
When driving downhill while the cruise control is in operation, a signal is sent from the cruise control ECU to the
engine ECU to retard the ignition timing minimize the change in engine torque generated by the fuel cut-off dur-
ing engine braking to execute smooth cruise control.
(6) Traction control correction
The ignition timing is retarded when traction control is operating to lower the engine torque.
(4/4)
(1/1)
-8-
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
Initial ignition timing angle The ignition timing angle set during ignition timing adjust-
ment/inspection is called the "standard ignition timing".
The standard ignition timing consists of the initial ignition
Fixed ignition advance timing and the fixed ignition advance angle*.
angle *The fixed ignition advance angle is the value that is out-
put during ignition timing adjustment that is stored in the
Standard ignition
timing angle
engine ECU and that is unrelated to the correction used
during normal driving.
E1 The ignition timing adjustment/inspection are conducted
as follows.
• Make a short between the DLC1 (Data Link Connector
E1 TE1 1), DLC2, or DLC3 TE1 (TC)-E1 (CG) terminals, and
TE1 DLC1 TC DLC2 set the standard ignition timing. The standard ignition
timing differs by model as shown in the table at left, so
when making this adjustment, refer to the appropriate
DLC3 CG Repair Manual.
• When the standard ignition timing is not suitable,
Engine Initial Fixed ignition Standard adjustment is required.
model ignition timing advance angle ignition timing
HINT:
Type 1 10° BTDC 0° BTDC 10° BTDC
• When the IDL signal is off, even if there is a short
Type 2 5° BTDC 5° BTDC 10° BTDC between the TE1 (TC) and E1 (CG) terminals, the
ignition timing cannot be set.
Type 3 7° BTDC 0° BTDC 7° BTDC
• For recent models, the ignition timing cannot be
adjusted because sensors for the G and NE signals
are fixed to the engine.
(1/1)
-9-
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
- 10 -
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
Question- 1
The following statements pertain to the ESA (Electronic Spark Advance) system. Mark each of statements True or
False.
The engine ECU calculates the optimum ignition timing to match the
1 True False
engine conditions by receiving signals from various sensors.
2 The engine ECU sends the ignition signal (IGT) to the igniter. True False
The igniter responds to the IGT signal output by the engine ECU to
3 True False
intermittently apply the primary current to the ignition coil.
The igniter sends the ignition confirmation signal (IGF) to the engine
4 True False
ECU when the spark plug is ignited.
Question- 2
The following statements pertain to the ignition timing adjustment. Select the statement that is False.
1. The standard ignition timing consists of the initial ignition timing and the fixed ignition advance angle.
2. The standard ignition timing is fixed with the throttle valve fully closed (IDL ON) when the engine is warm.
3. The ignition timing can be fixed when there is a short between terminals TE1 (TC) - E1 (CG) and the IDL
signal is on.
4. For some models that sensors for the G and NE signals are fixed to the engine, the ignition timing cannot
be adjusted.
Question- 3
From the following word group, select the words that correspond to each number in the illustration.
( 2 )
Warm-up correction
( 3 )
Over-temperature correction
Knocking correction
Other correction
( 4 )
a) Basic ignition advance angle b) Maximum and minimum advance angle control c) Initial ignition timing angle
d) Corrective ignition advance control
Answer: 1. 2. 3. 4.
- 11 -
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
Question- 4
The following statements pertain to the corrective ignition advance control of the ESA system. Select the statement
that is False.
1. The warm-up correction is performed in order to advance the ignition timing and improve the drivability
when the coolant temperature is low.
2. The over-temperature correction prevents knocking and overheating by retarding the ignition timing when
the coolant temperature is extremely high.
3. The stable idle correction is performed as the basic ignition advance angle is not become larger/smaller
than a determined value.
4. The knocking correction is performed retarding when the knocking occurs. However, it is performed
advancing when no knocking occurs.
- 12 -
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
Description Description
Starter
The ISC (Idle Speed Control) system is
STA IDL
Throttle position sensor
provided with a circuit that bypasses the
throttle valve, and the air volume drawn
Neutral start switch NSW in from the bypass circuit is controlled by
SPD ECU ISCV the ISCV (Idle Speed Control Valve).
ELS The ISCV uses the signal from the
A/C THW engine ECU to control the engine at the
optimum idling speed at all times.
NE
The ISC system consists of the ISCV,
engine ECU, and various sensors and
Vehicle speed sensor
switches.
Electric load Water
temperature
sensor 1. When starting
A/C amplifier
The bypass circuit is opened to improve
startability.
Crankshaft position sensor
Coil
1. Operation
Duty ratio
When the duty ratio is high, the IC
RSO IC moves the valve in the opening direc-
ECU tion, and when the duty ratio is low,
the IC moves the valve in the closing
Close direction.
Low
The ISCV performs opening and
closing in this way.
HINT:
If there is trouble, such as an open
circuit, that causes the electricity to
stop flowing to the ISCV, the valve is
made to open at a set position by the
force of the permanent magnet.
This will maintain an idling speed of
approx. 1,000 to 1,200 rpm.
(1/1)
-2-
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
REFERENCE:
Old Type Rotary Solenoid ISCV
flom Air cleaner
flom Air cleaner The old type rotary solenoid ISCV
Bimetal strip
received the duty signals from the
engine ECU apply the current to two
Valve hausing
coils to change the amount the valve
opens and control the amount of the
intake air.
Coil The bimetal strip in the ISCV responds
Valve
to the engine coolant temperature to
Guard
maintain the appropriate valve opening
for the engine warm-up state.
Permanent magnet Valve A guard is also installed to prevent the
to Air intake chamber to Air intake chamber
valve from being stuck completely open
or closed if some kind of electrical trou-
ble occurs.
(1/1)
1. Operation
Coil A Valve open
Closed
direction When electricity is sent to coil A (RSO)
for a long time, the valve is caused to
RSO move in the opening direction.
Bimetal strip
S
N
+B
Opened
Valve direction
RSC
OFF(12V)
RSO
ON(0V)
4ms
Coil B OFF(12V)
RSC
ON(0V)
Valve close
When electricity is sent to coil B for a
Coil A Closed
direction long time, the valve is caused to move in
the closing direction.
RSO
Bimetal strip
S
N
+B
Valve Opened
direction
RSC
OFF(12V)
RSO
ON(0V)
4ms
Coil B OFF(12V)
RSC
ON(0V)
(1/1)
-3-
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
Solenoid coil
Solenoid coil
(1/1)
C3 C3
N
C3 C3 determined positions.
N
C2 C4
An actual step motor uses 4 coils to create 32 steps
C1 C1
C4 C2 for 1 rotation of the magnet (rotor). (Some motors
C3 C3
C2 C1 C4 have 24 steps per rotation.)
-4-
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
• Valve open
When electricity is sent to coil A (RSO) for a long time,
the valve is caused to move in the opening direction.
• Valve close
When electricity is sent to coil B for a long time, the
valve is caused to move in the closing direction.
(1/1)
-5-
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
Close
Coolant temperature High
(1/2)
3. Feedback control
For feedback control, the target idling speed stored in the engine ECU and the actual idling speed are com-
pared. Then, the ISCV is controlled to correct the actual idling speed to the target idling speed.
When the actual idling speed is lower than the target idling speed: The ISCV is opened to correct the idling
speed to the target idling speed. When the actual idling speed is higher than the target idling speed: The ISCV is
closed to correct the idling speed to the target idling speed.
In addition, the target idling speed varies depending on the engine condition, such as whether the neutral switch
is ON or OFF, electric load signal is ON or OFF, or air conditioner switch is ON or OFF.
4. Engine speed change estimate control
The engine speed change estimate control estimates the change in idling speed from the engine load and con-
trols the ISCV accordingly.
When the shift lever is changed from D to N or N to D, or when there is a change in engine load immediately
after an electrical component, such as the tail lamp relay, defogger relay, or air conditioner switch operates, the
idling speed increases or decreases. The feedback control then increases or decreases the idling speed, but the
idling speed is unstable until the target idling speed is reached.
For this reason, when the engine ECU receives an engine load signal from an electrical component, etc., the
ISCV is controlled before the idling speed changes to reduce the amount of idling speed change.
5. Other controls
• The engine ECU opens the ISCV when the IDL point of the throttle position sensor is closed (accelerator pedal
is released) to prevent a sudden drop in the engine speed.
• In vehicles equipped with EHPS (Electro-Hydraulic Power Steering), the electrical load increases when the
EHPS operates. Therefore, the engine ECU opens the ISCV to prevent the idling speed from dropping.
(2/2)
-6-
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
-7-
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
-8-
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
Question- 1
The following illustrations show the ISCV (Idle Speed Control Valve) types. From the following word group, select
the type that correspond to each illustration.
1 2 3
a) ETCS-i b) Rortary solenoid type c) Duty-control ACV type d) Stepper motor type
Answer: 1. 2. 3.
Question- 2
The following statements pertain to the ISC (Idle Speed Control) system. Mark each of statements True or False.
Question- 3
The following statements pertain to the rotary solenoid type ISCV. Select the statement that is False.
2. The valve opening angle is controlled by changes of the current order flowed into the coils.
3. The valve opening angle is controlled by the direction and amount of current.
4. If the connector is disconnected, the engine keeps rotating because the valve is opened at a constant
opeing angle.
-9-
Diagnosis Master Technician - Gasoline Engine Control System ISC (Idle Speed Control)
Question- 4
The following statements pertain to the ISCV control. Select the statement that is False.
1. In the starting control, the ISCV is opened in order to improve the startability.
2. In the warm-up control, the ISCV is controlled at the optimum opening angle in accordance with the cool-
ant temperature during cold engine.
3. In the feedback control, the ISCV is controlled in the closing direction when the actual idle speed is lower
than the target idle speed.
4. In the engine speed change estimate control, the ISCV is controlled by estimating the idle speed change
when a signal is input in the engine ECU.
- 10 -
Diagnosis Master Technician - Gasoline Engine Control System ESA (Electronic Spark Advance)
Question- 1
The following statements pertain to the ESA (Electronic Spark Advance) system. Mark each of statements True or
False.
The engine ECU calculates the optimum ignition timing to match the
1 True False
engine conditions by receiving signals from various sensors.
2 The engine ECU sends the ignition signal (IGT) to the igniter. True False
The igniter responds to the IGT signal output by the engine ECU to
3 True False
intermittently apply the primary current to the ignition coil.
The igniter sends the ignition confirmation signal (IGF) to the engine
4 True False
ECU when the spark plug is ignited.
Question- 2
The following statements pertain to the ignition timing adjustment. Select the statement that is False.
1. The standard ignition timing consists of the initial ignition timing and the fixed ignition advance angle.
2. The standard ignition timing is fixed with the throttle valve fully closed (IDL ON) when the engine is warm.
3. The ignition timing can be fixed when there is a short between terminals TE1 (TC) - E1 (CG) and the IDL
signal is on.
4. For some models that sensors for the G and NE signals are fixed to the engine, the ignition timing cannot
be adjusted.
Question- 3
From the following word group, select the words that correspond to each number in the illustration.
( 2 )
Warm-up correction
( 3 )
Over-temperature correction
Knocking correction
Other correction
( 4 )
a) Basic ignition advance angle b) Maximum and minimum advance angle control c) Initial ignition timing angle
d) Corrective ignition advance control
Answer: 1. 2. 3. 4.
- 11 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Description Description
A majority of engine control systems are equipped with
ETCS-i Throttle body the following systems, although there are differences
Throttle valve
Accelerator pedal among engines, in addition to the EFI, ESA, and ISC sys-
position sensor
tems.
Engine ECU
All of these systems are controlled by the engine ECU.
• ETCS-i (Electronic Throttle Control System-intelligent)
Throttle control • VVT-i (Variable Valve Timing-intelligent)
motor
• VVTL-i (Variable Valve Timing and Lift-intelligent)
VVT-i Lock pin • Oxygen sensor/Air fuel ratio sensor heater control
system
• Air conditioner control system
• Cooling fan control
Intake
camshaft • ACIS (Acoustic Control Induction System)
Vane • AI (Air Injection) control system/AS (Air Suction) con-
Housing (fixed on Intake camshaft) trol system
• Evaporative emission control system
VVTL-i ACIS
High-speed cam Front • Air intake control system
Intake air
control valve • Fuel octane judgement
• ECT OD cut-off control system
• EGR cut-off control system
Low-and medium- • T-VIS (Toyota-Variable Induction System)
speed cam
• SCV (Swirl Control Valve) system
• Turbocharging pressure control system
• Supercharger control system
Actuator • EHPS (Electro-Hydraulic Power Steering) control sys-
tem
(1/1)
(1/1)
-2-
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Controls
The ETCS-i controls the throttle valve opening angle to
the optimum amount in accordance with the amount
1. Normal-mode control, Power-mode control and which the accelerator pedal is depressed.
Snow-mode control
Normal-mode
This is the basic control that maintains a balance of
easy operation and smooth driving.
• Snow-mode control
Snow-mode
This control keeps the throttle valve opening smaller
than when in the normal-mode to prevent slipping
when driving on a slippery road, such as a snowy
road.
Accelerator pedal
depressed angle • Power-mode control
Conceptual diagram In this mode the throttle valve is open much wider
than in the normal-mode. Therefore, this provides a
more direct response against the accelerator pedal
operation and more powerful driving than the nor-
mal-mode. This mode is only provided in some mod-
els.
(1/4)
Accelerator
pedal depressed Constant opening
angle
0
(2/4)
-3-
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
3. Other controls
(1) Idle speed control
This controls the throttle valve on the closing side to maintain the ideal idling speed.
(2) Shift shock reduction control
This control reduces the throttle valve opening angle and lowers the engine torque simultaneously with the ECT
(Electronically Controlled Transmission) control when the automatic transmission shifts to reduce the shift
shock.
(3) TRAC (Traction Control) throttle control
If excessive slip is generated by the drive wheels, as part of the TRAC system, the request signal from the skid
control ECU will close the throttle valve to reduce the power to promote vehicle stability and attain driving force.
(4) VSC (Vehicle Skid Control) coordination control
This controls the throttle valve opening angle using integrated control with the skid control ECU to make maxi-
mum utilization of the VSC system control effect.
(5) Cruise control
In the conventional cruise control, the cruise control ECU opens and closes the throttle valve via a cruise control
actuator and cable. But with ETCS-i, the engine ECU, which contains an integrated cruise control ECU, directly
controls the throttle valve opening angle via a throttle control motor to perform the cruise control operation.
(3/4)
4. Fail-safe
• If the engine ECU detects a malfunction in the
ETCS-i system, it turns ON the malfunction indicator
4. Fail-safe lamp in the combination meter to notify the driver.
• The accelerator pedal position sensor contains sen-
sor circuits for two systems, main and sub. If a mal-
Injectors Engine ECU Igniters
function occurs in one of the sensor circuits, and the
engine ECU detects an abnormal voltage difference
in the signals between the two sensor circuits, the
engine ECU switches to the limp mode. In the limp
mode the remaining circuit is used to calculate the
accelerator pedal opening angle and the vehicle is
Return spring driven with the throttle valve opening restricted more
Open
than normally. In addition, if there seemed to be a
malfunction with both circuits, the engine ECU
M places the throttle valve in the idling state.
At this time, the vehicle can only be moved within the
Throttle
control motor
idling range.
Accelerator pedal Close
position sensor Throttle Throttle • The throttle position sensor also contains sensor cir-
position sensor valve
cuits for two systems, main and sub. If a malfunction
Accelerator pedal Throttle body
occurs in the sensor circuit(s), and the engine ECU
detects an abnormal voltage between the two sensor
circuits, the engine ECU cuts off the current to the
throttle control motor and then switches to the limp
mode. At this time, the throttle valve opening is fixed
by the return spring, and the injection volume and
ignition timing are controlled by the accelerator pedal
signal. The engine output is greatly restricted, but the
vehicle can be driven.
• When the engine ECU detects a malfunction in the
throttle control motor system, then the same control
as for a malfunction of the throttle position sensor
occurs.
(4/4)
-4-
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Crankshaft position
sensor Engine ECU
Camshaft
Air flow meter Target valve timing timing oil
control valve
Throttle position
sensor Feedback
Duty control
Water temp. sensor Correction
Camshaft position
sensor Actual valve timing
-5-
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Construction
VTT-i controller
Vane The VVT-i system actuator consists of a VVT-i controller
Lock pin (fixed on Intake camshaft)
that shifts the intake camshaft, oil pressure that is the
motive force of the VVT-i controller, and a camshaft timing
oil control valve that controls the oil passage.
1. VVT-i controller
Intake
camshaft The controller consists of a housing that is driven by a
timing chain and vanes that are fixed on the intake
Housing
camshaft.
Oil pressure The oil pressure sent from the intake camshaft
advance or retard side passage rotates the VVT-i con-
at a Stop in Operation troller vanes in the circumferential direction to continu-
Lock pin ously change the intake valve timing.
When the engine is stopped, the intake camshaft
Camshaft timing oil control valve
moves to the maximum retard state to maintain start-
Spool valve ability. When the oil pressure does not reach the VVT-
Oil pressure
Spring i controller immediately after engine start, the lock pin
Drain Drain
locks the VVT-i controller operation mechanism to pre-
vent knocking noise.
REFERENCE:
Coil
In addition to the above, there is a type where the pis-
(Advance side)
Plunger ton moves in the axial direction between the helical
(Retard side)
splines of the outer gear (corresponds to the housing)
and inner gear (directly attached to the camshaft) to
shift the camshaft phase.
2. Camshaft timing oil control valve
The camshaft timing oil control valve follows the duty
control from the engine ECU to control the spool valve
position and distribute the oil pressure applied to the
VVT-i controller to the advance side or retard side.
When the engine is stopped, the intake valve timing is
at the maximum retard angle.
(1/1)
-6-
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Operation
The camshaft timing oil control valve selects the passage
to the VVT-i controller in accordance with the amount of
current from the engine ECU. The VVT-i controller rotates
the intake camshaft in accordance to the position to which
VVT-i controller
1. Advance
the oil pressure is applied, to advance, retard, or keep the
valve timing.
The engine ECU calculates the optimum valve timing
under the various operating conditions in accordance with
Vane Camshaft timing the engine speed, intake air volume, throttle position, and
oil control valve
coolant temperature to control the camshaft timing oil
Engine ECU control valve. In addition, the engine ECU uses the sig-
nals from the camshaft position sensor and crankshaft
position sensor to calculate the actual valve timing, and
executes feedback control to attain the target valve tim-
ing.
Oil Drain
pressure
Rotating direction 1. Advance
When the camshaft timing oil control valve is placed in
the state shown in the illustration by the engine ECU,
the oil pressure acts on the timing advance side vane
chamber to turn the intake camshaft in the valve tim-
ing advance direction.
2. Retard
When the camshaft timing oil control valve is placed in
the state shown in the illustration by the engine ECU,
the oil pressure acts on the timing retard side vane
chamber to turn the intake camshaft in the direction of
the valve timing retard direction.
2. Retard
Vane
Engine ECU
-7-
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
3. Hold
The engine ECU calculates the target valve timing
angle in accordance with the operating conditions.
After setting to the target valve timing, the camshaft
timing oil control valve keeps the oil passage closed
as shown in the illustration, to keep the current valve
3. Hold
timing.
Engine ECU
Oil pressure
(1/1)
L H
VVT
H L
Oil filter
(1/1)
-8-
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Construction
Camshaft position sensor The VVTL-i system configuration components are nearly
Oil control valve (for VVTL)
Oil pressure switch
to Cam changeover
the same as those of the VVT-i system. The special com-
mechanism ponents for the VVTL-i system are the oil control valve for
VVTL and the camshafts and rocker arms.
1. Oil control valve for VVTL
Drain Oil pressure Spool valve The oil control valve for VVTL controls the oil pressure
applied to the high-speed cam side of the cam
Water temperature sensor
changeover mechanism using the spool valve position
Oil control valve (for VVT) control conducted by the engine ECU.
Crankshaft position sensor
2. Camshafts and rocker arms
To change the amount of the valve lift, the camshaft
Low-and medium-speed cam
has two types of cams, a low- and medium-speed cam
High-speed cam
and a high-speed cam, for each cylinder.
The cam changeover mechanism is built into the
Oil Roller rocker arm between the valves and cams. The oil
hole
pressure from the oil control valve for VVTL reaches
Pad
the oil hole in the rocker arm, and this oil pressure
pushes the lock pin below the pad. This fixes the pad
and engages the high-speed cam.
When the oil pressure is not being applied, the lock
Lock pin
pin is returned by the spring force and the pad is
Rocker arm freed. This makes the pad able to move freely in the
vertical direction and disables the high-speed cam.
(1/1)
-9-
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Operation
The intake and exhaust camshafts have cams with two
Rocker arm
Rocker shaft
Oil pressure switch "OFF" different lift amounts for each cylinder, and the engine
Engine ECU switches these cams to the operating cam by oil
LO HI LO HI LO HI LO HI
ECU pressure.
Lock pin
Moves freely
(1/2)
Roller
Pad
Lock state
Oil pressure
(2/2)
- 10 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Oxygen
sensor
HT
Heater
E01 and E02
(1/1)
(1/1)
- 11 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Engine ECU
A/C amplifier
A/C
Resistor pressure
switch
(1/1)
- 12 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
2. Operation
(1) When the air intake control valve closes (VSV ON) (1) When the air intake control valve closes (VSV ON)
: Effective intake manifold length When the engine ECU turns ON the VSV to match the
VSV ON long pulsation cycle, a vacuum is applied to the actua-
60
4700 (rpm)
Engine speed
(2/2)
- 13 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
VSV
(for Canister closed valve)
(1/2)
REFERENCE
VSV
(for EVAP) Vapor pressure Monitoring
Purge valve sensor Charcoal
to Engine canister
The monitoring sequence is conducted when the air tem-
perature sensor and the water temperature sensor show
nearly the same values, such as during cold engine star-
tup.
The engine ECU uses the vapor pressure sensor to con-
tinuously monitor the fuel tank pressure, and when a mal-
VSV Canister VSV
function is detected in the pressure, a DTC (Diagnosis
(for Canister closed (for Pressure Trouble Code) is stored in memory and the malfunction
closed valve) valve switching valve)
Pressure
switching valve
indicator lamp is turned ON to warn the driver.
The engine ECU closes the canister closed valve and
Canister Open
closed valve Close opens the purge valve and pressure switching valve to
Pressure Open apply a vacuum to the entire system. When sufficient vac-
switching valve Close
Open uum is applied, the engine ECU closes the purge valve to
Purge valve
Close close the passages throughout the system. After this, the
Abnormal engine ECU conducts monitoring to check for leaks as
vapor
pressure the system pressure is gradually increased to a set vac-
uum.
Normal
The engine ECU then operates the valves in the order of
vapor canister closed valve and then pressure switching valve,
Cold start pressure
Engine coolant/intake air Negative Fuel tank VSV (for Canister
and then determines as the pressure changes whether or
near same temp. pressure & charcoal closed valve), not the VSVs are good.
occurs canister VSV (for Pressure
leak check switching valve)
testing
(1/1)
- 14 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Operations
• Purge flow
Charcoal canister When the engine reaches certain conditions, the
engine ECU opens the VSV (for canister closed valve)
while controlling the VSV (for EVAP) using duty ratio
control. This causes the intake manifold vacuum to
open the air inlet valve and allow the gas absorbed by
the canister to be taken together with air from the air
cleaner via the VSV (for canister closed valve) into the
intake manifold.
The engine ECU uses duty ratio control for the VSV
(for EVAP) to prevent an excessive purge flow during
VSV (for EVAP) idling and other conditions, engine failure, and emis-
sions from worsening.
Air inlet valve
VSV
(for Canister closed valve)
(2/2)
Air
(1/1)
- 15 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Others
The following systems are also controlled by the engine ECU.
1. Fuel octane judgement
Depending on the model, the engine ECU determines the octane rating of the gasoline being used from the
engine knocking signal of the knock sensor and then switches its internal ignition map to “premium” or “regular”
to match the fuel being used.
2. ECT OD cut-off control system
To maintain good drivability and acceleration performance, the engine ECU sends an OD cut-off signal to the
ECT ECU based on the signals from the water temperature sensor and vehicle speed sensor to prevent the
automatic transmission from shifting into overdrive.
In addition, in several engines the engine ECU sends the 3rd-gear cut-off signal to the ECT ECU.
3. EGR cut-off control system
This system shuts off the EGR (Exhaust Gas Recirculation) to maintain drivability when the engine is warming
up, during high-speed driving, etc.
4. T-VIS (Toyota-Variable Induction System)
A valve is provided on one of the two intake manifolds of each cylinder to close the valve during low engine
speeds and open the valve during high engine speeds. This improves engine performance in both the engine
low- and high-speed ranges.
5. SCV (Swirl Control Valve) system
A valve is provided on one of the two intake ports of each cylinder to close the valve during low engine speeds
and open the valve during high engine speeds in order to improve engine performance in both the engine low-
and high-speed ranges. In addition, the other intake port has been given a shape so that its cross-sectional area
is gradually decreased as it moves forward to increase the flow speed of the intake air passing through here.
This causes the intake air to swirl in the cylinder increasing combustion efficiency and improving fuel efficiency in
the low-speed range.
6. Turbocharging pressure control system
By controlling the boost pressure applied to the actuator for the waste gate valve, this system controls the air
intake turbocharging pressure. This improves engine power while maintaining engine durability thus improving
drivability.
7. Supercharger control system
This system controls everything related to the supercharger, such as starting and stopping the supercharger,
and opening and closing the air bypass when the supercharger is stopped.
8. EHPS (Electro-Hydraulic Power Steering) control system
This control is only provided in vehicles with an EHPS that uses an electric motor to drive the vane pump. This
system controls the vane pump motor speed. For example, the vane pump is stopped to ensure the startability
or prevent the engine from stalling when the engine is cold or the engine speed is extremely low.
(1/1)
- 16 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
- 17 -
Diagnosis Master Technician - Gasoline Engine Control System Other Control Systems
Question- 1
The following statements pertain to the ETCS-i system. Mark each of statements True or False.
1 The ETCS-i is a system to directly open or close the throttle valve. True False
Only the throttle valve and throttle control motor are installed on the
3 True False
throttle body.
When the current does not flow into the throttle motor, the throttle
4 True False
valve is completely closed.
Question- 2
The following statements pertain to the VVT-i system. Mark each of statements True or False.
The VVT-i system uses the oil pressure to vary the valve timing and
1 True False
improve the output or fuel consumption, etc.
4 During a cold engine, the intake valve is advanced to stabilize idling. True False
Question- 3
The following statements pertain to the VVTL-i system. Select the statement that is True.
1. This system enlarges the amount of the valve lift under heavy load to improve the engine output.
2. This system uses the oil pressure to shift the intake camshaft rotation and change only the valve timing
3. This system opens and closes the valve which is installed in one side of the intake manifolds to improve
the engine performance.
4. This system is united with the cam changeover mechanism to change the amount of the lift and the VVT-
i system.
- 18 -
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
Description Description
The engine ECU possesses an OBD (On-Board Diagnos-
tic) function which constantly monitors each sensor and
actuator. If it detects a malfunction, the malfunction is
Sensors
recorded as a DTC (Diagnostic Trouble Code) and the
MIL (Malfunction Indicator Lamp) on the combination
MIL meter lights up to inform the driver.
(Malfanction Indicator Lamp) By connecting the hand-held tester to DLC3, direct com-
munication with the engine ECU can be performed via
Diagnosis terminal SIL to confirm the DTC.
circuit
The DTC can also be confirmed by causing the MIL to
blink, then checking the blinking pattern.
ECU HINT:
The MIL may also be called the CHECK ENGINE
warning light or engine system warning light.
F1 F2 F3
HELP 1 2 3
F4 F5 F6
RCV 4 5 6
F7 F8 F9
SEND 7 8 9
F0 ON
EXIT 0 #
OFF
(1/1)
Type of OBD
Type of OBD Model
(On-Board diagnostic) (Destination) To confirm the DTC or data recorded by the engine ECU,
a diagnosis system called MOBD, CARB OBD II, EURO
MOBD
(Multiplex)
All OBD or ENHANCED OBD II is used to communicate
directly with the engine ECU.
CARB OBD II North American
Each of these systems displays a 5-digit DTC on the
(California air resources board) hand-held tester.
European
countries
1. MOBD
EURO OBD
(European spec.) The MOBD is diagnosis system unique to Toyota. It
can be used to check the DTC or data for ToyotaÅfs
ENHANCED OBD II North American
own items.
2. CARB OBD II
The CARB OBD II is an emission diagnostic system
used in the USA and Canada. It is used to check the
DTC or data for items required by US and Canadian
regulations.
3. EURO OBD
The EURO OBD is an emission diagnostic system
used in Europe. It is used to check the DTC or data for
items required by European regulations.
4. ENHANCED OBD II
The ENHANCED OBD II is a diagnostic system used
in the USA and Canada.
It is used to check items required by US and Canadian
regulations, and check the DTC or data for ToyotaÅfs
own items.
HINT:
The earlier type of OBD used the MIL blinking pattern
to check the DTC.
The system read the data output by the engine ECU
without communicating with the engine ECU.
(1/1)
Principal of Diagnosis
(V) Abnormal range
5 The engine ECU receives signals from the sensors in the
Normal range
for diagnostic system
form of voltage.
4 The engine ECU can determine the conditions of the
THW voltage
Normal range for engine engine or the vehicle running by detecting the changes in
3
the voltage of the signals that are output by the sensors.
Normal range
2 for diagnostic system
Thus, the engine ECU constantly monitors the input sig-
THW nals (voltage), compares them to the reference values
1 that are stored in the engine ECU's memory, and deter-
Abnormal range
mines any abnormal conditions.
0 The graph on the left shows the characteristics of a water
-50 0 50 100 150 (°C)
-58 32 122 212 302 (°F) temperature sensor. Normally, the voltage of the water
Temperature
temperature sensor should vary between 0.1V and 4.8V.
When a voltage within this range is input, the engine ECU
determines that the condition is normal. If short (the input
voltage is less than 0.1 V) or broken wire (the input volt-
Ex: DTC monitoring conditions for oxygen sensor
age is more than 4.8 V) occurs, it determines abnormal.
However, even if the range of 0.1V to 4.8V is normal for
Vehicls speed 20 sec. 20 sec. 20 sec.
or more or more or more diagnostic purposes, it may indicate a malfunction
40 km/h depending on the engine condition.
(24 mph)
The monitoring conditions of the DTC from the engine
Idling ECU differ according to the DTC, such as the requirement
of driving, changes in the coolant temperature, etc., so
100 sec. 20 sec. 20 sec.
or more or more or more
30 sec. refer to the Repair Manual for details
Function of MIL
1 The MIL has the following functions.
1. Lamp check function (engine stopped)
400 rpm
OFF The MIL is turned on when the ignition switch is turned
to ON, and it turns off when the engine speed reaches
Hysteresis 400 rpm or more, to check whether the bulb is func-
ON
tioning or not.
200 rpm
2. Malfunction indicator function (engine running)
If the engine ECU detects a malfunction in a circuit,
the engine ECU is monitoring while the engine is run-
ning, it turns on the MIL to inform the driver of a mal-
function.
When the malfunction has returned to normal, the
Driving cycle
#1 #2 #3 #4 #5 #6
lamp goes off after 5 seconds. For CARB OBD II and
2
EURO OBD, when a malfunction returns to normal,
the MIL turns off if no malfunction is detected in three
1st fault continuous driving cycles.
Failure
HINT:
DTCs include some items where the DTC is stored in
MIL ON
the engine ECU by detecting a malfunction, but the
5 sec. OFF MIL does not turn on.
Return to normal
MIL ON 3. Diagnostic code display function
(for CARB OBDII
and EURO OBD) OFF When shorted the terminals TE1-E1 on vehicles
After 3 driving cycles equipped with only DLC1 and DLC2, the DTC is dis-
played by the MIL blinking pattern.
On vehicles equipped with DLC3, when shorted the
terminals TC-CG, there are systems where the DTC is
displayed by the MIL blinking pattern, and systems
where the MIL does not blink.
-2-
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
Driving cycle
1. MIL-ON one driving cycle detection
1 #1 If a malfunction is detected during one driving cycle,
the engine ECU turns the MIL on. The DTC and
freeze frame data are simultaneously stored in the
1st fault engine ECU when the MIL turns on.
Failure
HINT:
MIL ON The freeze frame data is input/output signal data
stored in the engine ECU when the DTC is detected.
DTC
memory
Freeze
frame data
3. MIL blinking
3 If a misfire that may damage the catalytic converter is
detected in the first driving cycle, the MIL blinks.
If the same misfire is detected in the second driving
Driving Driving cycle, the MIL blinks, and the DTC and freeze frame
cycle cycle
#1 #2 data are recorded in the engine ECU memory.
If the misfire symptoms decline, the MIL changes from
blinking to continuous illumination.
Blinking ON
MIL
Condition is
improved better
DTC
memory
Freeze
frame data
(1/1)
-3-
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
[Exit] to Continue
2. 2-digit DTCs
Confirm 2-digit DTCs by observing the MIL blinking
pattern.
Short between terminals TE1 (Tc) - E1 (CG) of DLC1
(Data Link Connector 1), DLC2 or DLC3 to make the
MIL blink and output the DTC.
22
Confirm the DTC using the blinking pattern of the
ON lamp.
OFF
TE1 DLC1 2 2 2 2
E1 ON
Normal
OFF
TE1
E1
DLC2
ON
OFF
0.5 sec.
Repeat
One cycle
Start
(1/1)
-4-
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
REFERENCE:
1 Increase 5.0V Terminal VF Output
Terminal VF is the terminal that outputs the engine ECU
2.5V data.
Terminal VF outputs the following data.
DTC Clear
CLEAR DTCs
The engine ECU records DTCs using a constant power
supply, so DTCs are not cleared when the ignition switch
T H I S O P E R AT I O N W I L L
is turned to off.
CLEAR ALL DTC,
FREEZE FRAME,AND
Accordingly, in order to clear DTCs, it is necessary to use
READINESS TEST DATA. a hand-held tester to communicate with the engine ECU
and clear the DTCs, or remove the EFI fuse or battery
cable to cut off the constant engine ECU power supply.
DO YOU WISH TO However, care is required, because cutting off the con-
CONTINUE? stant engine ECU power supply also clears the learning
values recorded in the engine ECU memory.
PRESS [YES] OR [NO]
REFERENCE:
The hand-held tester communicates with the engine
The battery voltage is applied all time.
ECU, enabling it to do the following in addition to DTC
output and clearing.
ECU
EFI fuse • Check the freeze frame data.
BATT
• Check the data monitored by the engine ECU.
lgnition switch +B1 • Perform an active test that forces the actuators to
drive
+B
Main relay
Battery
E1
(1/1)
-5-
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
The relationship between circuitry with abnormal signals and the fail-safe function is shown in the table below.
Signal
Circuitry with abnormal signals Fail-safe function
name
Ignition confirmation signal
IGF Fuel injection is stopped.
circuitry
-6-
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
Fail-safe and Back-up Function
Back-up Function
The back-up function switches over to fixed signal control by the back-up IC to permit driving in cases when a mal-
function occurs in the microcomputer inside the engine ECU.
The back-up function only controls basic functions, so it is unable to provide the same level of engine performance
as when the engine is operating normally.
1. Operation of the back-up function
The engine ECU switches to back-up mode if the microcomputer is unable to output the ignition timing (IGT) sig-
nal. When back-up mode is executed, the fuel injection duration and ignition timing are activated at their respec-
tive fixed values in response to the starter signal (STA) and IDL signal.
The MIL also lights up to inform the driver of a malfunction. (The engine ECU does not record a DTC.)
The fixed values for the fuel injection duration and ignition timing in response to the STA signal and IDL signal are
shown in the list below.
ON 20.0 ms
ON 3.5 ms
OFF
OFF 6.0 ms
(Values in the list vary by model.)
(1/1)
-7-
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
-8-
Diagnosis Mater Technician - Gasoline Engine Control System Diagnosis
Question- 1
Mark each of statements True or False.
2-digit DTCs can be read with the MIL (Malfunction Indicator Light)
2 blinking pattern by shorting between terminals TE1 (TC) - E1 (CG) True False
of DLC (Data Link Connector).
Signals sent from sensors to the engine ECU are the amount of cur-
3 True False
rent.
Question- 2
The following statements pertain to the DTC. Select the statement that is False.
1. The DTC is stored in the engine ECU when the engine ECU determines that the voltage sent from sen-
sors is abnormal.
2. The monitoring condition from the engine ECU differ according to the DTC, such as the requirement of
driving.
3. The DTC is stored surely when it is detected during one driving cycle.
4. In some DTCs, the freeze frame data is stored simultaneously when the DTC is stored in the engine
ECU.
Question- 3
The following illustration below shows a MIL blinking pattern. Select the corresponding DTC number from the
choices below.
1. 13
2. 22
3. 31
4. 44
ON
OFF
-9-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Examination
• Please take this examination after finishing all the chapters in this book.
• Click the "Start Examination" button.
• Type all of your answers into the examination form on the screen.
• After all the questions are finished, click the "Write results" button at the bottom of the screen.
• A new window will appear. After inputting all required fields into the answer form, print it out and submit
it to the instructor.
Q-1 The following words pertain to the three essential elements for a gasoline engine. Select the word that is
False.
B. Good compression
D. Good spark
Q-2 The following statements pertain to the process of computer control. Select the statement that is True.
A. Signals from sensors operate the actuators through the engine ECU.
B. The engine ECU calculates the timing and/or duration, etc. to operate the actuators by using the input
signals from sensors .
C. The actuators detect the engine condition by signals from sensors in order to operate.
Q-3 The following statements pertain to the time when the VC circuit in the engine control system shorts.
Select the statement that is True.
A. The engine ECU becomes in the fail-safe mode, and the vehicle can barely run.
B. The engine stalls because there is no power supply for the microprocessor.
C. The power supply is provided from other power sources, and the vehicle can run without problems.
D. The engine ECU determines an internal failure and turns the MIL on to stop the engine.
Q-4 The following statements pertain to the hot-wire type air flow meter. Select the statement that is True.
A. The current flows into the hot-wire in order to keep the same temperature as that of the intake air.
B. It measures the intake air volume by the frequency of the vortex generated in the air flow.
C. It measures the intake air mass depending on the amount of the current which is necessary to keep the
hot-wire temperature constant.
D. It controls the current amount by changing the resistance value of the internal variable-resistor to keep
the hot-wire temperature.
-2-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Q-5 The following statements pertain to the manifold pressure sensor. Select the statement that is True.
A. If the vacuum hose comes off, the fuel injection becomes the maximum and the engine will not run prop-
erly.
B. As the vacuum pressure becomes larger (high vacuum), the sensor outputs high PIM voltage.
D. If the connector comes off, the fuel injection becomes the maximum and the engine will not run properly.
Q-6 The following statements pertain to the oxygen sensor and the air-fuel ratio sensor. Select the statement
that is True.
A. The oxygen sensor outputs 1 V when the air-fuel ratio is lean. It outputs 0 V when rich.
B. The oxygen sensor detects the oxygen amount in the exhaust gas.
C. The oxygen sensor detects the difference of the oxygen concentration between inside and outside of the
sensor.
D. The air-fuel ratio sensor outputs approx. 4 V (high) when the air-fuel ratio is rich and approx. 2.2 V (low)
when it is lean.
Q-7 The following statements pertain to the knock sensor. Select the statement that is True.
A. The built-in piezoelectric element deforms by the knocking vibration and generates a voltage.
B. The built-in piezoelectric element generates a voltage by the sound wave of specified knocking fre-
quency.
C. The output voltage from the knock sensor is less than 0.5 V.
D. As the knocking frequency is wide, only the sensor which can cover the wide range of the frequency is
used.
Q-8 The following statement pertain to the fuel injection volume of the injector. Select the statement that is
True.
A. The fuel injection volume is controlled by changing the amount that the plunger of the injector lifts.
B. The fuel injection volume is controlled by the duration that the current is applied to the solenoid of the
injector.
C. The fuel injection volume is controlled by the amount of current into the solenoid of the injector.
D. The fuel injection volume is controlled by the fuel pressure applied to the injector.
-3-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Q-9 The following statements pertain to the fuel injection methods and injection timing. Select the statement
that is True.
A. In the independent (sequential) injection type, the fuel is injected independently for each cylinder once for
every crankshaft rotation.
B. In the groups injection type, the fuel is injected for each group once for every crankshaft rotation.
C. In the simultaneous injection type, the fuel is simultaneously injected to all cylinders once for every
crankshaft rotation.
D. In all the above three injection types, the fuel is always injected at the set timing.
Q-10 Select the sensor(s) which signal becomes the base for the start enrichment correction.
C. Oxygen sensor
Q-11 The following statements pertain to the fuel cut-off control during deceleration. Select the statement that is
False.
A. To reduce the harmful exhaust gases and improve the engine braking effect during deceleration, the fuel
cut-off control is activated.
B. The engine ECU determines that all conditions at deceleration when the throttle valve is closed.
C. The fuel injection will be resumed when the engine speed drops to a determined speed during the fuel
cut-off control.
D. The fuel injection will be resumed when the throttle valve is opened during fuel cut-off control.
Q-12 The following statements pertain to the air-fuel feedback correction. Select the statement that is True.
A. The air-fuel feedback correction is activated when the engine condition changes rapidly.
B. When the engine ECU determined by the oxygen sensor signal that the air-fuel mixture is richer than the
theoretical air-fuel ratio, the fuel injection duration is shorten to make the air-fuel mixture leaner.
C. The air-fuel feedback correction by the oxygen sensor controls the air-fuel mixture to be the theoretical
air-fuel ratio constantly.
D. The air-fuel feedback correction by the A/F sensor is activated at rich and lean repeatedly.
-4-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Q-13 The following statements pertain to the IGT and IGF signal. Select the statement that is True.
A. The amount of intake air increases at heavy loads. To use all the intake air for combustion, the fuel injec-
tion volume and output are increased.
B. Detection of the heavy load is determined by the opening angle of the throttle position sensor, the engine
speed or the amount of intake air.
C. The ratio that the fuel increases by the power enrichment is 50 - 100 %.
D. The larger the intake air mass or the higher the engine speed is, the ratio of the power enrichment is
large.
Q-14 The following statements pertain to the IGT and IGF signal. Select the statement that is True.
A. In DIS (Direct Ignition System), all IGT signals are sent to each igniter at the same timing.
B. The engine ECU distribute the IGT to each igniter in the order of ignition.
C. The primary current of the ignition coil is shut off when the IGT signal is ON.
D. When the IGF signal is input in the engine ECU, the diagnosis or the fail-safe function is activated.
Q-15 The following statements pertain to the ignition timing control. Select the statement that is False.
A. The initial ignition timing angle is fixed when the engine is started.
B. The ignition timing is controlled by both the basic ignition advance angle and the corrective ignition
advance control after the engine is started.
C. The basic ignition advance angle is determined by the engine speed and the amount of intake air or man-
ifold pressure.
D. The corrective ignition advance control controls the ignition timing to match the engine condition in accor-
dance with signals from each sensor.
Q-16 The following statements pertain to the corrective ignition advance control of the ESA system. Select the
statement that is True.
A. The warm-up correction is performed in order to prevent knocking or overheating when the coolant tem-
perature is extremely high.
B. The over-temperature correction is performed to improve the drivability when the coolant temperature is
low.
C. The stable idle correction is performed when the engine speed is changed from the target idle speed.
D. The knocking correction is performed to retard the ignition timing a great deal when the knocking is
strong. However, the ignition timing is only retarded slightly when the knocking is weak.
-5-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Q-17 The following statements pertain to the ISCV (Idle Speed Control Valve). Select the statement that is True.
A. It controls the idle speed by controlling the bypass circuit (the amount of air) at idling in accordance with
signals from the engine ECU.
B. The ETCS-i (Electronic Throttle Control System - intelligent) is the ISCV to bypass through the throttle
valve.
C. The rotary solenoid type moves the valve by controlling the current order flowed into the coils.
D. The stepper motor type controls the direction and amount of the current flowed into the coil to turn the
valve.
Q-18 The following statements pertain to the ISCV control. Select the statement that is False.
A. The ISCV is controlled before the idle speed changes when the air conditioner switch is ON.
B. The ISCV controls the actual idle speed to the target idle speed.
C. The valve opening angle is increased to improve the startability when the engine is started.
D. The stepper motor type ISCV is fixed at the fully-closed position to improve the next startability when the
engine is stopped.
Q-19 The following statements pertain to the ETCS-i system. Select the statement that is True.
A. If a malfunction is detected in the throttle position sensor, the engine ECU is switched to the limp mode,
but the vehicle can run.
B. The ETCS-i system controls the throttle valve opening to attain the powerful driving at all times based on
signals from various sensors.
C. The throttle valve is completely closed and the ISC valve controls the amount of the intake air at idling
condition that the accelerator is released.
D. If a malfunction is detected in the throttle control motor, the engine ECU turns the MIL on to stop the
engine.
Q-20 The following statements pertain to the VVT-i system. Select the statement that is True.
A. The VVT-i system shifts the intake camshaft rotation into two steps to vary the valve timing.
B. The VVT-i controller switches over two cams that the valve timing is different.
C. The camshaft timing oil control valve distributes the oil pressure into the VVT-i controller in accordance
with the signal from the engine ECU.
D. The VVT-i system controls the valve timing by only the engine speed and coolant temperature.
-6-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Q-21 The following statements pertain to the time when a malfunction occurs in the oil pressure circuit of the
cam changeover mechanism of VVTL-i system. Select the statement that is True.
B. The valve lift remains the lift amount by the low- and medium-speed cam when the oil pressure is insuffi-
cient.
C. The valve lift is fixed at the condition before a malfunction occurs, and the vehicle can only be driven to a
safe location.
D. When the oil pressure is excessive, the valve lift is fixed to the lift amount by the high-speed cam and the
engine is stopped for the engine protection.
Q-22 The following statements pertain to the system that the engine ECU controls. Select the statement that is
False.
A. The heater control system of the oxygen sensor/air-fuel ratio sensor controls the heater to heat the ele-
ment at all times when the engine is running.
B. In the air conditioner control system, operation of the air conditioner is cut off at sudden acceleration from
low vehicle speed.
C. In some models of the cooling fan control, the engine ECU controls the operation of the cooling fan by
use of the water temperature signal (THW).
D. The ACIS increases the output by changing the effective length of the intake manifold with the intake air
control valve.
Q-23 The following statements pertain to the DTC (Diagnostic Trouble Code). Select the statement that is True.
A. The hand-held tester can read 2-digit DTC by directly communicating with the engine ECU.
B. 5-digit DTC can be read by MIL (Malfunction Indicator Light) blinking pattern.
C. It is necessary to use the hand-held tester or shut the constant power off such as removing the EFI fuse
when clearing the DTC.
Q-24 The following statements pertain to the MIL. Select the statement that is False.
A. The MIL goes off after 5 seconds when the malfunction has returned to normal or goes off if no malfunc-
tion is detected in three continuous driving cycles when a malfunction returns to normal.
B. When the MIL is turned on, the DTC is stored surely in the engine ECU.
C. If the same malfunction is detected during two driving continuous driving cycle, there is also a type of MIL
to be turned on.
D. Reading the DTC by the MIL blinking pattern can be performed by shorting terminals between TE1 (TC)
- E1 (CG) of the DLC (Data Link Connector).
-7-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Q-25 The following statements pertain to the fail-safe and the back-up functions. Select the statement that is
False.
A. The fail-safe function controls the engine using standard values contained in the engine ECU or stops
the engine if a malfunction is detected in any of signal systems.
B. The fail-safe function improve the detection sensibility of the DTC in order to detect a malfunction easily.
C. The back-up function switches over to fixed signal control to permit driving in cases when a malfunction
occurs in the microcomputer inside the engine ECU.
D. When the back-up function mode is executed, the fuel injection duration and ignition timing are controlled
at their respective fixed values in response to the starter signal (STA) and IDL signal.
-8-
Diagnosis Master Technician - Gasoline Engine Control System Examination
Diagnosis Master Technician
Gasoline Engine Control System
10 A
11 B
Chapter
12 B
Instruction
13 A Examination
Excercise
14 B
Send by
Results Instructor
15 B FAX / E-mail
Floppy disc
16 D
17 A
18 D
19 A
20 C
21 B
22 A
23 C
24 B
25 B
NAME :
ID :
-9-
Diagnosis Mater Technician - Diesel Engine Control System General
Diagnosis
(1/2)
Timer
• EFI-diesel
Injection volume: SPV (ECU control)
Pump
Injection timing: TCV (ECU control)
Fuel filter SPV
Timer
TCV ECU
(2/2)
REFERENCE
List of Abbreviations
• A/C...Air Conditioner
• ECT...Electronic Controlled Transmission
• ECU...Electronic Control Unit
• EDU...Electronic Driver Unit
• EFI...Electronic Fuel Injection
• E/G...Engine
• EGR...Exhaust Gas Recirculation System
• ISC...Idle Speed Control
• SCV...Suction Control Valve
• SPV...Spill Control Valve
• TCV...Timing Control Valve
• TDC...Top Dead Center ←→ Bottom Dead Center
• VRV...Vacuum Regulating Valve
• VSV...Vacuum Switching Valve
1. Conventional EFI-diesel
There are two types of EFI-diesel:
2. Common-rail diesel
-2-
Diagnosis Mater Technician - Diesel Engine Control System General
1. Conventional EFI-diesel
Fuel injection volume and timing is controlled electron-
Pump
ically.
Fuel filter SPV The control mechanism used for the pumping, distri-
bution, and injection processes is based on the mech-
anism used in the mechanical type diesel system.
TCV ECU
Injection volume control: SPV
Injection timing control: TCV
Fuel tank
Nozzle Axial Plunger Type Pump*
Radial Plunger Type Pump*
*As with the mechanical type pump, there are two
types of pumps, named based on the shape of their
pumping portion.
2. Common-rail EFI-diesel
Instead of having the pump itself distribute fuel to the
cylinders, the fuel is stored in the rail at a pressure
Pressure sensor
Common-rail that is necessary for injection.
As with the EFI system of a gasoline engine, the injec-
tors open and close in accordance with the injection
Fuel filter Pump signals from the ECU to realize optimal fuel injection.
SCV ECU
Injection volume control: injector opening duration
Injection timing control: injector starting timing
Injector
Fuel tank
REFERENCE
Main Engine Types Using EFI-diesel
Conventional EFI-diesel
• 5L-E
(Axial plunger type pump)
• 1KZ-TE E/G
(Axial plunger type pump)
• 1HD-FTE E/G
(Radial plunger type pump)
• 15B-FTE E/G
(Radial plunger type pump)
Common-rail EFI-diesel
1CD-FTV E/G
1KD-FTV E/G
2KD-FTV E/G
1ND-TV E/G
-3-
Diagnosis Mater Technician - Diesel Engine Control System General
REFERENCE
Layout of Components (1HD-FTE E/G)
Intake heater
Accelerator
pedal position
sensor
VSV (for EGR)
DLC3
EDU Accelerator
Vacuum regulating valve pedal switch
Crank shaft position sensor
1. Sensors
(1) Accelerator pedal position sensor
Detects the accelerator opening angle and the idling
condition.
(2) Intake air temperature sensor
Detects the intake air temperature.
(3) Turbo pressure sensor
Detects the intake manifold pressure.
(4) Water temperature sensor
Detects the water temperature.
(5) Crankshaft position sensor
Detects the crankshaft angle reference position.
(6) Speed sensor
Mounted on the rotor cam of the pump, this sensor
detects the engine speed and the cam angle of the
pump.
(7) Fuel temperature sensor
Detects the fuel temperature.
(2/5)
-4-
Diagnosis Mater Technician - Diesel Engine Control System General
2. Actuator
(1) EGR Valve (Exhaust Gas Recirculation Valve)
Control the inflow volume of the EGR gases.
(2) SPV (Spill Control Valve)
Controls the fuel injection volume.
(3) TCV (Timing Control Valve)
Controls the fuel injection timing.
(3/5)
-5-
Diagnosis Mater Technician - Diesel Engine Control System General
(1/5)
-6-
Diagnosis Mater Technician - Diesel Engine Control System General
REFERENCE
System Configuration of Conventional EFI-diesel
Layout of components (1CD-FTV E/G)
Injectors
Injector
Camshaft position sensor
EDU
Glow
Glowplugs
plugs
Engine ECU
DLC3
Fuel pressure
sensor Airflow
Air flow Meter
meter
EGR valve
Electric vacuum regulator valve
(for EGR valve control)
Supply pump
Diesel throttle
Water temp. sensor
1. Sensor
(1) Air flow meter
Detects the intake air volume.
(2) Accelerator pedal position sensor
Detects the accelerator opening angle and idling con-
ditions.
(3) Camshaft position sensor
Identifies the cylinders.
(4) Intake air temperature sensor
Detects the intake air temperature.
(5) Turbo pressure sensor
Detects the intake manifold pressure.
(6) Water temperature sensor
Detects the coolant temperature.
(7) Crankshaft position sensor
Detects the rotational angle of the crankshaft.
(8) Fuel pressure sensor
Detects the fuel pressure in the common-rail.
(9) Fuel temperature sensor
Detects the fuel temperature.
(2/5)
-7-
Diagnosis Mater Technician - Diesel Engine Control System General
2. Actuator
(1) Injector
Injects fuel in accordance with signals.
(2) EGR valve
(Exhaust Gas Recirulation valve)
Opens and closes in accordance with the signals from
the ECU to recirculate the exhaust gases in order to
reduce the amount of emissions.
(3) SCV
(Suction Control Valve)
Mounted on the supply pump, the SCV regulates the
volume of fuel that is drawn into the supply pump.
(3/5)
-8-
Diagnosis Mater Technician - Diesel Engine Control System General
Pre-heating
Diagnosis function
Service Hint
Problem Symptoms Table (for Conventional EFI-diesel)
When the malfunction code is not confirmed by the DTC check and the problem still can not be confirmed in the
basic inspection, perform troubleshooting according to the numbered order given in the table below.
Symptom
• Does not crank (Difficult to start)
Suspect area:
• Starter
• Starter relay
• Neutral start switch circuit (A/T)
• Difficult to start at cold engine
Suspect area:
• Intake heater control circuit
• STA signal circuit
• Heater idle-up switch circuit
• Injection nozzle
• Fuel filter
• Engine ECU
• Injection pump
• Difficult to start at hot engine
Suspect area:
• STA signal circuit
• Injection nozzle
• Fuel filter
• Compression pressure
• Engine ECU
• Injection pump
• Engine stall soon after starting
Suspect area:
• Fuel filter
• ECU power source circuit
• Engine ECU
• Injection pump
• Others (Engine stall)
Suspect area:
• ECU power source circuit
-9-
Diagnosis Mater Technician - Diesel Engine Control System General
• Spill valve relay circuit
• Engine ECU
• Injection pump
• Incorrect first idle (Poor idling)
Suspect area:
• Fuel filter
• Engine ECU
• Injection pump
• High engine idle speed (Poor idling)
Suspect area:
• A/C signal circuit
• STA signal circuit
• Engine ECU
• Injection pump
• Lower engine idle speed (Poor idling)
Suspect area:
• A/C signal circuit
• Injection nozzle
• EGR control circuit
• Compression pressure
• Valve clearance
• Fuel line (Air bleed)
• Engine ECU
• Injection pump
• Rough idling (Poor idling)
Suspect area:
• Injection nozzle
• Fuel line (Air bleed)
• Intake heater control circuit
• EGR control circuit
• Compression pressure
• Valve clearance
• Engine ECU
• Injection pump
• Hunting at hot engine (Poor idling)
Suspect area:
• Injection nozzle
• ECU power source circuit
• Compression pressure
• Fuel line (Air bleed)
• Valve clearance
• Engine ECU
• Injection pump
• Hunting at cold engine (Poor idling)
Suspect area:
• Injection nozzle
• ECU power source circuit
• Intake heater control circuit
• Compression pressure
• Fuel line (Air bleed)
• Valve clearance
• Engine ECU
• Injection pump
• Hesitation/Poor acceleration (Poor drivability)
Suspect area:
• Injection nozzle
• Fuel filter
• EGR control circuit
• Compression pressure
• Engine ECU
• Injection pump
• Knocking (Poor drivability)
Suspect area:
• Injection nozzle
• EGR control circuit
• Engine ECU
- 10 -
Diagnosis Mater Technician - Diesel Engine Control System General
• Black smoke (Poor drivability)
Suspect area:
• Injection nozzle
• EGR control circuit
• Engine ECU
• Injection pump
• White smoke (Poor drivability)
Suspect area:
• EGR control circuit
• Intake heater control circuit
• Injection nozzle
• Fuel filter
• Engine ECU
• Injection pump
• Surging/Hunting (Poor drivability)
Suspect area:
• Injection nozzle
• Engine ECU
• Injection pump
(1/1)
Problem Symptoms Table (for Common-rail EFI-diesel)
When the malfunction code is not confirmed the DTC check and problem still can not be confirmed in the basic
inspection,then proceed to this step and perform troubleshooting according to the numbered order given in the table
below.
Symptom
• Does not crank (Difficult to start)
Suspect area:
• Starter
• Starter relay
• Water temp. sensor
• Difficult to start at cold engine
Suspect area:
• STA signal circuit
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Difficult to start at hot engine
Suspect area:
• STA signal circuit
• Injector
• Fuel filter
• Compression pressure
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Engine stall soon after starting
Suspect area:
• Fuel filter
• Injector
• ECU power source circuit
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Others (Engine stall)
Suspect area:
• ECU power source circuit
• Injector
• Engine ECU
• Supply pump
• Fuel pressure sensor
- 11 -
Diagnosis Mater Technician - Diesel Engine Control System General
• Diesel throttle
• Incorrect first idle (Poor idling)
Suspect area:
• Fuel filter
• Injector
• Engine ECU
• Supply pump
• Fuel pressure sensor
• High engine idle speed (Poor idling)
Suspect area:
• A/C signal circuit
• Injector
• STA signal circuit
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Lower engine idle speed (Poor idling)
Suspect area:
• A/C signal circuit
• Injector
• EGR control circuit
• Compression pressure
• Valve clearance
• Fuel line (Air bleed)
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Rough idling (Poor idling)
Suspect area:
• Injector
• Fuel line (Air bleed)
• EGR control circuit
• Compression pressure
• Valve clearance
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Hunting at hot engine (Poor idling)
Suspect area:
• Injector
• ECU power source circuit
• Compression pressure
• Fuel line (Air bleed)
• Valve clearance
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Hunting at cold engine (Poor idling)
Suspect area:
• Injector
• ECU power source circuit
• Compression pressure
• Fuel line (Air bleed)
• Valve clearance
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Hesitation/Poor acceleration (Poor drivability)
Suspect area:
• Injector
• Fuel filter
• EGR control circuit
- 12 -
Diagnosis Mater Technician - Diesel Engine Control System General
• Compression pressure
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Knocking (Poor drivability)
Suspect area:
• Injector
• EGR control circuit
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Black smoke (Poor drivability)
Suspect area:
• Injector
• EGR control circuit
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• White smoke (Poor drivability)
Suspect area:
• EGR control circuit
• Injector
• Fuel filter
• Engine ECU
• Supply pump
• Fuel pressure sensor
• Diesel throttle
• Surging/Hunting (Poor drivability)
Suspect area:
• Injector
• Engine ECU
• Supply pump
• Fuel pressure sensor
(1/1)
(1/1)
- 13 -
Diagnosis Mater Technician - Diesel Engine Control System General
Matching mark 2
Matching mark 3
• Matching mark 1
• Matching mark 2
• Matching mark 3
(1/1)
- 14 -
Diagnosis Mater Technician - Diesel Engine Control System General
No.1 nozzle
leakage pipe
New gasket (B)
Cylinder head
(1/1)
- 15 -
Diagnosis Mater Technician - Diesel Engine Control System General
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
- 16 -
Diagnosis Mater Technician - Diesel Engine Control System General
Question- 1
The following illustrations 1-3 show the diesel engine type. From the word group, select the word that corresponds
to each illustration.
Answer: 1. 2. 3.
Question- 2
Mark each of the following statements True or False.
While the control of the injection volume and timing of the conven-
tional EFI-diesel is effected by the ECU, the fuel pressurizing and
1 True False
distribution mechanisms are identical to the conventional mechani-
cal type.
- 17 -
Diagnosis Mater Technician - Diesel Engine Control System General
Question- 3
The following table shows the parts that control the injection volume and injection timing.
From the word group, select the word that corresponds to 1-4 in the table.
Conventional EFI-diesel ( 2 ) ( 3 )
a) SCV (Suction Control Valve) b) Injection Nozzle c) Timer d) TCV (Timing Control Valve) e) Injector
f) EDU (Electric Driver Unit) g) SPV (Spill Control Valve)
Answer: 1. 2. 3. 4.
- 18 -
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
Fuel tank
Injection nozzle
(1/2)
Type of Pump
A conventional EFI-diesel uses one of the two types of
Axial plunger type pump Radial plunger type pump
distributor pump: an axial plunger type pump, and a radial
plunger type pump with a higher injection pressure.
Speed sensor
Feed pump
Roller ring
Rotor Plungers
Cam plate TCV (Timing Control Valve)
Feed pump
Rotor
Rollers
Plungers
(1/1)
REFERENCE
Injection Pressure for Each Type of Pump
(1/1)
• Roller ring
-2-
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
• Rollers
• Cam plate
• Plungers
(1/1)
(1/1)
-3-
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
• Cam ring
• 4 rollers
• 4 plungers
(1/1)
-4-
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
REFERENCE
Pump for 6-Cylinder Type
(1/1)
(1/1)
(1/1)
(1/2)
-5-
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
2. Operation
• At normal condition
The pilot valve of the SPV is normally closed, as elec-
tricity runs through the coil. The fuel pressure and the
spring force causes the main valve to close passage
"A" as well, due to the pressure from the inside of the
valve being greater than that of the outside of the
valve.
• When the signal from the engine ECU is turned off
When the signal from the ECU turns off, causing the
current applied to the coil to turn off, the pilot valve
moves upward by the force of the pilot spring, causing
passage "B" to open.
• When the pilot valve is opened
Then, the pressure that is applied above the main
valve decreases. As a result, the main valve ascends,
causing passage "A" to open.
(2/2)
(1/2)
2. Operation
• At normal condition
The spool valve is pulled downward to close the pas-
sage because the coil is energized.
• When the current does not flow into the coil
When the current to the coil is turned off, the pressure
of the fuel pushes the spool valve upward to open the
passage.
(2/2)
-6-
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
REFERENCE
(v) Starting Voltage of Direct-acting SPV
When the direct-acting type SPV starts to operate,
approximately 150V are applied to the coil. Thereafter,
150 duty-cycle control is effected at a lower voltage.
Time
(1/1)
(1/1)
-7-
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
Close
SPV
Open
(1/1)
Stator core
(1/2)
-8-
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
Roller ring
(2/2)
-9-
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
(1/1)
SPV Inspection
Inspect the SPV by removing the connector and measur-
ing the resistance between the SPV terminals.
(1/1)
TCV Inspection
Inspect the TCV coil by removing the connector and mea-
suring the resistance between the TCV terminals.
- 10 -
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
(1/1)
- 11 -
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
- 12 -
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
Question- 1
The following illustration shows the axial plunger type injection pump.
From the word group, select the part to perform the following controls (1-4).
a) Feed Pump
g
b) Speed Sensor
b c) Rotor
d) Roller Rin
e) Cam Plate
f) TCV
a
g) SPV
d h) Plunger
c h
e
f
Answer: 1. 2. 3. 4.
Question- 2
The following illustration shows the radial plunger type injection pump.
From the word group, select the part to perform the following controls (1-4).
a) Feed Pump
g b b) Speed Sensor
c) Cam ring
d) Roller
f a e) Plunger
f) Rotor
g) SPV
d h) TCV
e
c
h
Answer: 1. 2. 3. 4.
- 13 -
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
Question- 3
Mark each of the following statements True or False.
The axial plunger type injection pump used in the conventional EFI-
1 diesel uses a greater injection pressure than the radial plunger type True False
injection pump.
The axial plunger type injection pump and the radial plunger type
injection pump (both used in the conventional EFI-diesel) have the
2 True False
same fuel pressurizing and distribution systems.
However, their injection volume and timing controls differ.
Question- 4
The following illustrations show the SPV. From the word group, select the words that correspond to 1-4 in the table.
Name (1)
Name (3)
Answer: 1. 2. 3. 4.
Question- 5
Mark each of the following statements True or False.
When the power is turned ON to the SPV, the fuel passage opens
1 True False
and the injection ends.
The SPV controls the relief timing of the fuel that has been pressur-
2 True False
ized by the plunger in order to regulate the injection volume.
The ECU activates the TCV and controls the amount of the pressur-
4 ized fuel that is applied to the timer piston in order to regulate the True False
injection timing.
- 14 -
Diagnosis Mater Technician - Diesel Engine Control System Conventional EFI-diesel
Question- 6
Mark each of the following statements True or False.
The inspection of the coils for the SPV and the TCV is performed by
1 True False
measuring the resistance between the terminals.
- 15 -
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
2. Parts name
Fuel pressure sensor Pressure limiter
Injection pipe
ECU
Common-rail
ECU
Fuel inlet
pipe Supply pump
Feed pump
Injector
SCV
(2/2)
Inlet
Outlet
Inner cam
SCV
Check valve (Suction Control Valve)
(1/2)
MPROP
Fuel return (Magnetic
Proportional
Outlet valve)
Inlet
Inlet
Fuel return
Fuel temperature
SCV sensor
(Suction Control Valve) Outlet
(2/2)
(1/1)
(1/3)
-2-
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
SCV1 SCV2
ECU
Check valve
Plungers
Delivery valve
Valve
to Common-rail
(2/3)
2KD-FTV Engine
Check valve
For the fuel flow of the supply pump,
which is used in the 2KD-FTV engine,
plunger B draws the fuel in while plunger
A pumps it out as illustrated on the left.
Thus, plunger A and B send the fuel into
Plunger Eccentric the common-rail by drawing in and
A cam pumping out the fuel in turn.
to
Common-rail
Plunger Ring
B cam
SCV
from
Feed pump
(3/3)
REFERENCE
Fuel Flow of Supply Pump
Plunger A
1ND-TV Engine
Outer cam
The supply pump used in 1ND-TV
engine has three plungers as illustrated
Inner cam on the left, and sends the fuel into the
common-rail by drawing in and pumping
MPROP
out the fuel in turn. This process is basi-
to
Common-rail cally the same as that in the 2KD-FTV
except that the 1ND-TV uses three
plungers.
The 1ND-TV engine also controls the
from
Feed pump fuel volume drawn into the plunger with
the MPROP (Magnetic Proportional
Plunger B
Valve), which has the same function as
Plunger C SCV (Suction Control Valve).
(1/1)
-3-
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
(1/2)
2KD-FTV Engine
The rotation of the eccentric cam causes the ring cam to
rotate with an offset axis. The ring cam rotates and
pushes one of the two plungers upward as it pulls the
other plunger upward or vice versa for the downward
direction.
For the supply pump, plunger B is pushed down to com-
press the fuel and send it into the common-rail when
plunger A is pulled downward to draw the fuel in. Con-
versely, when plunger A is pushed up to compress the
fuel and send it to the common-rail, plunger B is pulled up
to draw the fuel up.
(2/2)
(1/3)
-4-
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
REFERENCE
SCV Control of the Supply Pump
The SCV operates under the duty-cycle control of the
ECU.
At the same time, current control is effected to limit the
amount of electrical current that flows during the ON
period, thus preventing the coil in the SCV from damage.
SCV open (Duty control)
(1/1)
(2/3)
-5-
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
Pressure limiter
In case of a system failure in which the pressure in the
common-rail rises to an abnormal level, this valve opens
to release the pressure.
REFERENCE
Operation of the Pressure Limiter
The pressure limiter operated mechanically to release the
pressure in case the pressure in the common-rail rises to
an abnormal level.
• Pressure limiter inactive
• Pressure limiter active
(1/1)
-6-
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
2KD-FTV Engine
: to Injector
:from Supply pump
:to Fuel tank
(2/3)
REFERENCE
Operation of Pressure Discharge
Valve/Pressure Regulator
OFF
When the fuel pressure of the common-
rail becomes higher than the target
Pressure injection pressure, the pressure dis-
discharge ECU charge valve receives a signal from
valve
engine ECU, in order to open the valve
and send fuel back to the fuel tank so
that the fuel pressure can return to the
target injection pressure.
Common-rail
OFF
Pressure
discharge ECU
valve
Common-rail
-7-
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
ON HINT:
The fuel pressure regulator of 1ND-
TV E/G has a different appearance,
Pressure but functions the same.
discharge ECU
valve
to fuel tank
Common-rail
(1/1)
1ND-TV Engine
Fuel pressure The fuel pressure regulator receives the
sensor signal from engine ECU and adjusts the
fuel pressure inside the common-rail.
(3/3)
REFERENCE
Operation of Pressure Discharge
Valve/Pressure Regulator
OFF
When the fuel pressure of the common-
rail becomes higher than the target
Pressure injection pressure, the pressure dis-
discharge ECU charge valve receives a signal from
valve
engine ECU, in order to open the valve
and send fuel back to the fuel tank so
that the fuel pressure can return to the
target injection pressure.
Common-rail
-8-
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
OFF
Pressure
discharge ECU
valve
Common-rail
ON HINT:
The fuel pressure regulator of 1ND-
TV E/G has a different appearance,
Pressure but functions the same.
discharge ECU
valve
to fuel tank
Common-rail
(1/1)
(1/1)
-9-
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
Construction of Injector
Correction resistor ECU ECU
Solenoid valve
Return port
Orifice
Control chamber
Needle
for 1ND-TV
(1/1)
REFERENCE
Types of Injector Correction Resistor for 1CD-FTV E/G
There are 25 types of injectors as indicated below, each provided with a different correction resistor.
When replacing an injector, the ECU automatically makes the proper fuel correction, so it is not necessary to
replace it with one with the same correction resistance.
1 30.9 14 549
2 41.2 15 665
3 53.6 16 825
4 68.1 17 1020
5 84.5 18 1240
6 105 19 1540
7 130 20 1910
8 158 21 2370
9 196 22 3010
10 243 23 4020
11 301 24 5760
12 365 25 9530
13 442
- 10 -
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
Injector Operations
1. Before the injector operation
The fuel that has been fed from the common-rail sepa-
rates into the control chamber and the bottom of the
needle.
In this state, the needle is pushed down by the pres-
sure in the control chamber and by the spring, and the
nozzle remains closed.
2. When the solenoid valve opens
When the actuating voltage is applied by the ECU-
EDU, the solenoid valve opens and the pressure in
the control chamber decreases.
3. When the needle opens
Due to the operation of the orifice, the pressure at the
bottom of the needle remains high, and the nozzle
opens to inject fuel.
4. When the solenoid valve closes
When the voltage applied by the ECU-EDU ends, the
spring force causes the solenoid valve to close and
the pressure in the control chamber increases again.
5. When the needle closes
Due to the pressure in the control chamber and the
force of the spring, the needle descends and closes
the nozzle to end the injection.
(1/1)
- 11 -
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
REFERENCE
Pipe Fitting Conditions
The common-rail EFI-diesel system maintains fuel at an
extremely high pressure.
The areas in which the pipes and parts are joined use a
type of pipe union that is sealed by deforming its sealing
surface.
For this reason, if either the injector, common-rail, or the
supply pump is replaced, the pipes must also be replaced
because their matching surfaces have been changed.
Failure to replace the pipe will cause a fuel leak.
(1/1)
- 12 -
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
SCV Inspection
SCV1 SCV2
Inspect the SCV as Follows:
Disconnect the SCV1and SCV2 connectors.
Using an ohmmeter, measure the resistance between ter-
minals as shown.
Specified Resistance:1.5-1.7 at 20 °C (degrees Cel-
sius),68 °F (degrees Fahrenheit)
If the resistance does not equal the specified resistance
above, replace the pump.
(1/1)
Common-rail
The common-rail, pressure limiter, and the fuel pressure
sensor may not be reused.
Both the pressure limiter and the fuel pressure sensor are
fitted through plasticity deformation. Therefore, once they
are removed, they must be replaced together with the
common-rail.
HINT:
These components are available as a single inte-
grated service part.
(1/1)
Injector Installation
The installation of the injectors must be performed care-
fully.
Using clean diesel fuel, wash the sealing surfaces of the
injectors and injection pipes just before their installation.
Make sure to follow the installation instructions given in
the Repair Manual of the respective model.
Pay particular attention to the installation direction of the
injectors and their alignment with the cylinder head.
(1/1)
(1/1)
- 13 -
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
- 14 -
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
Question- 1
The following illustration shows the construction of the common-rail EFI-diesel system.
From the word group, select the words that correspond to 1-5 in the illustration.
3 a) ECU
1
b) EDU
4 c) Common-rail
d) Supply pump
e) Injection pump
2
f) Injection nozzle
g) Injector
Answer: 1. 2. 3. 4. 5.
Question- 2
Mark each of the following statements True or False.
In the supply pump, the SCV adjusts the volume of the fuel that is
3 drawn into the plunger, and the generated fuel pressure is controlled True False
by increasing or decreasing the volume of fuel that is drawn in.
Question- 3
Mark each of the following statements True or False.
- 15 -
Diagnosis Mater Technician - Diesel Engine Control System Common-rail EFI-diesel
Question- 4
The following illustration shows the construction parts of the supply pump.
From the word group, select the words that correspond to 1-5 in the illustration.
5
4
Answer: 1. 2. 3. 4. 5.
Question- 5
The following statements pertain to the function of the pressure limiter. Select the statement that is True.
2. Relieves the pressure if the pressure in the common-rail increases to an abnormally high level.
4. Detects the temperature of the fuel and determines its viscosity according to the temperature.
- 16 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Actuators
Electronic control systems vary slightly
Sensors Computer
by engine type.
Engine speed sensor EDU • Electronic control of conventional
Water temp. sensor
SPV
Accelerator pedal
EFI-diesel
Fuel injection volume • Electronic control of common-rail
Positioning sensor
Intake air temp. sensor
Turbo pressure sensor ECU TCV
Fuel temp. sensor
Fuel pressure sensor Fuel injection timing
...etc
Switches Other controls
Intake
A/C switch restriction
Ignition switch EGR
Accelerator pedal switch Glow plug
Diagnosis Control
Blower switch
...etc
...etc Fail-safe
(1/1)
ECU Overview
In terms of electronic control, the role of the ECU is to
ECU determine the fuel injection volume, fuel injection timing,
and intake air volume suit able for the driving conditions,
based on the signals received from various sensors and
Sensors switches. In addition, the ECU outputs signals to operate
Actuators actuators. The both EFI-diesel and common-rail systems.
Switches
(1/1)
Sensors Actuators
TDC Fuel injection volume
Crankshaft position sensor
control
NE SPV
Engine speed sensor Spill control valve
THA LUA, B
Intake air temp. sensor Throttle control
motor
THW
Water temp. sensor
Fuel injection timing
control
Accelerator pedal fully PDL TCV
closed switch Timing control valve
THF
Fuel temp. sensor
EGR control
EGR
Ignition switch Vacuum regulating
STA valve
Starting signal (ST terminal)
IGSW
Ignition signal (IG terminal)
EGLS
EGR valve position sensor
W Malfunction indicator
lamp
Air conditioner amplifier
AC1 CLK
A/C switch signal DATA Injection pump correction unit
+B BATT
Main relay Battery
-2-
Diagnosis Master Technician - Diesel Engine Control System System Control
• 1KZ-TE (Axial plunger pump type)
Sensors Actuators
Turbo pressure sensor PIM
Fuel injection volume
Intake manifold pressure signal control
SPV
Spill control valve
Engine speed sensor NE
Engine speed signal
SVR
Spill control relay
Crankshaft position sensor TDC
Crankshaft angle signal
THF
Fuel temp. sensor Glow plug control
G-IND
Glow indicator lamp
Throttle position sensor
IDL S-REL
Glow plug relay
Idling signal VA
Throttle position signal
Intake constrictor
Correction resistors VRP ECU control
VRT
S/TH1
VSV1
Ignition switch
STA S/TH2
Starting signal [ST terminal] VSV2
IGSW
Ignition signal [IG terminal]
STP
Stop light switch
M-REL
Main relay
IMI
Transponder key computer
IMO
TE1 W
Check connector or TDCL Malfunction indicator lamp
TE2
+B BATT
-3-
Diagnosis Master Technician - Diesel Engine Control System System Control
• 1HD-FTE (Radial plunger pump type)
Sensors Actuators
Turbo pressure sensor PIM
Fuel injection volume
Intake manifold pressure signal control
SPVD
Accelerator pedal
IDL
position sensor
Intake heater control
VA. VAS
Idling signal G-IND
Accelerator pedal Glow indicator lamp
position signal IREL
Intake heater relay
Ignition switch
PA
HSW VSV [for turbo pressure sensor]
Idle-up switch
Idle-up switch signal
VCT
FSW Power heater
1st gear position switch amplifier
+B BATT
-4-
Diagnosis Master Technician - Diesel Engine Control System System Control
• 15B-FTE (Radial plunger pump type)
Sensors Actuators
Turbo pressure sensor
PIM Fuel injection volume
Intake manifold pressure signal control
SPVD
Atmosphere pressure signal
EDU
NE SPVF
Engine speed sensor
Spill control valve
TDC
Crankshaft position sensor
THW
Water temp. sensor SPR
Spill control relay
THA
Intake air temp. sensor
Fuel injection volume
THF
Fuel temp. sensor TCV control
PA
Ignition switch VSV [for turbo pressure sensor]
STA
Starting signal [ST terminal]
IGSW
ECU
lgnition signal [IG terminal]
EGR control
EGR
Combination meter Vacuum regulating
SP1
valve
EGRC
Vehicle speed signal
ECU VSV [for cut-off]
EXSW
Exhaust brake switch
EXB
CLSW
Clutch switch Exhaust brake solenoid
VAP
Work accelerator sensor
TC MREL
Data link connector 3 Main relay
SW
+B BATT
-5-
Diagnosis Master Technician - Diesel Engine Control System System Control
• 1CD-FTV (Common-rail type)
Sensors Actuators
Crankshaft position sensor NE TWV1
No. 1 Injector
Crankshaft angle signal TWV2 E No. 2 Injector
D
TWV3 U No. 3 Injector
Camshaft position sensor G
TWV4 No. 4 Injector
Camshaft angle signal
PCR INJF
Fuel pressure sensor
RINJ4
RINJ3
Turbo pressure sensor PIM RINJ2
Intake manifold pressure signal RINJ1
Atmosphere pressure signal
THF PCV1, 2
Intake air temp. sensor Suction control valve
THAR
THW
Water temp. sensor Diesel throttle control
LU A, B
THOP Step motor
Throttle valve fully opened switch
HREL
Accelerator pedal Heater relay
position sensor IDL
EUREL
Ignition switch EDU relay
STA
Starting signal [ST terminal] IGSW
lgnition signal [IG terminal] TAC
Tachometer
PA
Combination switch SP1 VSV [for turbo pressure sensor]
Vehicle speed signal
IMI MREL
Immobiliser ECU Main relay
IMO
TC W
Data link connector 3 Malfunction indicator lamp
SIL
+B BATT
-6-
Diagnosis Master Technician - Diesel Engine Control System System Control
• 1KD-FTV (Common-rail type)
Sensors Actuators
NE #1
Crankshaft position sensor No. 1 Injector
#2 E No. 2 Injector
D
G #3 U No. 3 Injector
Camshaft position sensor
#4 No. 4 Injector
PCR
Fuel pressure sensor
INJF
INJ4
Turbo pressure sensor PIM INJ3
Intake manifold pressure signal INJ2
Atmosphere pressure signal INJ1
THA
Intake air temp. sensor PCV1, 2
Suction control valve
VG EGR
Air flow meter Vacuum regulating
THAF valve
THF EGRC
Fuel temp. sensor VSV [for EGR valve close]
Turbocharger control
Combination meter SPD
VN A, B
Vehicle speed signal Step motor
DF ACT
Alternator Air conditioning
amplifier
IMI
Immobiliser ECU
IMO MREL
Main relay
SIL
Data link connector 3
W
TC Malfunction indicator lamp
Check connector
+B BATT
-7-
Diagnosis Master Technician - Diesel Engine Control System System Control
• 2KD-FTV (Common-rail type)
Sensors Actuators
NE #1
Crankshaft position sensor No. 1 Injector
#2 E
No. 2 Injector
D
#3 U No. 3 Injector
G
Camshaft position sensor #4 No. 4 Injector
INJF
VG
Air flow meter RINJ4
RINJ3
THA RINJ2
Atmospheric temp. sensor
RINJ1
VELF
EGR valve position sensor
PCV
THIA Suction control valve
Intake air temp. sensor
PRV
THW Pressure discharge valve
Water temp. sensor
GIND
Ignition switch Glow indicator light
STA
Starting signal (ST terminal) EDUREL
IGSW EDU relay
Ignition signal (IG terminal)
PA
VSV [for turbo pressure sensor]
Combination meter SP1
TACH
Vehicle speed signal Tachometer
STP MREL
Stop light switch Main relay
ST-
DF W Malfunction indicator
Alternator
lamp
HSW
Warm up switch Exhaust gas control
HEXF1
Tc, SIL VSV
Data link connector 3
WFSE
+B BATT
-8-
Diagnosis Master Technician - Diesel Engine Control System System Control
• 1ND-TV (Common-rail type)
Sensors Actuators
#10
NE No. 1 Injector
Crankshaft position sensor
#20
No. 2 Injector
#30
No. 3 Injector
G
Camshaft position sensor
#40
No. 4 Injector
PINJ4
VG PINJ3
Air flow meter
PINJ2
Atmospheric temp. sensor THAF
PINJ1
PCV
MPROP
THW
Water temp. sensor
Intake restrictor
control
PC
Fuel pressure sensor ITV
VPC E-VRV
GIND
Combination meter SPD Glow indicator light
STP1 TACH
Stop light switch Tachometer
STP2
MREL
CLSW Main relay
Clutch switch
CE Malfunction indicator
TXCT
lamp
RXCK
Transponder key amplifier
CODE
Air conditioner cut-off
control
PHP1
SIL
Data link connector 3 PTC heater relay
PHR1
+B BATT
(1/1)
-9-
Diagnosis Master Technician - Diesel Engine Control System System Control
(1/1)
REFERENCE
About Direct-acting Type SPV
The direct-acting type SPV is used in a radial plunger
type high-pressure pump. A high-capacity coul is pro-
vided to allow the SPV to respond quickly under high fuel
pressure conditions.
Therefore, a high voltage level is required to energize the
coil.
(1/1)
- 10 -
Diagnosis Master Technician - Diesel Engine Control System System Control
(1/6)
2. 1HD-FTE/15B-FTB Engine
• Speed sensor
• Fuel temperature sensor
• Accelerator pedal position sensor
• Intake air temperature sensor
• Water temperature sensor
• Turbo pressure sensor
• Crankshaft position sensor
(2/6)
3. 1CD-FTV Engine
• Fuel temperature sensor
• Fuel pressure sensor
• Air flow meter/intake air temperature sensor (at air
cleaner)
• Accelerator pedal position sensor
• Intake air temperature sensor (at intake manifold)
• Camshaft position sensor
• Water temperature sensor
• Turbo pressure sensor
• Crankshaft position sensor
(3/6)
4. 1KD-FTV Engine
Fuel temperature sensor
Fuel pressure sensor
Air flow meter/intake air temperature sensor(at air
cleaner)
Accelerator pedal position sensor
Intake air temperature sensor (at intake manifold)
Water temperature sensor
Turbo pressure sensor
Camshaft position sensor
Crankshaft position sensor
(4/6)
- 11 -
Diagnosis Master Technician - Diesel Engine Control System System Control
5. 2KD-FTV Engine
• Fuel temperature sensor
• Pressure discharge valve
• Fuel pressure sensor
• Airflow meter/intake air temperature sensor (at air
cleaner)
• Accelerator pedal position sensor
• Intake air temperature sensor (at intake manifold)
• Water temperature sensor
• Turbo pressure sensor
• Camshaft position sensor
• Crankshaft position sensor
(5/6)
6. 1ND-TV Engine
• Fuel pressure regulator
• Fuel pressure sensor
• Air flow meter/intake air temperature sensor
• Accelerator pedal position sensor
• Camshaft position sensor
• Water temperature sensor
• Crankshaft position sensor
(6/6)
Speed sensor
The sensor which sends the signal to
the engine ECU is shown in the left dia-
Crankshaft position sensor gram.
Camshaft position sensor
Water temperature sensor
Turbo pressure sensor
Intake air temperature sensor
Fuel temperature sensor
Fuel pressure sensor
(1/1)
- 12 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Accelerator Sensor
There are two types of accelerator sen-
Output characteristics
sors. One is an accelerator pedal posi-
[v] tion sensor, which forms an assembly
5.0
together with the accelerator pedal. This
sensor, which is a Hall element type,
detects the accelerator opening angle. A
Output voltage that corresponds to the acceler-
ator opening angle can be detected at
Voltage the output terminal.
10 90
Sensor rotation angle (deg.)
(1/2)
Accelerator Sensor
Output characteristics
The other is a throttle position sensor,
which is mounted at the venturi and is a
type that uses a variable resistor.
Circuit
Close
Open
Open
Close
(2/2)
(1/3)
- 13 -
Diagnosis Master Technician - Diesel Engine Control System System Control
(2/3)
(3/3)
(2/2)
- 14 -
Diagnosis Master Technician - Diesel Engine Control System System Control
(1/2)
1ND-TV Engine
For the 1ND-TV engine a hall element type camshaft
position sensor is used.
Timing sprocket
The timing trigger on the timing sprocket detects the posi-
tion of the camshaft by sending one signal for every two
G signal (720 CA) revolutions of the crankshaft.
Timing trigger
(2/2)
Output
voltage
Pressure
Load side (mmHg) Turbo side
(1/1)
- 15 -
Diagnosis Master Technician - Diesel Engine Control System System Control
REFERENCE
Turbo Pressure Sensor
The VSV operates in accordance with
the signals form the ECU and switched
the pressure that is applied to the actua-
tor between atmosphere and vacuum.
• Vacuum
• Atmosphere
(1/1)
Water temperature sensor Fuel temperature sensor Water Temperature/Intake Air Temper-
ature/Fuel Temperature Sensor
There are three types of temperature
sensors that are used for controlling
the EFI-diesel:
The water temperature sensor is
mounted on the engine block to detect
the temperature of the engine coolant.
The intake air temperature sensor is
mounted on the intake pipe of the engine
and detects the temperature of the
intake air.
The fuel temperature sensor is mounted
on the pump and detects the tempera-
ture of the fuel.
Characteristics
(kΩ) 30
20
10
5
3
2
Resistance
1
0.5
0.3
0.2
0.1
-20 0 20 40 60 80 100 120
Coolant temperature (°C)
(2/2)
- 16 -
Diagnosis Master Technician - Diesel Engine Control System System Control
(1/1)
(1/1)
- 17 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Functions
Functions Controlled by the ECU
Outline
Other
Injection volume control Engine control
Injection timing control ISC control
EGR control
Injection rate control Idle vibration reduction
control
Intake restrictor control Main relay control
Diagnosis function
Fail-safe function
(1/3)
Speed sensor
Starter signal
EFI-diesel
Accelerator sensor
Speed sensor
Starter signal
- 18 -
Diagnosis Master Technician - Diesel Engine Control System System Control
EFI-diesel
Accelerator sensor
Speed sensor
Starter signal
(2/3)
Starter signal
Starter signal
- 19 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Starter signal
(3/3)
(1/5)
(2/5)
- 20 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Intake air
pressure Fuel pressure
(Common-rail only)
(3/5)
REFERENCE
Intake air pressure correction Injection Volume Correction
Increase Intake air pressure correction
Turbo pressure Correction The injection volume is corrected in
ECU Coefficient
sensor
1
accordance with the intake air pressure
Decrease (volume).
3
Intake air pressure Intake air temperature correction
sensor output (v)
The density of the intake air (air volume)
varies in accordande with the tempera-
Intake air temp. correction ture of the intake air.
Increase
(Low intake air temperature → Injection
1 volume increase correction)
Intake air temp. Correction
ECU Coefficient
sensor
40
Intake air
temperature (deg)
(1/2)
Water 10
temperature
(2/2)
- 21 -
Diagnosis Master Technician - Diesel Engine Control System System Control
(4/5)
E2
(5/5)
- 22 -
Diagnosis Master Technician - Diesel Engine Control System System Control
REFERENCE
About the Correction ROM
About the correction ROM :
Authorized workshops such as pump service shops use special tools to measure the pumps to replace the correc-
tion ROMs or to make corrective adjustments.
Other types of corrections:
In addition to the injection volume that has been determined here, fuel temperature correction is also made on some
vehicle models. If the fuel temperature is high, the actual injection volume is lower (due to the low density) than the
instructed value. Therefore, the instructed value must be increased.
(1/1)
(1/6)
Conventional EFI-diesel
Intake air
temperature
(on some models)
(2/6)
- 23 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Conventional EFI-diesel
Intake air pressure
correction 1. Determination of the target injec-
Timing (°CA) tion timing
advance rpm
Basic target
injection timing Large 4
(°CA)
Full load Intake air pressure
sensor output
Target
injection
15 Water temperature
timing
correction
Light load
Timing Water
Engine speed (rpm) advance (°CA) temperature
Large
4
(3/6)
Conventional EFI-diesel
2. Detection of the actual injection
timing
The detection of the actual injection
Engine
ECU timing is performed through a calcu-
lation based on the engine speed
Speed and crankshaft position signals. As
Detecting actual
Correction with injection volume control, the
injection timing
Crankshaft variances that occur in injection tim-
position ing control between pumps are cor-
rected through the use of a
correction resistor or a correction
ROM.
Correction
resistor
(4/6)
Injection start
REFERENCE
Injection Timing Detection
Injection pressure
(Nozzle) Conventional EFI-diesel
The cam plate and the rotor (which generates the NE sig-
nal of the engine speed sensor) rotate in unison. There-
Cam plate fore, the ECU is able to detect the timing when the
movement of plunger
plunger moves and an actual injection takes place by way
of the position of the NE signal.
NE signal
(Standard)
- 24 -
Diagnosis Master Technician - Diesel Engine Control System System Control
TDC signal
(1/1)
Conventional EFI-diesel
3. Comparison of the target injection
timing and the actual injection tim-
ECU ing
The ECU compares the target injec-
Target injection timing Correction
tion timing and the actual injection
timing and sends timing advance and
timing retard signals to the timing
Injection timing Duty-cycle ratio calculation control valve so that the actual injec-
comparison (Timing advance/ timing retard) TCV
tion timing and the target injection
timing match.
(5/6)
REFERENCE
Determining Injection Timing
Conventional EFI-diesel
(1/1)
- 25 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Common-rail EFI-diesel
4. Comparison of the target injection
timing and the actual injection tim-
ECU ing
Engine As with the conventional EFI-diesel,
speed
Basic Injection the basic injection timing of the com-
timing ECU Injector
mon-rail EFI-diesel is determined
Injection
Accelerator determination
pedal opening
timing through the engine speed and the
angle accelerator pedal opening angle, and
by adding a correction value based
on the water temperature and the
Coolant
Correction intake air pressure (volume). The
temperature
value ECU sends injection signals to the
Intake air EDU and advances or retards the
pressure timing to adjust the injection starting
/volume timing.
(6/6)
E/G rpm
(1/2)
(2/2)
- 26 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Injection
Cam lift
Nozzle lift 0
(1/1)
Pilot Injection
The common-rail EFI-diesel uses pilot
injection. In the pilot injection system, a
small amount of fuel is initially injected
Injection with pilot Current injection
before the main injection. When the
Pilot injection main injection starts, the fuel that has
Nozzele lift Main injection been injected in advance is already
ignited, enabling the fuel of the main
injection to ignite smoothly.
Cylinder
pressure
(1/1)
A/C switch
(1/2)
- 27 -
Diagnosis Master Technician - Diesel Engine Control System System Control
(2/2)
(1/1)
2. ECT control
2.
Symptom:
Shocks occurs during shifting.
Shift information Description of control:
Injection volume is reduced during shifting.
ETC E/G
ECU
(1/4)
- 28 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Glow plug
(2/4)
(3/4)
- 29 -
Diagnosis Master Technician - Diesel Engine Control System System Control
6. Dulling control
6.
Symptom:
Torque fluctuation due to change in the injection vol-
Throttle opening angle ume during acceleration.
(Throttle position sensor) Description of control:
The injection volume is changed gradually immedi-
ately after the accelerator is opened or closed.
ECU
Engine speed
(Engine speed sensor)
Accelerator
opening
100
angle
(%)
0
Large
with Control
Injection
without Control
volume
Time
(4/4)
Engine
speed
(1/1)
- 30 -
Diagnosis Master Technician - Diesel Engine Control System System Control
REFERENCE
Determining Common-rail Fuel Pres-
MPa sure
Full load
Common-rail fuel
pressure
No load
Engine speed
- 31 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Injection Volume and Injection Timing Table
Injection Volume and Injection Timing Table
5L-E
Radial plunger
1HD-FTE (Spilt injection control
when starting)
15B-FTE
1CD-FTV
1KD-FTV
Common-rail
2KD-FTV
1ND-TV
5L-E
Radial plunger
1HD-FTE
15B-FTE
1CD-FTV
Common-rail 1KD-FTV
2KD-FTV
1ND-TV
Other control
5L-E Motor
Radial plunger
1HD-FTE Spilt injection control when starting
15B-FTE Motor
- 32 -
Diagnosis Master Technician - Diesel Engine Control System System Control
(1/2)
Fail-safe
Fail-safe The ECU assumes the fail-safe mode if a malfunction
occurs in some of the diagnostic items. This mode initial-
izes the signals to their prescribed values in order to
enable the vehicle to be driven.
(2/2)
(1/2)
- 33 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Check connector
DLC3
DLC3
ECU Actuator
(1/1)
DLC3
ON
OFF
(1/1)
- 34 -
Diagnosis Master Technician - Diesel Engine Control System System Control
(1/2)
Relay inspection
Measuring the voltage and resistance of the relay termi-
Continuity
nals.
Sensor inspection
Measuring the voltage and resistance between the sen-
Battery Ohmmeter sor terminals.
E2G
VG
Air
Voltmeter
(2/2)
(1/2)
(2/2)
- 35 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
- 36 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Question- 1
The following chart shows the electronic control system of the conventional EFI-diesel system. From the word
group, select the word that corresponds to 1-5 in the chart.
(2) (3)
(1)
ECU (4)
Other controls
Intake
restriction
EGR
Switches Glow plug
(5) control
...etc
Fail-safe
a) EDU b) Diagnosis c) Sensors d) SPV (Spill Control Valve) e) TCV (Timing Control Valve)
Answer: 1. 2. 3. 4. 5.
Question- 2
The following statements pertain to the functions of each sensor.
From the word group, select the sensor that corresponds to each statement.
1. Detects the accelerator opening. 2. Detects the pressurizing conditions of the fuel.
3. Detects the intake manifold pressure. 4. Detects the crankshaft angle reference position.
a) Crankshaft position sensor b) Air flow meter c) Turbo pressure sensor d) Fuel pressure sensor
e) Accelerator sensor f) Fuel temperature sensor
Question- 3
The following graph shows the calculation of the maximum injection volume. When the accelerator depressing
angle is 40%, select the number 1-4 in the graph for proper injection volume.
(CA) 100%
1
2
Injection
3
volume
60%
4 40%
0%
Engine speed
Answer: 1. 2. 3. 4.
- 37 -
Diagnosis Master Technician - Diesel Engine Control System System Control
Question- 4
Mark each of the following statements True or False.
The injection volume control function of the ECU calculates the opti-
1 mal injection volume based on the signals received from the sen- True False
sors, and outputs the control signals.
Question- 5
Mark each of the following statements True or False.
Question- 6
Mark each of the following statements True or False.
- 38 -
Diagnosis Master Technician - Diesel Engine Control System Other Devices
(2/2)
REFERENCE
Chamber A
Intake Constrictor Control (1KZ-TE)
Chamber B
The intake constrictor control contains a
Main valve
Accelerator Actuator main valve and a sub valve. The main
pedal valve operates with the accelerator
Atmosphere
pedal and the sub valve operates with
the actuators that function with two
from Vacuum pump VSVs (VSV1 and VSV2), which operate
in accordance with the signals received
from the ECU.
Sub valve
Atmosphere
(1/1)
REFERENCE
VSV (Vacuum Switching Valve)
to Actuator Signals received from the ECU cause the VSV to switch
the pressure applied to the actuator between atmospheric
from Vacuum
pump and vacuum pressures.
Atmosphere
(1/1)
(1/1)
-2-
Diagnosis Master Technician - Diesel Engine Control System Other Devices
Atmosphere
(1/1)
EGR Valve
The vacuum that is sent by the vacuum regulator valve
operates (opens and closes) the EGR valve to introduce
the post-combustion gases into the intake manifold.
EGR gas
EGR valve
Intake air
(1/1)
E/G E/G
(2/3)
-3-
Diagnosis Master Technician - Diesel Engine Control System Other Devices
A
Water
(3/3)
Continuity
(1/1)
(1/1)
-4-
Diagnosis Master Technician - Diesel Engine Control System Other Devices
Exercise
These are the pre-course study materials for the Frequent Service Job Course. The objective of this course
is to learn the work procedure and points of frequent service jobs. In the pre-course study, you will study the
basic knowledge needed for repair work, and the basic mechanism and operation of automobiles. After you
finish studying all of the chapters, please take the Examination.
-5-
Diagnosis Master Technician - Diesel Engine Control System Other Devices
Question- 1
Mark each of the following statements True or False.
1 The EGR volume can be stabilized by regulating the diesel throttle. True False
2 The diesel throttle opens fully to reduce when stopping the engine. True False
While the engine is at idle, the throttle valve of the diesel throttle
3 True False
opens wide to stabilize the idle speed.
Question- 2
The following statements pertain to the intake shutter. Mark each of the following statements True or False.
1 Reduces vibrations that occur when stopping the engine. True False
Question- 3
Mark each of the following statements True or False.
1 The EGR system reduces the generation of nitrogen oxides. True False
An engine that is equipped with a diesel throttle can raise its intake
2 True False
manifold vacuum to stabilize the EGR volume.
After the engine has warmed up, the EGR operates at idle. How-
4 ever, when the vehicle is operating at high-load conditions, the oper- True False
ation of the EGR stops to reduce the emission of black smoke.
-6-
Diagnosis Master Technician - Diesel Engine Control System Examination
Examination
• Please take this examination after finishing all the chapters in this book.
• Click the "Start Examination" button.
• Type all of your answers into the examination form on the screen.
• After all the questions are finished, click the "Write results" button at the bottom of the screen.
• A new window will appear. After inputting all required fields into the answer form, print it out and submit
it to the instructor.
Q-1 The following statements pertain to the conventional EFI-diesel system. Select the statement that is False.
A. In the conventional EFI-diesel system, the injection of fuel is electrically controlled by the ECU.
However, the mechanisms for pumping and distributing the fuel are the same as in the mechanical type
pump
B. In the conventional EFI-diesel system, the SPV controls the fuel injection volume in place of the gover-
nor, and the TCV regulates the injection timing in place of the timer.
C. In the conventional EFI-diesel system, an axial plunger type pump or a radial plunger type pump is used.
Although these pumps differ in construction, their injection pressure is controlled to the same pressure.
D. In the conventional EFI-diesel system, the injection volume and injection timing are optimally controlled
to suit the driving conditions, in accordance with the signals received from the various sensors.
As a result, fuel economy has been improved and the amount of exhaust smoke has been reduced.
Q-2 The following statements pertain to the SPV operation. Select the statement that is False.
A. When voltage is applied to the solenoid coil of the SPV, the valve opens to relieve the fuel pressure.
When the voltage is cut off, the pressurized fuel pushes the valve back to close.
B. When the engine is stopped, the voltage to the SPV is cut off, the valve opens, and no fuel is pumped.
C. The conventional EFI-diesel system does not contain a fuel cut off solenoid. Instead, the fuel is cut off by
the SPV.
D. When an open circuit occurs in the solenoid coil of the SPV, no fuel is pumped.
Q-3 The following statements pertain to the TCV of the conventional EFI-diesel. Select the statement that is
True.
A. The conventional EFI-diesel pump uses a TCV, which controls the injection timing in place of the timer
piston of the mechanical type pump.
B. There are two types of TCVs: the pilot type and the direct-acting type. The direct-acting type TCV is used
in the radial plunger type pump.
C. Enclosed in the pump, the TCV operates upon receiving the signals from the ECU in order to effect tim-
ing advance and retard control by directly rotating the roller ring.
D. The TCV operates electrically to control the injection timing by varying the pressure that is applied to the
timer piston.
-2-
Diagnosis Master Technician - Diesel Engine Control System Examination
Q-4 The following statements pertain to the injection volume control of the conventional EFI-diesel system.
Select the statement that is True.
A. The opening and closing timing of the SPV is changed to increase or decrease the volume of fuel that is
drawn into the plunger in order to control the injection volume.
B. As the plunger begins to move, once the SPV closes, the fuel begins to be pumped. Delaying the pump-
ing start time reduces the actual pumping stroke of the plunger, thus reducing the injection volume.
C. As the plunger moves and the fuel in the chamber becomes pressurized to a prescribed pressure, the
injection starts. Then, the SPV opens to vary the timing for relieving the highly pressurized fuel in the
chamber in order to control the injection volume.
D. Along with the movement of the plunger, the SPV closes its valve at the time the injection starts, and
opens the valve at the end of the injection. The closing duration is regulated to control the injection vol-
ume.
Q-5 The following illustration shows the injection pump of the conventional EFI-diesel.
Select the appropriate combination of parts to control the fuel injection volume and timing.
A. 1 and 2
B. 1 and 3
1
C. 2 and 3
4
D. 3 and 4
2
3
-3-
Diagnosis Master Technician - Diesel Engine Control System Examination
Q-6 The following illustrations and statements pertain to the precautions for the assembly of the conventional
EFI-diesel system. Select the one that is False.
A. To reinstall the pump, the matching marks of the B. After reinstalling the nozzle leakage pipe to the
timing gear must be aligned to match the phase cylinder head, attach the turbo pressure gauge to
of the pump with the phase of the engine. the pipe, pressurize it, and make sure that there
are no leaks.
C. If the matching marks on the timing gear are D. After installing the pump on the engine, use the
aligned, it will suffice to install the pump by align- SST to measure the plunger stroke. Then, rotate
ing the matching mark on the injection pump and the pump assembly in order to adjust the plunger
the reference position of the engine. stroke to be within the range indicated in the
Repair Manual.
Q-7 The following statements pertain to the servicing of the conventional EFI-diesel system. Select the state-
ment that is False.
A. To inspect the direct-acting type SPV, measure the resistance between the terminals.
B. To inspect the direct-acting type SPV, the battery voltage can be applied to the SPV to check for its oper-
ating sound.
D. To inspect the TCV the battery voltage can be applied to the TCV to check for its operating sound.
-4-
Diagnosis Master Technician - Diesel Engine Control System Examination
Q-8 The following illustrations show the construction parts of the common-rail EFI-diesel system. From the fol-
lowing statements, select the one that is False.
A. The check valve (1) of the supply pump opens to draw the fuel into the plunger, which has been con-
trolled by the SCV, and closes during pumping.
B. The common-rail stores the highly pressurized fuel that has been pressurized by the supply pump.
C. The pressure limiter that is mounted on the common-rail relieves the fuel if the fuel in the common-rail
reaches an abnormally high pressure.
D. The fuel pressure sensor that is mounted on the common-rail detects the abnormally high pressure of the
fuel in the common-rail and sends a signal to the ECU to relieve the fuel.
Q-9 The following statements pertain to the mechanism of fuel pressure regulation. Select the statement that is
True.
A. When the opening time of the SCV is long, the volume of fuel that is drawn into the plunger increases,
causing the fuel pressure to rise.
B. When the SCV remains open, the fuel is relieved and pumped, causing the fuel pressure to decrease.
C. When the open timing of the SCV is early, the pressurized fuel in the plunger becomes relieved early,
causing the fuel pressure to decrease.
D. The SCV receives the signals from the ECU to control the generated fuel pressure so that the fuel pres-
sure in the common-rail can be kept constantly at a prescribed pressure even if the engine speed
increases.
-5-
Diagnosis Master Technician - Diesel Engine Control System Examination
Q-10 The following statements pertain to the control of the injection volume and injection timing. Select the
statement that is False.
A. The engine ECU controls the opening and closing duration of the injector's valve to control injection vol-
ume.
B. The injection timing is controlled by regulating the timing in which the injection signals from the ECU are
sent to the injectors.
C. The injection volume changes when there is a difference between the pressure value detected by the
fuel pressure sensor and the actual fuel pressure in the common-rail.
D. The injection timing changes when there is a difference between the pressure value detected by the fuel
pressure sensor and the actual fuel pressure in the common-rail.
Q-11 The following statements pertain to the correction resistor of the common-rail injector. Select the statement
that is False.
A. The correction resister of the injector is connected to the solenoid circuit of the injector in series.
B. Because injectors have mechanical differences, their differences are accommodated by providing differ-
ent correction resistors.
C. Based on the information on the correction resistance values, the ECU corrects the variances in the
injection volume.
D. To indicate the difference of the fuel injection volume, there are differences in values of correction resis-
tors of each injector.
Q-12 The following statements pertain to the inspection and replacement of the common-rail EFI-diesel injec-
tors. Select the statement that is False.
A. The resistance value between the terminals is measured during an injector inspection.
B. To reinstall injectors, attention must be paid to the direction in which the injectors are installed and their
alignment.
C. During an injection test of the injectors, the pipe unions at the injectors must be loosened with the engine
at idle, in order to stop the injection through fuel leaks.
D. A fuel leak between the injector and pipe can be inspected at a high pressure by performing an active
test through the use of a hand-held tester.
-6-
Diagnosis Master Technician - Diesel Engine Control System Examination
Q-13 The following statements pertain to the replacement of the injection pipes of the common-rail EFI-diesel.
Select the statement that is True.
A. If only the injectors are replaced with new ones, the injection pipes can be reused.
B. If both the injectors and the common-rail are replaced with new ones, the injection pipes can be reused.
C. If both the injectors and the common-rail that have been removed are reinstalled, the injection pipes can
be reused.
D. Once the injection pipes have been removed, they cannot be reused.
Q-14 The following statements pertain to the possible causes of fluctuation of the injection volume between
injectors. Select the statement that is True.
A. The fuel pressure in the common-rail becomes somewhat lower than the fuel pressure required by the
engine speed, due to improper operation of the SCV.
C. When the pressure limiter does not operation and the fuel pressure inside the common-rail becomes
extremely high.
D. When the SCV does not operate and the fuel pressure generated in the supply pump becomes low.
Q-15 The following statements pertain to the functions of the EDU. Select the statement that is True.
A. While the EDU is receiving the signals from the ECU, its voltage is constantly amplified in order to oper-
ate the actuators at a high voltage.
B. Upon receiving the signals from the ECU, the voltage is amplified only during the startup in order to oper-
ate the actuators.
C. Upon receiving the signals from the ECU, the voltage is amplified in accordance with the duty-cycle ratio.
D. Upon receiving the signals from the ECU, the EDU converts them into duty-cycle signals and sends them
to the actuators. When the signals are OFF, they are amplified to a high voltage in order to close the
valves of the actuators.
-7-
Diagnosis Master Technician - Diesel Engine Control System Examination
Q-16 From the following sensors (a-d), select the appropriate sensor that generates the waveform show in the
illustration.
Q-17 The following statements pertain to the calculation of the injection volume. Select the statement that is
False.
A. The basic injection volume is determined by engine speed and the accelerator opening angle.
B. The maximum injection volume is determined by signals from sensors in accordance with the driving
conditions.
C. The actual injection volume is equal to the basic injection volume determined by the signals received
from various sensors.
D. To calculate the injection volume, the engine ECU compares the basic injection volume and the maxi-
mum injection volume, and determines the smaller one to be the injection volume.
Q-18 The following statements pertain to the injection volume correction. Select the statement that is False.
A. When the intake air temperature is low, a correction is made to increase the injection volume.
B. When the fuel temperature increases, a correction is made to increase the injection volume.
C. When the coolant temperature is high, a correction is made to increase the injection volume.
D. When the intake air pressure (volume) is high a correction is made to increase the injection volume.
-8-
Diagnosis Master Technician - Diesel Engine Control System Examination
Q-19 The following statements pertain to the calculation of the injection timing. Select the statement that is
False.
A. The injection timing is determined by the ECU according to the condition of the coolant temperature, and
based on the calculation of the engine speed and the accelerator opening.
B. In the conventional EFI-diesel, the actual injection timing is calculated based on the engine speed sensor
and the crankshaft position sensor.
C. In both the conventional EFI-diesel and the common-rail EFI-diesel, various corrections are involved in
determining the injection timing.
D. In both the conventional EFI-diesel and the common-rail EFI-diesel, the target injection timing and the
actual injection timing are compared, and the ECU outputs a timing advance or timing retard signal.
Q-20 The following statements pertain to the ECU control of common-rail EFI-diesel. Select the statement that is
False.
A. The ECU determines the fuel pressure generated based on the actual injection volume that has been
determined by the signals received from various sensors and the engine speed at that time.
B. Even if the engine speed is the same, the fuel pressure generated increases if the accelerator opening is
large.
C. After determining the fuel pressure, the ECU sends a fuel pressure control signal to the SCV, and regu-
lates the volume of fuel that is drawn into the plunger in order to control the fuel pressure.
D. The fuel pressure generated is fed back to the ECU by the supply pump in order to constantly maintain
an optimal fuel pressure.
Q-21 The following statements pertain to the self-diagnosis system. Select the statement that is False.
A. A malfunction in the electronic system is determined by the ECU and the area of the malfunction is dis-
played by the DTC (Diagnostic Trouble Code).
B. The self-diagnosis function consists of a normal mode that displays the area of the malfunction by DTC,
and a check (or test) mode that tests the self-diagnosis function of the ECU itself.
C. The ECU can store the conditions of the engine in ECU's memory when the DTC detected so that the
conditions can be later verified through the use of a hand-held tester.
D. If some of the sensors malfunction and cannot output correct signals, the ECU will replace them with pre-
scribed values to enable the vehicle to be driven.
-9-
Diagnosis Master Technician - Diesel Engine Control System Examination
Diagnosis Master Technician
Diesel Engine Control System
10 D
11 A
Chapter
12 C
Instruction
13 C Examination
Excercise
14 B
Send by
Results Instructor
15 B FAX / E-mail
Floppy disc
16 B
17 C
18 C
19 D
20 D
21 B
NAME :
ID :
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Reading DTCs
Displaying the DTCs on the tester Displaying the DTCs through
the blinking of the MIL The DTCs can be displayed on the
tester's display in the form of 5-digit
P0115 22 codes by connecting a hand-held tester
ON to DLC3 (Data Link Connector 3).
OFF 2 2 2 2 2-digit DTCs can be output through the
blinking of the MIL by shorting the termi-
DLC3 nals TE1 and E1 (or TC and CG) of DLC
YES NO ENTER
F1 F2 F3
HELP 1 2 3
F4 F5 F6
RCV 4 5 6
E1
F7 F8 F9
SEND 7 8 9
1, 2, or 3.
F0 ON
EXIT 0 #
OFF
HINT:
Note that for some vehicles with Die-
DLC1
TE1 sel EFI, only 2-digit DTCs are dis-
TC
played.
Example :
TE1
E1
DLC2 DLC3
DTC 22: Water temperature sensor cir-
CG
cuit malfunction
DTC 24 (1): Intake air temp. sensor cir-
cuit malfunction
DTC24 (2): Atmospheric temp. sensor
circuit malfunction
(1/1)
EXIT F0
0
8
ON
9
type.
#
OFF
Power connector
RS232 port
Instrumentation port
DLC (Data Link Connector)
(1/1)
REFERENCE
Touch Panel Type Tester
The touch panel type tester is the next
generation of the hand-held tester.
It is possible to operate it by only touch-
ing the keys that are displayed on the
screen, without operating the keyboard
as with the conventional type.
1. Functions
Basic operation and functions are the
same as the conventional type.
2. Characteristics
The screen is easier to see than that
of the conventional type, and the
communication speed with the ECU
is faster.
(1/1)
-2-
Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Keyboard
A menu item can be selected and information can be
entered by operating the keys on the keyboard.
Tester key function
Besides those shown above, there are other ways to
operate the keys. See the Diagnostic Toolset OperatorÅfs
Manuals for details.
(1/1)
Display
F1 key : Data list F2 key : LED / list
To change the data display on the dis-
INJECTOR
······································· 2 . 3 ms INJECTOR ······································· 2 . 1 ms
·······································
IGN ADVANCE 6.5deg ING·······································
ADVANCE 8.0deg play, press keys F1 through F4.
·······································
IAC DUTY RATIO 37.9% ·······································
····································································
IAC DUTY RATIO 37.1% To change the font size, press key F9.
·······································
CALC LOAD 18% CALC ·······································
LOAD 17%
······································· 2 g m / s
MAF MAF······································· 2gm/s
·······································
ENGINE SPD 871rpm ENGINE ·······································
SPD 874rpm
1. F1 Key: Data list
·······································
COOLANT TEMP 83˚C COOLANT ·······································
TEMP 84˚C This display, which lists data numeri-
·······································
INTAKE AIR 25˚C INTAKE AIR
······································· 25˚C
·······································
THROTTLE POS 10% ·······································
····································································
THROTTLE POS 10% cally, is the default display.
·······································
CTP SW ON CTP FC MIL STARTE
·······································
VEHICLE SPD 0km/h SW IDL SIG 2. F2 Key: LED (Light-Emitting
·······································
O2S B1 S1 0.08V ON OFF ON OFF Diode)/ list
This display shows the ON/OFF sta-
tus of the detected switch signals by
illuminating the LEDs.
F3 key : Bar graph F4 key : Line graph
A green LED illuminates when a sig-
·······································2 . 0 ms
INJECTOR OxL·······································
SIGNAL RICH nal is ON, and a red LED illuminates
0 10 20 30 32 ·······································
IGNITION 4 5 ˚ CA
·······································
ING ADVANCE 7.5deg
when a signal is OFF.
–64 –32 0 32 64
IAC·······································
DUTY RATIO 36.7%
3. F3 Key: Bar graph
00 25 50 75 100 This display shows the values of the
·······································
CALC LOAD 17%
0 32 50 0 100 data in a bar graph format.
·······································
MAF 2gm/s
0 2002 400 600 700 4. F4 Key: Line graph
This display shows the values of the
data in a line graph format.
(1/1)
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
F1
1
NO
F2
2
ENTER
F3
3
cable that can be connected to the DLC (Data Link Con-
nector) that appears on the tester's display panel.
RCV F4
4
F5
5
F6
6 E
B
SEND O
PR
F7
Autoprobe
F8
7 8
F9
9
EXIT F0 TO
0
ON
# U
OFF
A
VIM HINT:
Battery power is supplied automatically to the tester
when a DLC1 or DLC3 cable is connected.
DLC3 cable
for North American
(OBD II cable)
DLC1 cable
DLC2 cable
DLC3 cable
for Europe and General
(MOBD cable)
(1/1)
(1/2)
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
5. BRAND SELECT
BRAND SELECTION Selects the brand of the vehicle (Toyota, Lexus, or
Lexus & Toyota) on which the hand-held tester will be
used.
Lexus
When a brand is selected, only the models for that
To y o t a
L e x u s & To y o t a
brand will be displayed on the screen, in order to facil-
itate the selection of the desired model.
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
7. BACKLIGHT SET
Turns the backlight on the hand-held tester ON/OFF.
8. ENH OBD II HELP
Changes the Enhanced OBD-II to use the "* + HELP"
function.
9. SELF TEST
Checks the hand-held tester for malfunctions.
SETUP MENU
1: CLOCK/CALENDAR
2: PRINTER BAUD
3: PRINTER SELECT
4: UNIT CONVERSION
5: BRAND SELECT
6: D ATA B A S E S E L E C T
7: BACKLIGHT SET
8: ENH OBD II HELP
9: SELF TEST
(2/2)
Type of OBD
History of OBD
As vehicle control systems evolved from the mechanically to the electronically controlled type, it became increas-
ingly difficult for the technicians to make the proper pass-fail judgment during troubleshooting. At this time, the OBD
system came into existence.
With advances in technology, a greater number of systems started operating under many ECUs, prompting the
appearance of new OBD systems, including OBD systems that comply with the regulations adopted by the regions
in which the vehicles are operated.
The chart below shows the chronology of the OBD systems.
1996
MOBD
(Multiplex On-Board Diagnostic)
1994
CARB OBD II
(California Air Resources Board)
1998
EURO OBD
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Outline of OBD/MOBD
The MOBD (Multiplex On-Board Diagnostic) system enables a hand-held tester to directly communicate with the
ECU when the tester is connected to the DLC3 on the vehicle, in order to read DTCs and data.
1. Characteristics of MOBD:
Destinations: Europe and General Countries
5 digits: (P####), (B####), and (C####) *Each "#" indicates a number or an alphabet.
For some models with diesel EFI, only 2-digit DTCs will be displayed even when the tester directly communi-
cated.
However it is possible to read DTC in detail through using the sub-code (1) or (2) than MIL blinking pattern.
2. Principal functions of MOBD:
• Able to read DTCs
• Able to read the ECU data
• Able to perform active tests
(1/1)
REFERENCE
OBD DTC Display
• DTCs can be read through the blink-
ing of the MIL by shorting terminals
YES
HELP
NO
F1
1
F2
ENTER
2
F3
3
TE1 (or Tc) and E1 (or CG).
RCV
SEND
F4
F7
4
7
F5
F8
5
8
F6
F9
6
9
• On some models, 2-digit DTCs can
be displayed by connecting the hand-
F0 ON
EXIT 0 #
OFF
W
held tester to a DLC1 or DLC2 con-
VIM E1 TE1
nector.
In this case, the hand-held tester does
not establish communication directly
with the ECU. Instead, the tester shorts
terminals TE1 and E1 through the VIM,
DLC1 or DLC2 thus causing the MIL to blink. Then, the
tester reads the blinking pattern of the
E1 TE1 W
MIL and shows it on the display panel in
the form of a DTC.
With this method, it takes some time for
E1 TE1 W
+B the tester to read the blinking pattern of
MIL
the MIL.
ECU ON
OFF 2 2 2 2
(1/1)
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Outline of CARB OBD-II EURO OBD and ENHANCED OBD-II
The CARB OBD-II (California Air Resources Board On-Board Diagnostic-II) and EURO OBD systems enable the
hand-held tester to read the DTCs and data when the tester is connected to the DLC3 on the vehicle. By using
these diagnostic systems, DTCs and data, which pertain to the powertrain for the emission system complied with
the regulations of the respective area. The CARB OBD-II and EURO OBD do not provide the active test function
found in the MOBD.
1. Characteristics of CARB OBD-II:
Destination: North America (U.S.A. and Canada)
DTC indication: 5 digits (P####) *Each "#" indicates a number or an alphabet.
2. Characteristics of EURO OBD:
Destination: Europe
DTC indication: 5 digits (P####) *Each "#" indicates a number or an alphabet.
3. Main functions of CARB OBD-II and EURO OBD:
• Able to read DTCs
• Able to read the ECU data
4. Differences between CARB OBD-II and EURO OBD:
The CARB OBD-II and EURO OBD are almost identical, except for the difference in the regulations adopted in
North America and Europe.
Some of the items that appear on the display panel or the values at which the engine ECU determines an abnor-
mal condition are affected by this difference.
HINT:
• The methods for operating the hand-held tester for the CARB OBD-II and EURO OBD are the same as for the
OBD/MOBD.
• Because these diagnostic systems comply with regulations, it is unnecessary to select the vehicle model.
• The items that appear on the "FUNCTION MENU" of the CARB OBD-II and EURO OBD are different.
5. Enhanced OBD-II
The Enhanced OBD-II system enables the hand-held tester to read the CARB OBD-II DTCs and data in compli-
ance with the regulations, as well as Toyota's own DTCs and data. In addition, this system enables the hand-
held tester to perform active tests.
(1/1)
Comparison of OBD Functions
The table below shows a comparison of the functions of the various OBD systems.
Type of OBD Reading data Reading DTCs Active test Vehicle select
OBD *1
MOBD
CARB OBD-II
EURO OBD
ENHANCED
OBD II *2
*1: It can only read the signals that are output by the ECU, as it does not establish communication
with the ECU.
*2: It may be necessary to select the vehicle model by selecting "ENH OBD-II HELP" in the "SETUP MENU".
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
(1/1)
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Diagnostic Menu
Listed below are the data that can be read with the OBD/
MOBD:
1. DATA LIST
Details are explained in the following pages.
2. DTC INFO
Details are explained in the following pages.
DIAGNOSTIC MENU 3. ACTIVE TEST
ENGINE
Details are explained in the following pages.
1: D ATA L I S T
2: DTC INFO 4. SNAPSHOT
3: ACTIVE TEST
4: SNAPSHOT Details are explained in the following pages.
5: SYSTEM CHECK
6: RESET MEMORY 5. SYSTEM CHECK
This function checks individual systems, such as the
8: CHECK MODE
Oxygen sensor system.
6. RESET MEMORY
This function is used for erasing the learning values
stored in the ECU's memory for times, such as after
replacing a component related to the system.
7. MONITOR STATUS (Only OBD-II is displayed.)
This function is used for determining the state of the
emissionrelated systems that are being monitored by
the engine ECU.
8. CHECK MODE
This mode raises the detection sensitivity of diagnosis
so as to detect even momentary abnormalities.
HINT:
When you select the “CHECK MODE”, the following
prompt message will appear on the display panel, if all
DTCs and freeze frame data are stored in the ECU:
“OK to clear?”
If you proceed in the “CHECK MODE” by clicking the
“YES” button, the freeze frame data will be cleared.
Therefore, make sure to check the freeze frame data
before selecting the “CHECK MODE” if the data is not
checked. Details of the freeze frame data will be
explained later.
Although this menu appears as a result of selecting
the engine & ECT ECU, the same menu will appear
even if other ECUs are selected.
(1/1)
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Data List
Various pieces of data in the ECU can be displayed and
checked by selecting the items that appear in the
“SELECT DATA” menu.
• ALL
This function displays all the data of the ECU that are
considered necessary for troubleshooting that can be
detected by sensors.
S E L E C T D ATA
Press keys F1 through F4 to change the displays on
the screen.
ALL • USER DATA
U S E R D ATA
E X T E N D D ATA With this function, data items can be selected as many
MISFIRE as you want to check.
AT M
O2 SENSOR Only the data for which the "NO" on the display has
FUEL SYS been changed to "YES" will appear on the display.
C ATA LY T I C
E VA P • EXTEND DATA
This function displays all the data that are transmitted
from the ECU.
• MISFIRE
• ATM
• O2 SENSOR
• FUEL SYS
• CATALYTIC
• O2S HTR
The six data items indicated above enable you to
select and display the data that pertains to the respec-
tive systems.
(1/1)
DTC Info
Select the items shown in the “DTC INFO MENU” to dis-
play and check the DTCs that are stored in the ECU.
1: CURRENT CODES
2: HISTORY CODES
3: PENDING CODES
4: CLEAR CODES
5: R E PA I R C O N F I R M
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
1. CURRENT CODES
If the ECU has DTCs stored in its memory, this screen
will show the DTCs.
If the ECU does not have DTCs stored, the following
appears on the display:
"NO DTC CODES"
HINT:
For some models with Diesel EFI, 2-digit DTCs are
DIAG. TROUBLE CODES displayed. Some models with Diesel EFI cannot read
E C U : OBD/MOBD the DTCs by using the hand-held tester.
Number of DTCs: 2
P0100 Mass Air Flow Further, as the DTC display can vary slightly, please
Circuit refer to the Repair Manual.
Malfunction
(1/2)
(2/2)
- 12 -
Diagnosis Master Technician - Hand-held Tester Hand-held Tester
2. HISTORY CODES
Select this item to display the DTCs stored in the ECU
in the past.
3. PENDING CODES
If a pending code* has been stored, select this item to
check it.
1: CURRENT CODES
2: HISTORY CODES
3: PENDING CODES
4: CLEAR CODES
5: R E PA I R C O N F I R M
4. CLEAR CODES
This function clears the DTCs from the ECU's mem-
ory.
A prompt message will appear on the display panel,
asking if you wish to continue with the clear.
Press "YES" to clear, or "NO" if you do not wish to
clear.
HINT:
CLEAR DTCs Beware that if you clear the DTCs, you will clear the
T H I S O P E R AT I O N W I L L
freeze frame data at the same time.
CLEAR ALL DTC, This is because the freeze frame data is attached to
FREEZE FRAME, AND the DTCs.
R E A D I N E S S T E S T D ATA .
Therefore, if you have not yet checked the freeze
frame data, press "NO" to cancel the clear.
DO YOU WISH TO
CONTINUE?
(1/1)
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
5. REPAIR CODES
After a problem has been repaired on the vehicle,
select this item to check if the repair has been com-
pleted. This function is applicable only to certain
DTCs.
*Pending code
When a DTC is detected for 2 driving cycle in row (1 driv-
ing cycle is the period from when the engine starts to
DTC INFO MENU when it stops), it is registered in the ECU as a DTC (2
ENGINE
driving cycle detection logic code). However, if a DTC is
1: CURRENT CODES detected only in the 1st of 2 consecutive cycles, it is regis-
2: HISTORY CODES
3: PENDING CODES tered as a pending code, and then cleared when it is not
4: CLEAR CODES detected in the next cycle.
5: R E PA I R C O N F I R M
(1/1)
ACTIVE TEST
The ACTIVE TEST enables you to check the operation of
the actuator systems by forcing the actuators to activate.
Select and perform the item that you wish to active test on
the display.
• In the active test display, the item to be tested appears
at the bottom.
• To activate the actuator, press the right and left arrow
keys.
HINT:
To ensure safety and protect the vehicle, limits are
imposed on active tests.
Therefore, an active test is cancelled before the actu-
ator operates beyond its limits or restricted by time.
(1/1)
- 14 -
Diagnosis Master Technician - Hand-held Tester Hand-held Tester
REFERENCE
1- (1) Using a Hand-held Tester for Troubleshooting
Input signal Output signal
The following procedures are for using the hand-held
ECU ISCV (actuator) tester to troubleshoot the systems that are controlled by
the ECU.
In this example, the problem is with an idle speed that
A /C
does not increase when the air conditioner switch is
A/C switch
turned ON.
ECU data
A/C switch ON
A/C switch signal ON
YES
HELP
RCV
SEND
EXIT
NO
F1
F4
F7
1
OFF
F2
F5
F8
F0
2
0
ENTER
F3
F6
F9
ON
3
#
1. Checking the data list
Turn ON the A/C switch in the vehicle, and use the
Normal area Abnormal area hand-held tester to check whether a normal air condi-
tioner switch signal (which is "ON" in this case) is
being output.
1- (2) (1) Normal air conditioner switch signal (ON)
Input signal Output signal Perform the active test to identify the problem area on
ECU ISCV (actuator) the output side.
(2) Abnormal air conditioner switch signal (OFF)
A /C
The problem is with the switch or with the input signals
A/C switch
reaching the ECU.
ECU data
A/C switch ON
YES
HELP
NO
F1
1
F2
2
ENTER
F3
3
A/C switch signal OFF
F4 F5 F6
RCV 4 5 6
F7 F8 F9
SEND 7 8 9
F0 ON
EXIT 0 #
OFF
(1/2)
2. Active test
2- (1) If the input data is normal, perform the active test to
Output signal Idle up
confirm the operating conditions of the engine.
ECU ISCV (actuator) (1) Idling-up did increase with the active test
It is determined that the ISCV (Idle Speed Control
Valve) is operating normally. Therefore the ISCV
A /C
(which is the actuator) and the wiring harness are nor-
A/C switch mal, it can be determined that the problem is in the
Active test
YES
HELP
NO
F1
1
F2
2
ENTER
F3
3
A/C switch signal ON ECU.
F4 F5 F6
RCV 4 5 6
F7 F8 F9
SEND 7 8 9
Abnormal area Normal area It is determined that the ISCV is not operating. There-
fore, there can be determined a problem with the
ISCV, wiring harness, or the ECU. (To identify the
source of the problem, it is necessary to inspect the
2- (2)
individual components.)
Output signal
As described above, the problem areas can be easily
ECU ISCV (actuator) identified by using the data list and active test func-
tions for troubleshooting the systems that are con-
trolled by the ECU.
A /C
A/C switch
Active test
YES
HELP
NO
F1
F4
1
F2
F5
2
ENTER
F3
F6
3
A/C switch signal ON
RCV 4 5 6
F7 F8 F9
SEND 7 8 9
F0 ON
EXIT 0 #
OFF
Abnormal area
(2/2)
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
SNAPSHOT
The snapshot function stores the data from the engine
ECU in the hand-held tester.
By storing the data at normal conditions, you will be able
to compare it to abnormal data when such a condition
occurs.
1. MANUAL SNAPSHOT
Press the “ENTER” key to manually take a snapshot
SNAPSHOT MENU of the data.
ENGINE
2. CODES SNAPSHOT
1: MANUAL SNAPSHOT
2: CODES SNAPSHOT A snapshot of the data is taken automatically when a
3: REPLAY SNAPSHOT
4: TRIGGER SNAPSHOT
DTC is detected.
5: U S E R D ATA
3. REPLAY SNAPSHOT
This function replays the snapshot data that has been
stored.
4. TRIGGER SNAPSHOT
This function is for setting up the trigger points.
5. USER DATA
This function is for setting up the display items of the
stored snapshot data.
(1/1)
(1/1)
- 16 -
Diagnosis Master Technician - Hand-held Tester Hand-held Tester
AUTOPROBE MENU
1: C A L I B R AT E
2: V O LTA G E
3: FREQUENCY
4: DUTY CYCLE
5: OSCILLOSCOPE
2. VOLTAGE
V O LT M E T E R The hand-held tester can be used as a voltmeter.
Place the autoprobe on the area to be measured in
order to obtain a digital display of the voltage.
12.6
MIN MAX
VDC
0.0V 0.0V
- 17 -
Diagnosis Master Technician - Hand-held Tester Hand-held Tester
3. FREQUENCY
Checks the frequency.
4. DUTY CYCLE
Checks the duty cycle ratio.
AUTOPROBE MENU
1: C A L I B R AT E
2: V O LTA G E
3: FREQUENCY
4: DUTY CYCLE
5: OSCILLOSCOPE
5. OSCILLOSCOPE
.2ms A:1V 1 . 0 0V a
The hand-held tester can be used as an oscilloscope.
It can display the waveforms of the electric signals.
(1/1)
YES NO ENTER
HELP F1 F2
1 2
F3
3
RCV F4 F5
4 5
F6
6
SEND F7 F8
7 8
F9
9
EXIT F0 ON
0 #
OFF
Printer
(1/1)
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Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get
a incorrect answer, please return to the text to review the material and find the correct answer. When all
questions have been answered correctly, you can go to the next Chapter.
In this chapter, the Work Sheet is prepared as a part of exercises.
Click on the following underline, and open the Work Sheet.
Then, print it out before using.
Chapter All
Next Chapter All
Answers Answers
Correct Correct
Page with Exercises Page with Exercises
Related Text Related Text
Incorrect Incorrect
Answer Answer
- 19 -
Diagnosis Master Technician - Hand-held Tester Hand-held Tester
Question- 1
The following statements pertain to the 5-digit DTC display of the hand-held tester. Mark each of statements True or
False.
Question- 2
The following statements pertain to the function of the hand-held tester. From the word group, select the words that
correspond to each function.
1. Function to check the data that the ECU monitors. 2. Function to check the DTC that the ECU stores.
3. Function to force the actuator to drive. 4. Function to detect the momentary abnormal value by
raising the DTC sensitivity than normal.
a) Active test b) Snapshot c) Data list d) Autoprobe e) Check mode f) Clear codes
g) Current codes h) Freeze frame data
Answer: 1. 2. 3. 4.
- 20 -
Diagnosis Master Technicain - Hand-held Tester Examination
Examination
• Please take this examination after finishing all the chapters in this book.
• Click the "Start Examination" button.
• Type all of your answers into the examination form on the screen.
• After all the questions are finished, click the "Write results" button at the bottom of the screen.
• A new window will appear. After inputting all required fields into the answer form, print it out and submit
it to the instructor.
Q-1 The following illustration shows the display of the hand-held tester. Select the following statement that is
True.
B. Displays that the freeze frame data is stored in the DTC P0110.
DIAG. TROUBLE CODES
E C U : OBD/MOBD
Number of DTCs: 2 C. Displays the ECU data.
P0100 Mass Air Flow
Circuit
Malfunction
Q-2 The following statements pertain to the function of the hand-held tester. Select the statement that is True.
A. The SNAPSHOT function can change the convenient function of the vehicle that the ECU controls.
C. The freeze frame data can store the ECU's data in several minutes.
D. The CUSTOMIZE function can check the ECU data which is stored simultaneously when the DTC is
detected.
Q-3 The following statements pertain to the OBD (On-Board Diagnostic). Select the statement that is False.
A. It is necessary to select the proper OBD before use because the inspection portion varies by the used
area or destination.
B. MOBD can check only the DTC or data of the power train related to the emission system under the regu-
lation of the destination.
C. MOBD can check the data that the DTC or ECU monitors by connecting with the DLC 3 connector.
D. MOBD can check Toyota's own DTC or the data that the ECU monitors.
-2-
Diagnosis Master Technicain - Hand-held Tester Examination
Reference:
When instructed by the instructor, go to "File" pull-down menu at the top of the
window and select "Save as" to save the answer sheet in a folder such as "My
documents".
Before saving, be sure to select "Web file (*.htm; *.html)" or "Text file (*.txt)"
according to the file format that was instructed.
Chapter
Instruction
Examination
Excercise
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-3-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Outline Outline
Roof harness Recently, it has become common for the ECU to control the
Instrument functions of various electrical systems and the range of sys-
Body harness
panel harness
tems under that control is also increasing. As a result, riding
Rear harness comfort of the vehicle has been realized.
Junction block
However, this does not mean that ECU control can fully elimi-
nate failures in the electrical system.
This chapter describes the basic idea for troubleshooting of the
electrical system.
(1/1)
Verifying the Symptom and Diagnostic Questioning Troubleshooting Electrical Systems
1. Necessity of EWD
Relay Locations
The EWD used in troubleshooting electrical equipment can
provide information about electrical equipment required for
troubleshooting, including circuitry, location and connection
Electrical Wiring Routing
conditions of the electrical equipment.
Connector List
D2 D2 D2
(LHD) (RED) GRAY BLACK
1 2
1 2 3 4 5 6 1 2 3 4 5 6
1 2
D7 D8 D9 D10
BLACK BLACK
System Circuits
1 1
1 2 3 4 5 6
1 2
Parts Number of
Connectors
(2/2)
Verifying the Symptom and Diagnostic Questioning Knowledge of Basic Electrical Parts
(1) They wear out due to the current being constantly switched
Open fuse due to heat fatigue Fuse blown by overcurrent on and off, which causes the fusible material to crack (this is
called “heat fatigue”).
Cracked Melted
(2) They blow out (the fusible material melts) due to an over-
current (overload) in the circuit.
HINT:
If the fuse has become bad due to heat fatigue, simply replace
it with a new fuse. If a fuse blows out due to short-circuiting of
the wire harness or electrical parts, the short circuit must be
located and repaired.
(1/4)
2. Knowledge of wire-to-wire
Combination
meter
Clock
Buckle SW
Sensor
1 BD1
Wire-to-Wire
Junction connector BO
BP
(2/4)
-2-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Verifying the Symptom and Diagnostic Questioning Knowledge of Basic Electrical Parts
3. Knowledge of relays
Relays are generally designed so that the contact points on
the switch side connect when battery voltage is applied to the
coil side.
Normal open type Normal closed type
This type of relay is referred to as a “normal open type”.
On the contrary, there is another type of relay in which the
contact points on the switch side are normally connected but
become disconnected when battery voltage is applied to the
coil side. This type of relay is referred to as a “normal closed
type”.
Signals that input into or output from the ECU are classified
into those affecting control when a switch is on and those
affecting control when a switch is off. The “normal open type”
is used when the control was mainly on, and the “normal
closed type” is used when control was off.
For this reason, it is essential to confirm the type of relay with
the EWD and Repair Manual when performing a unit inspec-
tion.
(3/4)
4. Ground point
Inspection of the ground point tends to be overlooked during
electrical circuit inspection. Poor contact with the ground point
will prevent the current from properly flowing into the electrical
circuit, and will be the cause of the malfunction.
10v
Poor contact
(4/4)
5. Open circuit
An open circuit in the vehicle’s wire harness will rarely occur
in the middle portion, but will likely occur at the connectors.
When inspecting an open circuit, pay particular attention to
Open circuit (poor contact) the connectors of the individual electrical equipment and the
caused by insufficient caulking
junction connectors. Be very careful of the caulked part where
terminals and wires are connected.
(4/4)
-3-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Verifying the Symptom and Diagnostic Questioning Knowledge of Basic Electrical Parts
6. Short circuit
The wire harness may cause a short circuit if it is caught in the
body. Since the wire harness is clamped in various locations,
poor clamping, foreign matter or rusting often result in a short
circuit. To prevent this, be sure to inspect the wire harness for
poor clamping or rusting.
HINT:
For typical cases where a malfunction is detected when the
vehicle is vibrated, the malfunction may be due to an open or
short circuit in the wire harness. Reproduce the malfunction by
shaking or vibrating the connector to determine the malfunc-
tion area.
(4/4)
Verifying the Symptom and Diagnostic Questioning The Thinking Behind Troubleshooting for Electrical Circuits
2. Continuity/resistance inspection
п 0 (1) Disconnect the battery terminal or wire so there is no volt-
Ohmmeter
п 0 п 0 age between the check points.
Ohmmeter (2) Contact the two leads of an ohmmeter to each of the check
+
ǡ -
+
kǡ
- +
kǡ
- points.
(3) If the circuit has a diode, reverse the two leads and check
again.
When contacting the negative lead to the diode positive side
SW Diode and the positive lead to the negative side, there should be con-
tinuity.
Digital type Analog type
(4) Use a volt/ohmmeter with high impedance (10 k 㱅 /V mini-
mum) for troubleshooting of the electrical circuit.
(2/3)
-4-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Verifying the Symptom and Diagnostic Questioning The Thinking Behind Troubleshooting for Electrical Circuits
Verifying the Symptom and Diagnostic Questioning Voltage Applied to Electrical Circuits
(2/3)
-5-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Verifying the Symptom and Diagnostic Questioning Voltage Applied to Electrical Circuits
Switch 10v
ON Light
(3/3)
Judge and Inspect Malfunctions Troubleshooting Method for Basic Electrical Circuit
1. Outline
The majority of the systems responsible for managing compli-
cated functions are controlled by the ECU.
The ECU receives input signals from switches, sensors, etc.
and drives actuator or the like when a particular condition is
satisfied. Therefore, it is the equivalent to a brain in the electri-
cal system controlling input/output signals.
To perform this, a variety of circuits are connected to the ECU
to control the systems, so it is very difficult to troubleshoot.
However, troubleshooting by properly following the order
ECU makes it possible to promptly determine the malfunction area.
Input Output
(1/5)
-6-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Judge and Inspect Malfunctions Troubleshooting Method for ECU-Controlled Systems
Output
Input signal circuit Power source circuit signal circuit
(2/5)
(4/5)
-7-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Judge and Inspect Malfunctions Troubleshooting Method for ECU-Controlled Systems
(4/5)
REFERENCE
Troubleshooting by Replacement
A/C Switch
Example:
The air conditioning system is abnormal It is inevitable for a unit inspection in the troubleshooting, but
in the case of some electrical equipment that includes sensors,
A/C the equipment may not be inspected in the continuity inspec-
tion or an inspection in which battery voltage is applied.
Water Temperature Sensor In this case, replace it with a normally operating part, and if the
system correctly operates, the replaced part can be judged to
have a malfunction.
However, this is a final troubleshooting method only for the
parts with difficulty in a unit inspection. When a unit inspection
is possible, it is important to exactly determine whether the
malfunction is due to the part or not.
(1/1)
(5/5)
-8-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-9-
Diagnosis Master Technician - Electrical Course Troubleshooting for Electrical
Question-1
Which one of the following statements about the important points for troubleshooting electrical circuits is False?
j 1.
k
l
m
n Confirm the malfunction condition before checking whether the part is good or not.
j 2.
k
l
m
n Confirm whether the power source is correctly connected or not.
j 3.
k
l
m
n Measure the voltage using EWD, etc. when each electrical device operates.
j 4.
k
l
m
n In troubleshooting, perform all the procedures about what the customer said at diagnostic questioning.
Question-2
The following items are related to the Electrical Wiring Diagram for troubleshooting an Electrical System.
For each of the following items (1 to 4), choose the function it performs (a to d).
1 2 3 4
Question-3
The following statements are about troubleshooting method when a diagnosis that assumes a malfunction case where
the headlight does not come on.
Fill in the blank spaces (1 to 4) in the following paragraph by choosing the correct word from the list (a to d).
Inactivation of the headlight is due to no current flowing into ( 1 ). If current does not flow, despite the fact that
( 2 ) is applied, it means that ( 3 ) in that area. That is, the reason for the headlight not coming on, is due to
the fact that ( 4 ) of headlight bulb opens. Thus, when troubleshooting the electrical circuit, checking voltage
helps to judge whether it is damaged or not without measuring each resistance or current in each part.
b) Voltage
c) Headlight
d) Filament
1 2 3 4
-10-
Diagnosis Master Technician - Electrical Course Discharged Battery
1. Discharged battery
The following are malfunctions and complaints concerning the discharged battery.
・ The battery is discharged.
・ The starter does not turn, preventing the engine from starting.
・ The engine can be started now, even though the battery was previously
discharged.The customer thinks that the battery should be checked.
(1/2)
4. Flow of troubleshooting
Customer problem analysis check
Verify the Handle the discharged battery malfunction by following these
symptom and
diagnostic three steps.
questioning. The battery is charged Engine start Engine start
impossible possible
are left turned on. (1) Verify the symptom and diagnostic questioning
・ Perform diagnostic questioning with the customer and verify
Cranking state inspection the information regarding the vehicle.
・ Understand the customer’s habitual usage of the vehicle.
Diagnostic questioning
(2) Judge and inspect the malfunction symptom
Inspect the battery and the charging system, etc. to judge
Vehicle inspection
Judge and
inspect the
whether the malfunction problem is caused by a problem on
malfunction the vehicle side or is due to the customer’s habitual usage.
symptom.
Judged to be a Judged not to be a malfunction (3) Inspect the charge and discharge balance
malfunction
Offer appropriate advice to the customer by ascertaining the
[Example] true cause of the malfunction based on the charge and dis-
Drives the vehicle only at
Systematic troubleshooting night because works night charge balance inspection, and try to prevent the malfunction
shift.
The charge and discharge from recurring.
Repair balance is bad because of
low-speed driving in traffic
jams. REFERENCE:
Inspect the
charge and Flow of troubleshooting
Ascertain the cause of the malfunction.
discharge Explain to the customer so that they (See “Discharged Battery” of “Electrical” on PDF (2 to 2)
balance. can understand the situation. Attachment
A-1) (2/2)
2 3
3. Conversely, if the electricity expended is greater than the
amount the alternator generates, the battery will also supply
electricity, causing it to become discharged.
HINT:
The amount the battery can charge and the amount it dis-
charges is called the charge and discharge balance. If this bal-
ance significantly worsens, the battery becomes discharged.
Charge and discharge balance is good: Charge and discharge balance is bad:
the battery charges. the battery discharges.
(1/1)
(1/1)
(1/1)
-2-
Diagnosis Master Technician - Electrical Course Discharged Battery
(1/1)
3-(1)
( ) 3-(2)
( ) 2. Vehicle inspection items
・ Inspect battery function: If the battery is degraded, the
Judged not to be a
Judged to be a malfunction
malfunction electromotive force becomes smaller and the voltage drop
[Example] when it is received some load becomes greater, which may
Drives the vehicle cause the starter not to turn correctly.
Systematic troubleshooting only at night
because works
Repair night shift.
The charge and ・Inspect connection of circuits: If looseness or poor contact
Ascertain the cause of the
dis
scharge balance exists in the circuit connection, the current does not flow cor-
is b
bad because of
Inspect the
th charge
h and
malfunction.
Explain to the customer so that
low
w-speed driving in rectly, which could cause the alternator or IC regulator not to
trafffic jams. operate correctly.
discharge balance. they
y can understand the situation.
・ Inspect charging function: If the charging system does
not correctly generate electricity, the battery charge becomes
A insufficient and will be discharged. If the battery is over-
A
charged, the amount of battery fluid decreases and may cause
the amount of battery charge to be insufficient or promote its
degradation.
・ Inspect parasitic current: Even if all the switches are
turned off, current flows into every electrical device. If this
current is large, the battery discharge becomes larger, which
causes a discharged battery.
-3-
Diagnosis Master Technician - Electrical Course Discharged Battery
OK Low
Inspect recharging
and charging condition
OK NG
OK NG
-4-
Diagnosis Master Technician - Electrical Course Discharged Battery
・ Criterion
The fluid level should be between the “UPPER” and the
“LOWER” levels.
HINT:
If the fluid level is below the “LOWER” level, refill the battery
fluid.
However, if water is filled, the specific gravity cannot be cor-
EL rectly measured. So, recharge before checking the specific
LEV
ER gravity.
UPP EL
LEV
R
LOWE
(1/4)
OK Low
Inspect recharging
and charging condition
OK NG
OK NG
・ Criteria
(1) The specific gravity should be in the specified range shown
in the Repair Manual.
(2) The difference in the specific gravity of each cell should be
0.04 or less.
HINT:
Float ・ Specific gravity only shows the battery charged (discharged)
Hydrometer
condition. Therefore, with only a specific inspection, the bat-
tery’s degradation cannot be judged.
・ If there is a great difference in the specific gravity of each
cell, the following conditions are presumed.
・ Inside short circuit in the battery
・ The concentration increases due to the fluid shortage
(water
evaporation)
・ The concentration decreases due to water filling
(2/4)
-5-
Diagnosis Master Technician - Electrical Course Discharged Battery
Inspect recharging
and charging condition
OK NG
OK NG
・ Criteria
(1) Voltage
・ The voltage at the beginning of charging should be 15 V or
less.
・ The voltage at the end of charging should be 15 V or more.
(If the voltage is abnormal, the possibility of sulfation is high)
CAUTION:
Charge the battery with the normal charge. (The charging cur-
rent should be set at approximately 1/10 of the battery capac-
ity.)
(3/4)
-6-
Diagnosis Master Technician - Electrical Course Discharged Battery
Inspect recharging
and charging condition
OK NG
OK NG
・ Criterion
The standard value is not set, compare the value with the
same models.
HINT:
・ If the battery receives any load, the voltage decreases
even when it is 12 V because current consumption increases.
Therefore, measure the voltage with load and judge the battery
V capacity based on how much it decreases.
・ When the current that is approximately four times as much
as the battery capacity passes into the circuit (example: in
the case of a 50 Ah battery, approximately 200 A), if a battery
tester indicates 9 V or more after a period of 5 seconds, the
voltage can be judged as good.
(4/4)
・ Criterion
(1) There is no looseness or poor contact in any of the connec-
tions.
(2) There is no burning, cutting of the fuses or fusible links.
(1/1)
-7-
Diagnosis Master Technician - Electrical Course Discharged Battery
(1/1)
(1/1)
Headlight HI beam
Heater blower HI
Rear window defogger ON
(1/1)
-8-
Diagnosis Master Technician - Electrical Course Discharged Battery
・ Criterion
The standard value is not set, compare with the same model.
HINT:
A ・ When measuring the parasitic current, connect the tester
without cutting the battery negative (-) terminal circuit.
・ If the battery negative (-) terminal circuit on the vehicle side
is cut, connect the tester between the battery negative (-) ter-
minal on the vehicle side to that on the battery, and leave until
the parasitic current becomes stable and measure the parasitic
current.
(1/1)
REFERENCE
Parasitic Current
1. What is parasitic current?
In general, parasitic current is the current flowing when no electrical devices are
used. For the vehicle, parasitic current is the current that flows when the ignition
switch is off.
In the vehicle, the following current flows as parasitic current to retain the memory
in the system.
・ Stand-by current of the microcomputer, etc. that arranges the preparation and
waits to restart.
・ Current for the diagnostic system memory or radio channel selection information,
H M :00
etc.
・ Current necessary for clock operation, etc.
2. Examples of parasitic current flowing into various equipment
Clock approx. 2.0 mA
ECT ECU approx. 3.0 mA
Airbag sensor assembly approx. 0.1 mA
ABS ECU approx. 2.0 mA
The key left in the ignition key cylinder(With key unlock warning switch) approx. 3.0 mA
3. Malfunction cause in the parasitic current
Usually, parasitic current flows only a few mA to 50 mA, which does not affect the
battery function.
However, the following causes, etc. may result in several hundred mA of parasitic
current, which could result in a discharged battery.
・ The switches are left on or the lights in the luggage room, etc. remain on.
・ The malfunction of equipment or wiring.
・ Power supplying method to the post-installed parts are not correct (always pass
electricity when the ignition switch is off).
・ The customer always inserts the key into the ignition key cylinder. (1/1)
Charge and Discharge Balance Outline of Charge and Discharge Balance
Charge and Discharge Balance Inspection Procedure for Charge and Discharge Balance
HINT:
Add up the current load. When the alternator’s generating volt-
age cannot be maintained constant, the current consumption
of the electrical load can be judged as more than the alterna-
tor’s maximum output. (1/3)
2. Inspect the alternator's output
Current "a"
(1) After the engine is warmed up, keep the speed at approxi-
A mately 2,000 rpm and wait until the current stops flowing into
the battery.
A
HINT:
Inspect with the battery fully charged.
(2) While keeping the engine speed at approximately 2,000
rpm, apply the total electrical load that the customer used.
(3) Change the engine speed to obtain the engine speed at the
point where the alternator’s output current (“a” in the illustra-
tion) becomes equal to the total consumption current mea-
sured at “1. Inspect current consumption.”
HINT:
4 5
3 6 This engine speed is the minimum engine speed that can keep
2
1
7 Apply the total electrical the charge and discharge balance against the consumption
8 load that the customer used
0
X1000rpm
current used by the customer’s electrical load. This engine
speed is defined as “N” rpm. (2/3)
(3/3)
-10-
Diagnosis Master Technician - Electrical Course Discharged Battery
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-11-
Diagnosis Master Technician - Electrical Course Discharged Battery
Question-1
The following statements refer to points for troubleshooting the battery. Which statement is true?
j 1.
k
l
m
n A battery does not degrade regardless of whether it has been used or not.
j 2.
k
l
m
n A battery definitely degrades. When the battery is discharged, it should be replaced with a new one.
j 3.
k
l
m
n If the amount of electricity consumed is greater than the amount the alternator generates, the battery will
also supply electricity, causing it to become discharged.
j 4.
k
l
m
n When the battery is discharged, there is a high possibility that the starter has a malfunction.
Question-2
"Inspect battery function" is included among the inspection items for the discharged battery. For each of the following
blanks (1 to 6), choose the correct description (a to f) in relation to "Inspection procedure" and "Criterion," respectively.
a. The fluid levels in all cells should be between the "UPPER" and "LOWER" levels
b. Specific gravity should be within the specified range shown in the Repair Manual. Also, the difference of specific
gravity in each cell should be 0.04 or less.
c. After the engine is warmed up, make it impossible to start. Then, inspect the battery voltage when the engine is
cranked with the ignition switch in the ST position for 5 seconds.
d. The voltage should be 15 V or less at the beginning of charging, and 15V or more at the end of charging. Also,
the difference of specific gravity in each cell should be 0.04 or less.
e. Check the amount of fluid in each cell.
f. When specific gravity is low, that is, the difference of specific gravity is large, after recharging the battery, inspect
the voltage and specific gravity.
1 2 3 4 5 6
-12-
Diagnosis Master Technician - Electrical Course Discharged Battery
Question-3
The following statement refers to the description about the charge and discharge balance of the battery. Fill in the
blank spaces (1 to 4) by choosing the correct term from the list (a to d).
When ( 1 ) exceeding the alternator's ( 2 ) is used, the battery ( 3 ) compensates for the alternator's output
current. If such conditions continue for a long period of time, the battery will become discharged.
To prevent this, it is necessary to inspect the current, which is flowing into ( 1 ), and the alternator's ( 2 ) under
the condition where the battery is discharged and to judge whether or not the charge and discharge balance is
good, that is, the battery is in a ( 3 ) or ( 4 ) state.
d) output performance
1 2 3 4
-13-
Diagnosis Master Technician - Electrical Course Discharged Battery "Attachment A-1"
Diagnostic questioning
Vehicle inspection
Judge and inspect the - Inspect battery function
malfunction symptom. Check the amount of electrolyte fluid
OK Low
OK NG
[Example]
Systematic troubleshooting Drives the vehicle only at night
because works night shift.
Repair The charge and discharge
balance is bad because of low-
speed driving in traffic jams.
-1-
Diagnosis Master Technician - Electrical Course Examination
Q-1 The following statements refer to the battery function inspection. Select the statement
that is False.
j A. As a result of measuring the battery fluid, the amount of fluid is insufficient, so I filled the battery
k
l
m
n
fluid and charge the battery.
j B. As a result of measuring the specific gravity in each cell, it is less than specification, so I judged
k
l
m
n
that the battery is degraded and replace it.
j C. As a result of confirming the battery voltage when the battery charge is completed, the voltage is
k
l
m
n
low, so I judged that it is sulfation and replace the battery.
j D. As a result of measuring the load voltage, it is not different with another vehicle of the same model,
k
l
m
n
so I judged that there is no problem in battery capacity.
Q-2 The following statements refer to the specific diagnostic questioning for a discharged
battery. Select the statement that is False.
j A. Check whether the customer leaves the switches turned on when he/she leaves the vehicle.
k
l
m
n
j B. Check whether any loud noises occurred around the battery, when it was discharged.
k
l
m
n
j C. In addition to questioning the customer, to check the maintenance condition refer to the inspection
k
l
m
n
and maintenance booklet.
j D. Not only at the time when the battery went discharged, but also verify the electrical load that the
k
l
m
n
customer used on a daily basis. In addition, check whether the lights are turned off when the vehicle
stops at an intersection, whether the post-installed parts or components are used, etc.
Q-3 The following statements refer to descriptions about the charge and discharge balance
inspection and recurrence prevention. Select the statement that is True.
j A. By inspecting the alternator's output, the maximum engine speed that can maintain the charge and
k
l
m
n
discharge balance against the electrical load that the customer uses habitually consumption current
can be determined.
j B. If the ration when driving at the engine speed that the alternator's output current exceeds the
k
l
m
n
consumption current is more than half, the charge and discharge balance can be judged as false.
j C. To inspect the current consumption, add up the electrical load. When the alternator's generating
k
l
m
n
voltage cannot be mainlined at a constant level, the current consumption of the electrical load can
be judged as less than the alternator's maximum output.
j D. If the technician fails to offer advice to the customer, the customer will not understand the true
k
l
m
n
cause of the discharged battery and will continue the same habitual usage. As a result, the
possibility of a malfunction recurrence is likely.
-2-
Diagnosis Master Technician - Electrical Course Examination
Q-5 Which one of the following statements about the troubleshooting method for ECU
controlled electrical systems is True?
j A. When troubleshooting the electrical system, first inspect power supply system to check whether
k
l
m
n
the voltage is correctly applied or not.
j B. When all the systems do not operate in an electrical system, the malfunction in either one of the
k
l
m
n
input or output signal is suspected.
j C. When troubleshooting the electrical system controlled by ECU, understand the functions that the
k
l
m
n
ECU controls and determine the malfunction cause according to the symptoms.
j D. Firstly, replace the ECU when the electrical system that is controlled by the ECU does not operate.
k
l
m
n
-3-
Diagnosis Master Technician - Electrical Course Examination
Reference:
When instructed by the instructor, go to "File" pull-down
menu at the top of the window and select "Save as" to save
the answer sheet in a folder such as "My documents".
Before saving, be sure to select "Web file (*.htm; *.html)" or
"Text file (*.txt)" according to the file format that was
instructed.
Chapter
Instruction
Examination
Excercise
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-4-
Diagnosis Master Technician - MPX Course Outline of MPX
Outline Description
(1/1)
Outline Advantages
(1/1)
-1-
Diagnosis Master Technician - MPX Course Outline of MPX
Outline History
*1: Low-speed unidirectional communication. (Power window master switch to body ECU 1 kbps)
*2: Leading full-fledged TOYOTA Multiplex Communication System. (Four ECU, 5kbps protocol similar to BEAN).
*3: Expanded to 11 ECU to support hand-held tester.
*4: Expanded to 28 ECU and adopted multi-bus body communication system and gateway ECU. (1/1)
1. What is MPX?
A system in which many different ECUs are linked to a single
communication line (bus line) and data (messages) are mutu-
ally transmitted among ECUs through the line.
For adoption of MPX, TOYOTA Motor Corporation developed a
new communication protocol named BEAN (Body Electronics
Area Network).
Note that an individual control unit (ECU) connected to a bus
line is called a “node” in MPX.
2. Node
This originally means “knot” and indicates one logical structure
of the network.
A computer network consists of various terminals and devices.
The “node” numeralizes these components and decides the
structure or role. In the multiplex network, “node” refers mainly
to each ECU.
REFERENCE:
Communication Line
(1/1)
-2-
Diagnosis Master Technician - MPX Course Outline of MPX
The terminals of the communication lines used in the MPX are usually expressed
MPX1, MPX2, and so on.
When the transistor is turned on, the bus level becomes High = “1.” This is called
Dominant. While the transistor is turned off, the bus level becomes Low = “0.” This
is called Recessive.
If any one of the nodes linked to the communication line outputs “1,” the bus signal
level will be “1.”
Only when all nodes output “0” will make the bus signal level “0.”
(the node which outputs “1” precedes others.)
HINT:
• Dominant
Bus status is “ dominant” (or “active”). “1” in BEAN
• Recessive
Bus status is “recessive” (or “passive”). “0” in BEAN
HINT:
Regarding RSP, ACK, and NAK, explain at “Detail of Message” mentioned later.
(1/1)
• Conventional bus
If the line is cut, communication with the ECUs after the cut
fails.
• BEAN’s bus
The daisy chain configuration enables communication to con-
tinue using another route even if the communication line is cut.
HINT:
If the line in the network is cut at more than one point, commu-
nication will be impossible.
(1/1)
-3-
Diagnosis Master Technician - MPX Course Outline of MPX
HINT:
When the ignition switch is set to ACC or LOCK and all the doors are closed, and
a predetermined time has elapsed after the last switch operation, the ECUs fall
asleep simultaneously. When one ECU awakes from its sleep, this wakes the other
ECUs up.
(1/1)
-4-
Diagnosis Master Technician - MPX Course Outline of MPX
1. Outline
BEAN is a multiplex communication protocol that is made for data transmission
among ECUs that control electrical or electronic devices. (Exclusively used for
Toyota products)
2. Protocol
Protocols are the essential rules governing data communication performed between
different type of devices or computers. They determine various conditions, such as
physical and software-like, for communication.
For example, the format of communication data or transmission characters must be
decided in advance between the communication devices.
REFERENCE:
Detail of Message
Periodic Transmission and Event Transmission
(1/1)
1. Detail of message
Abbreviation Message name Role
SOF Start of frame Start bit
PRI Priority Precedence
ML Message length Total bytes of data (including 2
bytes for ID) are shown in binary.
DST-ID Destination ID • Broadcast communication (to
all nodes): $FE
• Broadcast communication (to
groups): $D1-D3
• Point-to-point communication
(to specified nodes): Each Node ID
MES-ID Message ID Contents of message
DATA Data Variable length (Specified by ML)
CRC Cyclic redundancy For error detection
check
EOM End of message Indicates that message up to
CRC is completed.
RSP Response Sending node: none
Receiving node:
(ACK) when normal
(NAK) when abnormal
HINT:
RSP is output only to receiving
nodes.
EOF End of frame Indicates that all of message is
completed.
2. Reception error (RSP) and retry
If a node on the receiving end detects an error in a message, the error will be
informed to the node on the transmitting end by RSP. Then, the node will transmit
the same message again. (Up to three times including initial transmission)
3. CRC code (error check of transmitted data)
A sequence of data from PRI to DATA is set in binary numbers. When the binary
numbers are divided by a fixed polynomial (X8+X4+X+1), there could be a remain-
der. CRC code is represented by the number of the remainder. If the binary
numbers of the data from PRI to CRC are exactly divisible by the polynomial on
the receiving end (in other words, the remainder is “0”), the data will be judged as
normal.
(1/1)
-5-
Diagnosis Master Technician - MPX Course Outline of MPX
1. Periodic transmission:
•Data is transmitted at periodic intervals.
•Periodic transmission timing (duration of interval: t)
2. Event transmission:
•Data is transmitted by switch operation.
•Event transmission timing
(1/1)
HINT:
Compared with this, in the master-slave system, the master computer controls all
the slaves and the slave computers only respond to the request from the master.
(1/2)
-6-
Diagnosis Master Technician - MPX Course Outline of MPX
2. Destination of message
To switch between broadcast communication and point-to-point communication is possible.
•Broadcast communication: Transmitting a message to all nodes
•Point-to-point communication: Transmitting a message to designated node(s)
3. Adoption of non-destructive arbitration method
When more than one node start requesting, this system determines which one has the highest priority according to the predeter-
mined order (arbitration) and prevents data from being destroyed due to collision.
4. Detecting error at receiving node and sending ERROR information to sending node
When an error is detected and informed (communication is not completed normally), the node on the transmitting end will automati-
cally send the message again.
5. Variable message length
The length of a message can be changed in the MPX circuit.
6. Transmission speed: 10 kbps
REFERENCE:
CSMA/CD Method and Destination of Message
Arbitration
(2/2)
-7-
Diagnosis Master Technician - MPX Course Outline of MPX
1. CSMA/CD method
(1) Timing of transmission start
Only when the bus is not congested (when no node is transmitting signals), do all of the nodes have and equal chance to transmit
signal messages.
HINT:
• “The bus is not congested” means that a sequence of 7 bits or more of “0” (recessive signal) is identified on a bus line.
As a rule, while a node is transmitting signals, the other nodes cannot start transmission.
• If the occupancy rate becomes extraordinarily high, a lower priority message may be delayed or sometimes may not be transmit-
ted.
(In CSMA/CD method, bus occupancy rate is controlled so that this rate should be 70 % or less in the worst condition.
(2) Bus occupancy rate (Throughput)
This indicates how much a bus line is occupied by message signals.
Transmission timing of each message is assigned by “communication bit assignment” so that this rate should be 70 % or less in the
worst condition. (time of 30 % or more the bus is not occupied)
2. Destination of message
In BEAN, receiving ends can be specified using any of the following three methods:
• Broadcast communication: Transmitting a message to all nodes
• Point-to-point communication: Transmitting a message to designated node(s)
• Area (1-3) broadcast communication: Transmitting a message to a designated group of nodes
(nodes are divided into groups according to their function.)
HINT:
Once a node identifies that the DST-ID is not for itself, it will not proceed with any reception (to decrease traffic on a bus line).
(1/1)
Reference Arbitration
HINT:
If a node continuously outputs “1” from the start, the highest priority will be ensured.
2. Node 3 that output “0” at this point monitors the bus and notices “1” is being
output. Therefore, it determines itself recessive and stops transmission.
3. Node 2 that output “0” at this point monitors the bus and notices “1” is being
output. Therefore, it determines itself recessive and stops transmission.
HINT:
• The right to send its request first is given to Node 1.
• The arbitration function assigns priority to each message. Nodes rejected by the
arbitration withdraw their messages and at the next time when the bus is not con-
gested, they will attempt to transmit them again. Note that this arbitration functions
only when many nodes start transmitting their message at the same time.
Therefore, if a node has already started transmitting its signal message, the other
nodes cannot interrupt it. The basic concept is “First come, first served.” If many
nodes are in standby status, at the point that the predominant message has fin-
ished and the bus becomes empty, SOF (a start bit) will be output by all of nodes.
Some nodes may be slightly delayed; however, short delay is acceptable.
(1/1)
-8-
Diagnosis Master Technician - MPX Course Outline of MPX
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-9-
Diagnosis Master Technician - MPX Course Outline of MPX
Question-1
The following statements refer to the advantages of adopting a multiplex communication system. Select
the statement that is True.
n 1.
j
k
l
m Various systems can share the switches and sensors, enabling reduction of the number of wire
harnesses.
n 2.
j
k
l
m Though various systems can share the switches and sensors, the number of wire harnesses increases.
n 3.
j
k
l
m The reliability of increasingly complex systems becomes greater.
n 4.
j
k
l
m The multiplex communication system enables quick troubleshooting of the increasingly complex
electrical components.
Question-2
Which of the following statements about the "sleep" and "wake-up" state of the multiplex communication system
is True.
j 1. When the ignition switch is set to the ACC or LOCK position, the ECUs enter the "sleep" mode to save
k
l
m
n
power consumption.
n 2.
j
k
l
m When the system judges that user have left the vehicle, the ECUs enter the "sleep" mode to save power
consumption.
j 3.
k
l
m
n When the user opens the door, only the relevant ECUs leave the "sleep" mode and enter the "wake-up"
mode.
n 4.
j
k
l
m When the engine stops, ECUs enter the "sleep" mode to save power consumption.
Question-3
Which of the following statements about the BEAN (Body Electronics Area Network) is True.
n 1.
j
k
l
m The BEAN is used to control the audio system.
n 2.
j
k
l
m The BEAN adopts the one way communication system.
n 3.
j
k
l
m The BEAN is used for communication between the engine ECU and the skid control ECU or HV
(Hybrid Vehicle) ECU.
n 4.
j
k
l
m The BEAN is a multiplex communication protocol that is made for data transmission among ECUs that
control electrical or electronic devices.
-10-
Diagnosis Master Technician - MPX Course Function of MPX
1. Description
Depending on the models, the structure of MPX is largely dif-
ferent. In this training material, LS430 (UCF30 series) is used
to explain the function of MPX
(1/5)
2. Multi-bus communication
Corresponding to the enlarged control area and increased
control data due to the diversification and higher performance
of the communication system, a MPX has been adopted that
comprises three buses (for the instrument panel, the door and
the column systems).
(2/5)
3. Gateway ECU
The gateway ECU, which performs central control over four
communication networks (including three for the body (BEAN)
and one for the audio/visual system (AVC-LAN)), has been
adopted.
(3/5)
-1-
Diagnosis Master Technician - MPX Course Function of MPX
4. Network composition
Each network consists of computers (ECU: Electronic Control
Unit) that deal with common and important data required for
basic control of each section.
Therefore, even if a local error occurs on the line, it will not
affect the whole system of the vehicle.
(4/5)
5. Back-up bus
The protect the lighting system (turn signal lights, taillights,
stop lights, and rear fog lights) in case the communication is
disrupted due to a malfunction in the steering column bus,
a back-up bus is provided between the combination switch,
driver side J/B ECU, and luggage room J/B ECU.
6. Fail-safe line
Fail-safe lines are provided between the combination switch
and front light ECU, between the combination switch and pas-
senger side J/B ECU in order to ensure the low-beam head-
light and wiper HI operation.
(5/5)
1. Outline
Each ECU connected to the bus for door system (MPX line)
transmits and receives control data mainly concerning the
power window control system, the power seat control system,
the door lock control system, the theft deterrent system, etc.
(1/3)
-2-
Diagnosis Master Technician - MPX Course Function of MPX
3. Layout of ECUs
(3/3)
-3-
Diagnosis Master Technician - MPX Course Function of MPX
1. Outline
Each ECU connected to the bus for column system (MPX line)
transmits and receives data mainly concerning the lighting
system, the luggage compartment door, etc.
Also, they supply data about various switches to other net-
works via the gateway ECU.
In preparation for an error of multi-bus for column system, a
back-up line for the lighting system control (one-way commu-
nication line) is connected from the combination switch ECU to
driver side J/B ECU to luggage room J/B ECU.
(1/3)
-4-
Diagnosis Master Technician - MPX Course Function of MPX
3. Layout of ECUs
(3/3)
1. Outline
Each ECU connected to the bus for instrument panel system
(MPX line) transmits and receives control data mainly concern-
ing the heater and air conditioning system, meter and gauge
system, etc.
Also, they supply data concerning the engine ECU, center
airbag sensor assembly, etc., to other networks via the gate-
way ECU.
(1/3)
-5-
Diagnosis Master Technician - MPX Course Function of MPX
(2/3)
3. Layout of ECUs
(3/3)
-6-
Diagnosis Master Technician - MPX Course Function of MPX
REFERENCE:
1. Data transfer
2. Data relay
3. M-OBD system
4. Non-volatile IC memory
(1/1)
Reference Data Transfer Function, Data Relay Function and M-OBD System
3. M-OBD system
By connecting and operating a hand-held tester as a diagnostic tool to a vehicle (DLC3: data link connector No.3), this system can
access each ECU via the MPX.
Therefore, this system can output a diagnosis trouble code indicating the ECU which stops communication, and the communication
line error (+B short/GND short/AVC-LAN is impossible to communicate) as a diagnosis function of MPX.
In addition, this system performs diagnosis concerning data, active test, customizing, etc., the operation check, and configuration
change or adjustment of control specification. (For details of the M-OBD system, refer to the Repair Manual.)
4. Non-volatile IC memory
A storage device which can keep restoring the data without a power supply.
(1/1)
-7-
Diagnosis Master Technician - MPX Course Function of MPX
(1/1)
-8-
Diagnosis Master Technician - MPX Course Function of MPX
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-9-
Diagnosis Master Technician - MPX Course Function of MPX
Question-1
The multiplex communication system in LEXUS LS430 (UCF30 series) has the fail-safe line. Which of the
following statements about the fail-safe line function is True.
n 1.
j
k
l
m The fail-safe line is a function that enables the multiplex communication system operation, even when
there is an open or a short circuit in the multiplex communication circuit, using other multiplex
communication circuit.
n 2.
j
k
l
m The fail-safe line is a function to ensure the low-beam headlight and wiper HI operation, even when the
multiplex communication circuit is faulty.
n 3.
j
k
l
m The fail-safe line is a function to stop the vehicle and its engine automatically when the multiplex
communication circuit is faulty.
j 4.
k
l
m
n The fail-safe line is a function that initializes all ECUs related to the multiplex communication system,
when the multiplex communication circuit fault is detected.
Question-2
Which of the following statements about the bus line (communication line) in the multiplex communication
system is False.
n 1.
j
k
l
m The MPX system has a back-up bus to operate the important functions when a malfunction occurs in
the regular bus line.
j 2.
k
l
m
n The MPX system has the fail-safe line to operate the important functions when a malfunction occurs in
the regular bus line.
j 3.
k
l
m
n The MPX system always has the two bus-lines to enable normal operation of the functions when a
malfunction occurs in a bus line.
j 4.
k
l
m
n In the MPX system that has more than one bus lines, the gateway ECU relays the data.
-10-
Diagnosis Master Technician - MPX Course Diagnosis Function
HINT:
It is necessary to refer to Repair Manuals, etc., to understand
the different points in each model, and to specify what type of
system the vehicle with the malfunction has.
(1/1)
Check whether or not the DTC at body/gateway ECU is output with a hand-held
tester.
Yes
See “DTC is output.”
(2/2)
-1-
Diagnosis Master Technician - MPX Course Diagnosis Function
HINT:
• Disconnection:
Only a part of the line cannot be used for communication; some parts can be com-
municated.
• Short-circuit:
Due to the stop of all communications, all functions related to the communication
also stop.
(1) Cause-disconnection
• Line break of wire harness (one or more line break in daisy chain)
• Disconnection of connector, down time of ECU (breakage of ECU power supply or
ground, trouble inside ECU)
(2) Cause-short-circuit
• Short circuit in wire harness or communication line inside of ECU
(1/1)
-2-
Diagnosis Master Technician - MPX Course Diagnosis Function
HINT:
Perform the trouble diagnosis while referring to the Repair Manual and EWD,
because the diagnosis is different depending on the models.
In addition, the typical method is shown as follows.
2. Check actuator
Perform ACTIVE TEST with a hand-held tester.
(1) Single malfunction on an actuator
(2) Malfunction on ECU input circuit
(1/1)
-3-
Diagnosis Master Technician - MPX Course Diagnosis Function
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-4-
Diagnosis Master Technician - MPX Course Diagnosis Function
Question-1
Which of the following statements about the procedure for the MPX system troubleshooting is False.
n 1.
j
k
l
m Connecting a hand-held tester to the DLC3, display the DATA LIST and check the functions of the
sensors and switches.
n 2.
j
k
l
m Connecting a hand-held tester to the DLC3, output the DTC and check if the MPX communication line
is normal.
j 3.
k
l
m
n It is important to understand how the vehicle multiplex communication is linked each other.
j 4.
k
l
m
n If a malfunction occurs in the system related to the MPX, replace the body ECU and the gateway ECU
in the beginning.
-5-
Diagnosis Master Technician - MPX Course Examination
-1-
Diagnosis Master Technician - MPX Course Examination
Q-1 Which of the following statements about the bus (communication line) in the multiplex
communication system is True?
Q-2 The following statements refer to the daisy chain connection in the multiplex
communication system. Select the statement that is True.
j A. Because the daisy chain connection is adopted for the bus line, the bus line continues normal
k
l
m
n
operation even if the line shorts to the body ground.
j B.
k
l
m
n Because the daisy chain connection is adopted for the bus line, the bus line continues normal
operation even if the line shorts to the positive (+) power source side.
j C. Because the daisy chain connection is adopted for the bus line, the bus line continues normal
k
l
m
n
operation even if the line has a cut.
n
j
k
l
m D. All of the ECUs are connected in daisy chain connection.
Q-3 Which of the following statements about the BEAN characteristics is False?
j A. All the ECUs have equal rights to transmit their own data.
k
l
m
n
j B. All the ECUs always transmit data to the preditermined ECU.
k
l
m
n
j C. If the two ECUs transmit data at the same time, the data that have higher priority is transmitted.
k
l
m
n
j D. The length of a message (data) can freely be changed.
k
l
m
n
Q-4 Which of the following statements about the gateway ECU function is False?
j A. When performing diagnosis function, the gateway ECU is connected to the DLC3 and outputs all the
k
l
m
n
DTCs regarding the vehicle.
j B. In many cases, the gateway ECU has the non-volatile memory IC inside, storing information about
k
l
m
n
the vehicle's specifications and equipment.
j C. The gateway ECU converts the data between the BEAN (MPX system) and other protocols
k
l
m
n
(networks such as AVC-LAN, etc.)
n D. The gateway ECU relays the data in more than one buses.
j
k
l
m
-2-
Diagnosis Master Technician - MPX Course Examination
Q-5 Choose the MPX communication line from A to D in the figure below.
j A.
k
l
m
n
j B.
k
l
m
n
j C.
k
l
m
n
j D.
k
l
m
n
-3-
Diagnosis Master Technician - MPX Course Examination
Reference:
When instructed by the instructor, go to "File" pull-down
menu at the top of the window and select "Save as" to save
the answer sheet in a folder such as "My documents".
Before saving, be sure to select "Web file (*.htm; *.html)" or
"Text file (*.txt)" according to the file format that was
instructed.
Chapter
Instruction
Examination
Excercise
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-4-
Diagnosis Master Technician - MPX Course CAN (Controller Area Network)
CAN J/C
Steering sensor No.1
(1/1)
(1/1)
Features of CAN
Electrical wiring diagram (RX330) 1. General
• The CAN comprises 2 junction con-
CAN-L nectors forming the main bus line
SIL CAN-H
and the sub bus lines connecting
each ECU and sensors. The main
bus line has a resister at the end to
DLC3 provide stability for the circuit.
• The CAN in the RX330 is equipped
Skid control
among the skid control ECU, steering
ECU sensor, yaw rate and deceleration
120
sensor and DLC3.
• The CAN uses a twisted-pair wire as
Steering
sensor
the communication line, so the bus
Junction connector No.2
line has a + (high) line and a - (low)
line.
Yaw rate & • A DTC for a CAN communication
deceleration sensor
120 :CAN main bus line (High) error is output to the hand-held tester
:CAN sub bus line (High) from the DLC3 via the serial commu-
:CAN main bus line (Low) nication line for diagnosis of skid
Junction connector No.1 :CAN sub bus line (Low) control ECU. The DLC3 is equipped
:Serial communication line with CAN-H and CAN-L terminals for
CAN diagnosis.
(1/5)
2. Communication wire
Communication wire
An AV (Automobile Vinyl) single wire
Single wire voltage drive
is used for BEAN communication,
and a twisted-pair wire is used for
CAN and AVC- LAN communication.
AV single wire
(1) AV single wire
ECU ECU This is a lightweight single communi-
AV single wire cation wire that consists of a single
core line surrounded by insulation.
Voltage is applied to this line in order
to drive communication, and this sys-
tem is called a "Single wire voltage
drive".
Differential voltage drive
(2) Twisted-pair wire
Twisted-pair wire
In this communication wire, a pair of
(For AVC-LAN)
lines are twisted together and cov-
ered with insulation. Communication
+ +
ECU ECU
is driven by applying positive (+) and
- - negative (-) voltage to two lines in
(For CAN) Twisted-pair wire
order to send a single signal.
This system, which is called a "Differ-
ential voltage drive", can reduce a
noise.
(2/5)
-2-
Diagnosis Master Technician - MPX Course CAN (Controller Area Network)
4. Diagnosis
Diagnostic trouble codes (RX330)
If the CAN has communication inter-
DTC combination chart
ruption at the ECU or sensors, multi-
DTC Detection item ple DTCs (Diagnostic Trouble
U0121 Codes) are output simultaneously to
U0123 indicate the malfunction location.
U0124 Skid control ECU communication interruption DTCs are output to the hand-held
U0126 tester from the DLC3 via the serial
Simultaneous output
communication line for diagnosis of
U0126 Steering sensor communication interruption the skid control ECU.
U0123
U0124 Yaw rate & deceleration sensor communication interruption
Simultaneous output
(4/5)
-3-
Diagnosis Master Technician - MPX Course CAN (Controller Area Network)
(5/5)
CAN-L CAN-H
SIL
DLC3
Skid control
ECU
120
Steering
sensor Junction connector No.2
-4-
Diagnosis Master Technician - MPX Course CAN (Controller Area Network)
-5-
Diagnosis Master Technician - MPX Course CAN (Controller Area Network)
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get
a incorrect answer, please return to the text to review the material and find the correct answer. When all
questions have been answered correctly, you can go to the next Chapter.
-6-
Diagnosis Master Technician - MPX Course CAN (Controller Area Network)
Question- 1
The following statements pertain to the CAN (Controller Area Network), which is used in LEXUS RX330. Select the
statement that is True.
1. The CAN has main bus lines and sub bus lines, which are connected to the ECUs and sensors.
2. The main bus line and sub bus line have a resistor to provide a stability.
3. The CAN uses the twisted-pair wire and AV single wire as the communication line.
Question- 2
The following statements pertain to the difference between CAN, BEAN and AVC-LAN. Select the statement that is
True.
1. The CAN, BEAN and AVC-LAN control the body electrical system.
2. The CAN and BEAN use the twisted-pair wire and the AVC-LAN uses the AV single wire.
3. The communication speed of CAN is greatly faster than that of BEAN and AVC-LAN.
Question- 3
The following statements pertain to the CAN diagnosis system. Select the statement that is False.
1. The DLC3 is equipped with CAN-H and CAN-L terminals for the CAN diagnosis.
2. The CAN DTC can output by the hand-held tester, or make a short between CAN-H and CAN-L termi-
nals.
3. It is possible to determine if there is a short circuit by measuring the resistance between the CAN-H and
CAN-L terminals.
-7-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
General
Troubleshooting procedure flowchart Follow the flow chart on the left to conduct MPX trouble-
shooting.
Vehicle brought to workshop.
1. Diagnostic question
Conduct diagnostic question by 5W1H: what, when,
where, who, why, how. Carefully listen to the cus-
1. Diagnostic question
tomer's report or complaint, which could contain many
helpful hints, and be sure to take notes.
2. Confirmation of symptoms
2. Confirmation of symptoms
When there are symptoms, think about the reasons
behind each of those symptoms, in order to estimate
3. Check MPX communication by hand-held tester. the possible cause of the malfunction.
(1) Check customized data.
(2) Check DTC information.
If there are no symptoms, perform a simulation. Also,
(3) Check ECU data. verify with the customer what the problems match the
customer's report or complaint.
3. Check MPX communication
4. Estimate malfunction area.
Use the hand-held tester to check the following items:
(1) Check the customized data.
5. Identify and fix problem. (2) Check the DTC (Diagnosis Trouble Code) information.
(3) Check the ECU data.
Finish 4. Estimate malfunction area
Estimate the possible cause of the malfunction based
on the above results.
5. Identify and fix problem
Refer to the Repair Manual and the Electrical Wiring
Diagram to troubleshoot, identify the malfunction area,
and perform a repair.
(1/1)
(1/2)
-2-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Hand-held tester
DLC3
(2/2)
REFERENCE
Check DTC information DTC Output by Short Wire (SST)
• DTC output by short wire (SST : Part No. 09843-
OPEN DOOR WARNING LIGHT
18040)
(1) Using the SST, make short circuit between terminals
TC and CG of the DLC3.
(2) To read the blinking pattern of OPEN DOOR WARN-
ING LIGHT.
HINT:
DLC3
CG • Refer to the Repair Manual for details on the DTCs.
• The DTCs cannot be read through this method on
some vehicle models. In this case, use the hand-held
tester.
• In the models in which DTC are detected by "OPEN
DOOR WARNING", it is necessary to check that the
TC
warning light works correctly.
SST : Part No. 09843-18040
(1/1)
-3-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Check DTC Information
Example to DTC (Diagnosis Trouble Code)
Faulty communication system can be checked with DTC(s).
The following is the codes that show the communication errors, and they are broadly divided into 2 groups:
One caused by short circuit and the other caused by disconnection.
Examples of DTC:
Driver door ECU is not con- Cyclical transmission from each Communication impossible with
B1211
nected/communication stops. ECU is interrupted specific ECU.
Engine ECU is not connected/ Cyclical transmission from each Communication impossible with
B1261
communication stops ECU is interrupted. specific ECU.
HINT:
Refer to the Repair Manuals for details.
(1/2)
First line
Communication cut Communication
possible possible
(2/2)
-4-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
DTC is Output
Disconnection (Bus line open)
1. Communication trouble can be separated into 2
main types:
Disconnection and short circuit.
Unable to communicate
Disconnection:
(1) Only a part of the communication line cannot be used
for communication; some parts can be communicated.
Cut
(2) Cause disconnection
Communication line break of wire harness (one or
Cut
more communication line break in daisy chain)
Disconnection of connector, down time of the ECU
(breakage of ECU power supply or ground, trouble
inside the ECU)
Short circuit:
Short circuit (Bus line short) (1) Due to the stop of all communications, all functions
Unable to communicate related to the communication also stop.
(2) Cause short circuit
Short circuit in wire harness or communication line
+B short inside of the ECU
GND short
(1/2)
-5-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Body ECU or
Gateway ECU
(2/2)
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
(1/3)
-6-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Communication
stops
(2/3)
Body ECU/
Gateway ECU
ECU A
Communication Communication
circuit circuit
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
-7-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Body ECU/
Gateway ECU
ECU A
Communication Communication
circuit circuit
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
Body ECU/
Gateway ECU
ECU A
Communication Communication
circuit circuit
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
-8-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Body ECU/
Gateway ECU
ECU A
Communication Communication
circuit circuit
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
Body ECU/
Gateway ECU
ECU A
Communication Communication
circuit circuit
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
-9-
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Troubleshooting procedure
(Communication line disconnection)
Body ECU/
Gateway ECU Check for continuity between Repair or replace
ECU A and B, B and C. NG the defective part.
ECU A
Communication Communication OK
circuit circuit
Check power supply and Repair or replace
grounding to ECU B. NG the defective part.
OK
(3/3)
Troubleshooting procedure
(Communication line disconnection)
Body ECU/
Gateway ECU Check for continuity between Repair or replace
ECU A and B, B and C. NG the defective part.
ECU A
Communication Communication OK
circuit circuit
Check power supply and Repair or replace
grounding to ECU B. NG the defective part.
OK
- 10 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Troubleshooting procedure
(Communication line disconnection)
Body ECU/
Gateway ECU Check for continuity between Repair or replace
ECU A and B, B and C. NG the defective part.
ECU A
Communication Communication OK
circuit circuit
Check power supply and Repair or replace
grounding to ECU B. NG the defective part.
OK
Troubleshooting procedure
(Communication line disconnection)
ECU A
Body ECU/ Communication
Gateway ECU circuit Check for continuity between Repair or replace
ECU A and B, B and C. NG the defective part.
Communication OK
circuit
Check power supply and Repair or replace
grounding to ECU B. NG the defective part.
OK
OK
Communication
stops
- 11 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Troubleshooting procedure
(Communication line disconnection)
Body ECU/
Gateway ECU Check for continuity between Repair or replace
ECU A and B, B and C. NG the defective part.
ECU A
Communication Communication OK
circuit circuit
Check power supply and Repair or replace
grounding to ECU B. NG the defective part.
OK
Zoom 1x
1.TIME 2. OLT 3.L L 4.GND
5. 6.TRIG 7.HOLD 0.MENU
(1/2)
- 12 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Body ECU/
Gateway ECU
- 13 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
- 14 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
- 15 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
(2/2)
(1/2)
- 16 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
UP LMT
GND DN SGND PLS CTY
Junction
connector
Summary
MPX troubleshooting is not very difficult.
Listen carefully to the customer's report, verify the symp-
toms, and estimate or identify the cause of the malfunc-
tion from the symptoms.
By troubleshooting in a systematic manner, you will
promptly discover the cause of the malfunction.
(1/1)
- 17 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get
a incorrect answer, please return to the text to review the material and find the correct answer. When all
questions have been answered correctly, you can go to the next Chapter.
- 18 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Question- 1
Answer true or false for the following descriptions of MPX troubleshooting.
Question- 2
Choose the correct troubleshooting method for MPX communication line disconnection.
2. First, check the power source and ground circuit of the ECU that communication has stopped.
3. First, check for the wire harness of the MPX communication line that is connected to the ECU that com-
munication has stopped.
4. First, check for faults in the communication lines inside of the ECU that communication has stopped.
Unable to communicate
Cut
Cut
- 19 -
Diagnosis Master Technician - MPX Course How to Proceed with Troubleshooting
Question- 3
Choose the incorrect troubleshooting method for MPX communication line short circuits.
1. Check the DTC outputs while removing one by one the ECUs connected to the communication lines.
2. Remove all of the ECUs connected to the communication line and check the wire harness of the MPX
communication line.
3. There is no fixed sequence for removing ECUs, so check the EWD for how the ECUs are connected to
each other and carefully consider which is the best removal sequence.
4. When removing each ECU from the communication line, remove only one connector connected to that
line, as it is unnecessary to remove all the connectors.
Unable to communicate
+B short
GND short
- 20 -
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
(1/1)
Customize Function
Hand-held tester functions
The customize function is one of the functions that are
1. Customize function available only on MPX systems.
Various functions can be combined on MPX, such as the
wireless-linked power window open and close operation,
the vehicle speed-sensitive locking of the doors, or the
shift-linked unlocking of the doors.
While these functions are convenient, some customers
prefer not to use them. In this event,the setting of these
APPLICATION SELECT functions can be changed by using a hand-held tester.
1: DIAGNOSIS With the customize function, the settings of the various
2: CUSTOMIZE
3: ECU REPROGRAM
functions can be changed according to customer prefer-
ences.
Because various functions can be disabled by changing
their settings, it is important to check during troubleshoot-
ing whether they have been disabled.
REFERENCE:
Customize Function Table for LEXUS LS430 (UCF30
Series)
(1/1)
-2-
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
-3-
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
APPLICATION SELECT
1: DIAGNOSIS
2: CUSTOMIZE
3: ECU REPROGRAM
(1/1)
-4-
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
1: PRESENT CODES
2: DTC INFO 2: PAST CODES
4: CLEAR CODES
-5-
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
(1/1)
-6-
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
Snapshot Function
Hand-held tester functions
The snapshot function allows to be recorded for a prede-
4. Snapshot function
termined length of time. By observing the transition of
data, it is possible to determine when a malfunction
occurs, and thus estimate the cause of the malfunction.
OBD/MOBD MENU
1: D-DOOR
2: P-DOOR
3: RR-DOOR
4: RL-DOOR
5: D-SEAT
6: RR-SEAT
7: RL-SEAT
8: REAR SEAT
9: SLIDE ROOF
(1/1)
-7-
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
-8-
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
Body ECU/
Gateway
ECU
ACTIVE TEST
Sensor DATA L I S T
ECU
S witc h
Actuator
(1/1)
-9-
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
- 10 -
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
Oscilloscope Function
Hand-held tester functions
The oscilloscope function can determine whether signals
6. Oscilloscope function
are being properly output from the MPX communication
line or other sensors.
Although determining a MPX malfunction using oscillo-
scope waveforms is a complex process, the fact that the
signals are being output by the MPX communication line
indicates that the data is transmitting properly.
However, if electrical noise enters the MPX communica-
APPLICATION SELECT tion line, the ECU might determine that the noise is a mal-
1: DIAGNOSIS function, and in rare cases, the ECU might stop the
2: CUSTOMIZE
3: ECU REPROGRAM operation. Therefore, pay attention to this possibility (par-
ticularly in the vicinity of strong radiowave transmission
lines or broadcasting stations).
(1/1)
- 11 -
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
Zoom 1
1.TIME 2.VOLT 3.LUV 4.GND
5. 6.TRIG 7.HOLD 0.MENU
Summary
Effective uses of the hand-held tester
for troubleshooting The hand-held tester provides various functions that are
useful for troubleshooting. To use a hand-held tester
effectively, it is important to thoroughly understand its
functions.
Use the hand-held tester extensively during the trouble-
shooting of the case studies in order to familiarize your-
self with its effective use.
(1/1)
- 12 -
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get
a incorrect answer, please return to the text to review the material and find the correct answer. When all
questions have been answered correctly, you can go to the next Chapter.
- 13 -
Diagnosis Master Technician - MPX Course Effective Uses of Hand-Held Tester
Question- 1
Choose the false statement concerning MPX troubleshooting using a hand-held tester.
1. The data list function is effective for checking the sensor and switch signals.
2. In MPX, the customize function can shut down all the functions of the system, so first it is necessary to
check if the functions of the system are working.
3. An active test is performed to inspect the functions of the actuator. If the actuator operates normally, it
can be determined that there is no problem in the wire harnesses connecting the ECU to the actuator or
in the actuator itself.
4. The oscilloscope function is used to check the waveform to see whether or not the MPX communication
line is working properly.
Question- 2
Choose the false statement concerning the items that can be customized when using the hand-held tester on the
LS430 (UCF30 series).
2. Illuminated entry system: interior lights illuminate when the doors are unlocked by the operation of the
door key.
3. Wireless door lock remote control system: unlocking operation for all the doors (button operated twice).
Question- 3
Mark each of statements True or False.
- 14 -
Diagnosis Master Technician - MPX Course Examination
Examination
• Please take this examination after finishing all the chapters in this book.
• Click the "Start Examination" button.
• Type all of your answers into the examination form on the screen.
• After all the questions are finished, click the "Write results" button at the bottom of the screen.
• A new window will appear. After inputting all required fields into the answer form, print it out and submit
it to the instructor.
Q-1 The following statements pertain to an advantage of the MPX System. Select the statement that is True.
B. The number of harnesses increases; however, the number of switches and sensors decreases.
D. The number of harnesses decreases; however, the number of switches and sensors do not change.
Q-2 The following statements pertain to the BEAN (Body Electronics Area Network) of the MPX System. Select
the statement that is True.
A. This system is used for the communication between Power Window Master Switch and Body/Gateway
ECU.
B. This system is used for the Body electrical/electronics system multiplex communications.
C. This system is used for the communication between Door Control Receiver and Body/Gateway ECU, etc.
D. This system is used for the communication between engine ECU RH and engine ECU LH (CENTURY),
etc.
Q-3 Select the correct name of the system that is used for the communication for AUDIO SYSTEM or NAVIGA-
TION SYSTEM, etc.
Q-4 The following statements pertain to the definition of BEAN and a protocol of the MPX System.
Select the statement that is True.
A. BEAN is an abbreviation of "Bus Electronics Area Network" and a special protocol (regulation for com-
munication) for the MPX System that directs the data communication between buses that control the
electrical equipment.
B. BEAN is an abbreviation of "Body Electronics Area Network" and a special protocol (regulation for com-
munication) for the MPX System that directs the data communication between ECUs that control the
NETWORK.
C. BEAN is an abbreviation of "Body Electronics Area Network" and a special protocol (regulation for com-
munication) for the MPX System that directs the data communication between ECUs that control the
engine electrical equipment.
D. BEAN is an abbreviation of "Body Electronics Area Network" and a special protocol (regulation for com-
munication) for the MPX System that directs the data communication between ECUs that control the
electrical/electronics equipments.
-2-
Diagnosis Master Technician - MPX Course Examination
Q-5 The following statements pertain to the CAN (Controller Area Network) system, which is used in LEXUS
RX330. Select the statement that is True.
A. The CAN uses a twisted-pair wire and AV single wire as the communication line, so the bus has a +
(high) line and a -(low) line.
B. The DTCs for the CAN communication errors concerning the brake control system are stored in the skid
control ECU. These DTCs are output via the serial communication line to the DLC3.
C. The CAN comprises two junction connectors forming the two main bus lines and the two sub bus lines
connecting each ECU and sensors. The main bus lines have resisters at the end to provide stability for
the circuit.
D. The DLC3 is equipped with CAN-H and CAN-L terminals for CAN diagnosis. It is possible to check the
DTC(s) when make short these two terminals.
Q-6 The following statements pertain to the CAN (Controller Area Network) system, which is used in LEXUS
RX330. Select the statement that is True.
A. The CAN and BEAN use the twisted-pair wire. Communication is driven by applying positive(+) and neg-
ative(-) voltage to the two lines, which is called a "Differential Voltage Drive".
B. The CAN communication speed is much faster than BEAN and AVC-LAN to control body electronics and
chassis control system.
C. If the CAN has communication error at ECU or sensors, multiple DTCs are output simultaneously to indi-
cate the malfunction location.
D. The CAN is established among the skid control ECU, the body ECU, steering sensor, yaw rate & deceler-
ation sensor and DLC3.
-3-
Diagnosis Master Technician - MPX Course Examination
Q-7 The following statements pertain to the CAN (Controller Area Network) diagnosis system, which is used in
LEXUS RX330. Select the statement that is False.
A. The DTCs for CAN communication the brake control system can be read by connecting the SST (09843-
18040) to the TC and CG terminals of the DLC3, and observing the blinking of the VSC warning light. (for
except U.S.A. and Canada)
B. If the resistance between the CAN-H and CAN-L terminal of the DLC3 is around 120ɹ, it is able to esti-
mate that there is an open circuit of the main bus line in the CAN system.
C. It is possible to determine if there is a short circuit in the CAN system by measuring the resistance
between the CAN-H and CAN-L terminal of the DLC3.
D. It is also possible to determine if there is a short circuit in the CAN system by measuring the resistance
between the TC and CG terminals of the DLC3.
CAN-L
SIL CAN-H
DLC3
Skid control
ECU
120
Steering
sensor Junction connector No.2
-4-
Diagnosis Master Technician - MPX Course Examination
Q-8 The following illustration shows a vehicle equipped with the MPX System. Hypothetically the condition that
the DTC "ECU B is disconnected/communication stops" is output is assumed. Select the answer that is a
probable location of the malfunction.
B. Two breakages between ECU A and ECU B, and between ECU B and ECU C in the illustration.
C. The ECU B's internal communication bus line short circuit in the illustration.
Body ECU/
Gateway ECU
ECU A
Communication Communication
circuit circuit
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
-5-
Diagnosis Master Technician - MPX Course Examination
Q-9 In the following illustration, the DTC of communication bus malfunction (GND short) is output. Select the
answer that is a probable location of the malfunction.
A. Two breakages between ECU A and ECU B, and between ECU B and ECU C in the illustration.
B. Two breakages between Body ECU and ECU A, and between Body ECU and ECU C in the illustration.
D. One short circuit (with GND) in somewhere on the communication bus line in the illustration.
Body ECU/
Gateway ECU
ECU A
Communication Communication
circuit circuit
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
Q-10 The following table assumes the condition that a DTC, implying ECU disconnection, is output in the MPX
System. Select the correct symptom of malfunction.
D. Communication with all ECUs, switches and actuators in the driver's door is impossible.
-6-
Diagnosis Master Technician - MPX Course Examination
Q-11 The following table assumes the condition that a DTC, implying short circuit, is output in the MPX System.
Select the correct symptoms of malfunction.
Q-12 The following flowchart shows how to determine the malfunction when the DTC of "ECU B is discon-
nected", is output. Select the correct sentense for the blank box.
Body ECU/
Gateway ECU Check for continuity between Repair or replace
ECU A and B, B and C. NG the defective part.
ECU A
Communication Communication OK
circuit circuit
Repair or replace
NG the defective part.
OK
-7-
Diagnosis Master Technician - MPX Course Examination
Q-13 The following sentence shows how to determine the malfunction when the DTC of "ECU B is discon-
nected", implying disconnection, is output. Select the correct answer.
A. When a line is short-circuited, the entire potential in the communication line shows 0V for +B short and
12V for GND short, so it is impossible to specify the short point. Therefore, disconnect the connectors of
each ECU one by one in the specified order to separate each part from the communication circuit of the
Body ECU or Gateway ECU and check whether the faulty code disappears.
B. When a line is short-circuited, the entire potential in the communication line shows 12V for +B short and
0V for GND short, so it is impossible to specify the short point. Therefore, disconnect the connectors of
each ECU one by one in the specified order to separate each part from the communication circuit of the
Body ECU or Gateway ECU and check whether the faulty code is disappears.
C. When a line is short-circuited, the entire potential in the communication line shows 12V for +B short and
0V for GND short, so it is possible to specify the short point. Therefore, verify the DTC and replace the
faulty ECU.
D. When a line is short-circuited, the entire potential in the communication line shows 0V for +B short and
12V for GND short, so it is possible to specify the short point. Therefore, verify the DTC and replace the
faulty ECU.
Body ECU/
Gateway ECU
ECU A
Communication Communication
circuit circuit
Communication Communication
circuit circuit
ECU C ECU B
Communication
stops
Q-14 The following statements pertain to the function of hand-held tester. Select the statement that is False.
A. Changing the settings for the vehicle's electrical systems and electronic systems.
C. Displaying the operating status of the vehicle's sensors through a graph on screen.
-8-
Diagnosis Master Technician - MPX Course Examination
Q-15 The following statements pertain to the troubleshooting method with hand-held tester. Select the state-
ment that is True.
A. Using the hand-held tester, the malfunction area is always made clear and repairs finish quickly.
B. Using the hand-held tester effectively, it enables repair time to be shortened, etc.
C. Using the hand-held tester helps to understand the kind of malfunction but not the cause of the malfunc-
tion, so repair time is not affected much.
D. The hand-held tester can specify the malfunction area, but would only be used in unique situations due to
the amount of time needed for the check.
-9-
Diagnosis Master Technician - MPX Course Examination
10 B
11 A
Chapter
12 B
Instruction
13 B Examination
Excercise
14 D
Send by
15 B Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
- 10 -
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
Outline Outline
When driving on a highway, if the steering wheel or the body vibrates or an unpleas-
ant booming noise is heard from some unknown place, the driver would feel anxious
not only about the discomfort but also about possible malfunctions, even if the
symptom is not damaging the vehicle's function. This body vibration and noise is
referred to as the "vibration and noise," the contents of which you will learn about
here.
����� When troubleshooting vibration and noise, randomly starting without any theoretical
basis often results in wasting a lot of time.
���������
��������� ���
�����
(1/1)
Vibration and Sound What is Vibration and Sound?
��� ��� We experience vibrations with our hands and feet or body, and
sounds with our ears. How vibrations and noises are sensed
���������
���������
��������
�������� varies depending on the person who experiences them. Even if
���� ���� vibration and noise is generated simultaneously, some people
sense both, others sense only vibration or noise, and the rest
do not sense anything. This is because vibration and noise are
������������� related to one's sensitivity.
� �� ��� ���
1. Vibration and sound is essentially the same
�������������� ������������������� ���������� A sound is the vibration (pressure fluctuation) of the air, and
�������������� ������������� ���������������� vibrations and sounds are both expressed as "waves." They
are represented by frequency, the number of waves per
second. By the variation in their frequency, waves are sensed
sometimes as a vibration, and in other cases, as a noise.
������������� ����������������
��������������� ������������ How vibration and sound is sensed depending on the fre-
quency
• 20Hz or less → Vibration only
• 20 to 200Hz → Vibration and sound
• 200Hz to 20kHz → Sound only
• 20Hz to 20kHz → Audible range
• Over 20kHz → Ultrasonic waves
(High frequency sound that is not audible to the human ear)
HINT:
A rough estimate of the frequency can be done depending on
whether a vibration or a sound is felt.
(1/1)
Vibration and Sound How We Sense Sounds
(1/2)
©2003 TOYOTA MOTOR CORPORATION. All right reserved.
-1-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
• Audible range
�����������������
������������ ����������������������
Even if the dB values are the same, sounds with different
��������������������
���
frequencies are heard differently in terms of their loudness.
�����
��� ������������ ���������� Generally, the audibility is poor for sounds with lower or higher
frequencies. This is true especially for lower frequencies. For
�� ���� ���� ������������������
example, a sound of 500Hz can be heard at point A. But a
����� ����� sound of 100Hz is heard at point B, 50Hz sound is felt only
�� at point C. For the booming noise under 100Hz, which is paid
������� ������������ ������������
special attention as a vehicle noise, it can hardly be heard as
��
���
������������ a sound. However, its vibration energy is great, therefore the
������� ���������� booming noise is felt also as a vibration, accompanied with
����������������� unpleasant noise.
�� ��������������������������
������� HINT:
�
The line of the minimum auditory level in this graph indicates
���������������������� the minimum level for the person with very good ears. The
�� ��� ��� ���� ���� ���� ����� ����� average value for the general person may be indicated within
��������� ���� the dotted line.
(2/2)
HINT:
For the vehicle,
• Body = weight
Suspension spring = spring
• Engine = weight
Engine mount rubber = spring
(1/3)
2. Elastic vibration
The vibration of a continuous body which occurs when pluck-
ing a string with a finger is called the elastic vibration.
(2/3)
-2-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
���������������������
� cies as shown in the figure. In these frequencies, as for a to n
which are remarkable, their relationship is the following: making
� a as the first order, b is the second order (twice), c is the third
� order (three times), n is the "n" th order ("n" times). The a to
n can be thought of as a resonance point of the string. In the
elastic vibration, as seen above, the vibration becomes large at
each resonance point when the vibrating force is added.
��������������
(3/3)
��� ��� ��� ��� ����� ����� Basically, vibration and sound are transmitted in the same way.
���������������� ���������� ������������ ����������������� ���������
Let us take a look at the process of how a vibration is gener-
����������������� ������ ������ ����������������� ������ ated and transmitted to the human body as a vibration or a
sound.
���������������� ����� • Transmission process of vibrations and sounds
(1) Vibration is generated
��� ���
��� (2) Vibration grows
(3) Vibration is transmitted
��� (4) Vibration or sound appears
���
• The case of an electric guitar
(1) Strings vibrate
(2) Vibration is amplified by an amplifier
���
��� ��� (3) Vibration is transmitted via a wire
(4) Sound is heard via a speaker
• An example of the case of a vehicle
(1) Engine vibrates
(2) Exhaust pipe vibrations grows
(3) Vibration is transmitted via the O-ring
(4) Vehicle body vibrates
(1/1)
How are Vibration and Noise Transmitted Vibration Source
1. Vibrating force
Even if there is an object which can vibrate, vibration does not
occur without some kind of external force. The vibrating force is
the force which makes vibration occur forcibly.
(2/8)
����������������
Radial run-out
When a tire with radial run-out is rotated, that makes the vehi-
cle fluctuate up and down.
Lateral run-out
If lateral run-out exists in a tire or a disc wheel, it will cause
uneven wearing of the tire, and also lead to unstable driving.
�������������� ���������������
(4/8)
-4-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
����������
� ��������� formity of weight is the same as wheel balance and uniformity of dimensions is the
��������� same as run-out.
Due to this, the word uniformity here is used to mean "uniformity of rigidity".
����������
� ������� The force that is generated when rotating a tire with uneven rigidity:
������������ • RFV (Radial Force Variation)
Force fluctuation in the direction of radius of tire (vertical direction)
����������
�
���������� • LFV (Lateral Force Variation)
����������� ���������������������� Force fluctuation in the lateral direction of tire
HINT:
In the uniformity, the most important is RFV. A tire with a high RFV imposes a verti-
cal vibration on the axle, which can lead to excessive vibration during high-speed
driving.
��� ���
��� (5/8)
HINT:
Run-out is the same thing as the offset of the rotational center,
which causes the lack of rotational balance.
(6/8)
Torque fluctuation
�����������
In the case of Hooke's joints, joint angle creates torque fluc-
tuation in the output shaft. This fluctuation is generated twice
per one propeller shaft revolution, which appears as a second
order vibration.
Secondary couple
At a joint portion, a force proportional to the joint angle and
input torque is generated. This force is called secondary
couple, because this force fluctuates twice per one revolution of
the propeller shaft. Secondary couple, different from the torque
fluctuation, exists in each joint angle.
(7/8)
-5-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
3. Three vibrations per one revolution → The third order vibration (frequency =
revolution x 3)
������ • Torque fluctuation in six-cylinder engine
�����������
������
���������������
������
(1/4)
�����
(3/4)
3. Natural frequency
Resonance occurs because each vibrating element has its
������
own original frequency. This frequency is called "natural fre-
quency."
����
����������������������
��������� Summary of natural frequency
������ (1) If spring is strong (spring constant is high), natural fre-
quency is high.
���������������������� = (2) If a weight is light, natural frequency is high.
������������� �������������� � ���������
� ������ (3) Depending on the level of a vibrating force, the amplitude
will be changed. However, the natural frequency cannot be
changed.
�����������������
����������������������
����� �����
(4/4)
How are Vibration and Noise Transmitted Transmitting System and Vibrating Element
1. Transmitting system
A vibration caused by a vibrating force and amplified by
resonance causes the O-ring of the exhaust pipe and engine
mounts to vibrate, transmitting a noise to the cabin. The pas-
sage which transmits the vibration or noise is called the trans-
mitting system.
(1/1)
-7-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
���������
���� ����
��������������� ��������������
��������������� ����������������
���������
���������
���� ����
(1/3)
���������
����� �����
period of time, and for the unit, m/s² is used.
� �
� �
������������������������������
������������������
��������
(2/3)
(3/3)
-8-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
dB =(deciBell)
• Deci means one tenth. So deciBell is the unit which indicates one tenth of a Bell.
��
• Bell is the unit which compares two sound levels, and indicates the rate of them in
logarithm.
����������������������������������
�������
�
�
�
� � �� �� ��
�����������������
���������������������������������
�
�� ����� ��������
��
����������������������������������
������������
����������������� (2/5)
-9-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
� �
�
�
�����
���� ������
�
�
�� �
(3/5)
REFERENCE
Degree of Noisiness
�������������������������
�����������������������
��� �����������������
�����������������������
���������������
�����������������������
���
�����������������
���������������������������������������������
����������������������������������� ����������
���
����������������
�������������
�� ������ �����
���� �����������
���������������������������������������� ������������������������
�� ������������ ������
���������������������������������������� ���������������������������������
�� �����������������������������������
����������� �����
�� ����������������������������������������
���������������
������������������
� �����������������������������
(4/5)
-10-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
����
��������� 2. Measurement of sounds
��� ����������������� The measurement of the human hearing sense varies by the frequency. For this
��� reason, a sound level meter measures sounds compensating hearing sensitivity for
� sound frequency.
���
������
��� • A Characteristics
��� �����������������
In A characteristics, measured sounds are compensated in the way that the result
���
is the closest to the human hearing sense. This type of characteristic is used com-
monly to measure noises of vehicles. Measured values are indicated by the unit
���
���
��� dB(A).
�� �� �� ��� ��� ��� �� �� �� ���
��������������
• C Characteristics
This is a nearly flat type of characteristics. Because it defers from the human hear-
����
��������� ing sense, measured values are higher than the sensitivity of the human hearing
��� �����������������
sense especially in low frequencies. Generally, dB values are higher than at A char-
acteristics. Measured values are indicated by the unit dB(C).
��
��
�����������������
Figure 2 shows the result of measuring the sound pressure levels of the booming
��
noise heard when the vehicle is driving at a speed of 75km/h (47 mph). When the
�� sound level meter is set at A characteristics, the peak pressure level is 70dB(A) at
75km/h (47 mph). But it changes to 93 dB(C) at 60km/h (37mph) when the meter
��
is set at C characteristics. Thus the vehicle speed and measured value at the peak
�� �� �� �� �� ��� pressure level vary between A characteristics and C characteristics. So, when mea-
��������������������
suring the malfunctioning vehicle noise, the meter must be set at A characteristics
which is the closest to the human sense of hearing.
(5/5)
-11-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-12-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
Question-1
For each of the following components (1 to 4), choose the correct description (a to d).
a) Vibration grows rapidly b) Vibration is generated c) Vibration or sound appears d) Vibration is transmitted
Question-2
Arrange the following statements into the appropriate order based on the correct transmitting sequence.
a) The vibration is transmitted via the O-ring of the exhaust pipe. (Transmitting system)
Question-3
Correct
No. Question True or False
Answers
1. Vibration and sound are essentially the same.
n True n
j
k
l
m j False
k
l
m
2. The torque fluctuation of a four-cycle and four-cylinder engine is the fourth j True n
k
l
m
n j False
k
l
m
order vibration, which means four vibrations per revolution are generated.
3. Once resonance occurs, the vibration becomes larger when the frequency j True n
k
l
m
n j False
k
l
m
of the vibrating force increases.
4. When there are two sound sources of 60dB, the resultant level is 120 dB. j True n
k
l
m
n j False
k
l
m
-13-
Diagnosis Master Technician - Fundamentals of NVH What is NVH?
Question-4
Correct
No. Question True or False
Answers
1. Vibration and noise causes discomfort even if they are not damaging the vehicle's
function, they cause the driver to feel anxious about a malfunction. j True n
k
l
m
n j False
k
l
m
2. When troubleshooting vibration and noise, the knowledge based on the theory j True n
k
l
m
n j False
k
l
m
is required.
3. How vibration and noise are sensed varies depending on the frequency. Anyone n True n
j
k
l
m j False
k
l
m
can hear the same noise if the dB of the noises are equal.
4. Vibration and noise are transmitted in basically the same way. n True n
j
k
l
m j False
k
l
m
5. When vibration and noise grows at a certain vehicle speed or engine speed, n True n
j
k
l
m j False
k
l
m
the cause is due to parts in the transmitting system.
-14-
Diagnosis Master Technician - Fundamentals of NVH Transmission and Prevention
Outline Outline
Methods for preventing vibration or noise are as follows:
(1/1)
(1/3)
REFERENCE
Mass Damper and Natural Frequency
l The relationship between natural frequency and the weight
of a sinker
■ If the weight increases, natural frequency will be set lower.
(2/3)
©2003 TOYOTA MOTOR CORPORATION. All right reserved.
-1-
Diagnosis Master Technician - Fundamentals of NVH Transmission and Prevention
Dynamic damper
���������
HINT:
In general, the natural frequency of a dynamic damper should
���������
���������
���������
���������
be the same as that of the resonating portion. In this case, the
��������
�����
�����
���
���
������ ������
���
(3/3)
������������� ������������
• Restraint type resin sheet
������������������� etc.
����������� A soundproofing panel is also used to block the sound (vibra-
tion of the air). In this case, higher-pitched sound is easier to
block. In order to raise the soundproofing effect of the insulating
panel, there are methods, such as making the panel heavier,
�����������
making it into a double panel, or inserting a sound-absorbing
material between the two panels. The presence of holes or
��������������
gaps in the panels greatly reduces their soundproofing effect.
Therefore, it is necessary to inspect for any missing seals or
grommets.
(1/1)
-2-
Diagnosis Master Technician - Fundamentals of NVH Transmission and Prevention
-3-
Diagnosis Master Technician - Fundamentals of NVH Transmission and Prevention
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-4-
Diagnosis Master Technician - Fundamentals of NVH Transmission and Prevention
Question-1
Correct
No. Question True or False
Answers
1. A mass damper consists of springs and weights that are fitted to a resonance
system, which lowers the natural frequency and stagger the resonating point. j True n
k
l
m
n j False
k
l
m
2. A dynamic damper consists of weights that are fitted to a resonance system, j True n
k
l
m
n j False
k
l
m
which divide the natural frequency and staggers the resonating point.
3. The characteristics required for vibration isolating rubber are a great damping n True n
j
k
l
m j False
k
l
m
force and a small spring constant.
5. Sound-absorbing materials can easily absorb high frequency sound. For n True n
j
k
l
m j False
k
l
m
lower frequency sound, thinner materials are more effective.
-5-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Outline Outline
As typical examples of vibrating force in a vehicle, there are
the following: combustion pressure or torque fluctuation in the
engine, unbalanced tires, rough road, imbalance or joint angle
in the propeller shaft, engagement of the gears in transmission
or the differential component, and fluctuations of friction in the
clutch or the brakes.
(1/1)
Engine Outline
The cause of vehicle vibration/noise generation is the vibrating force. A typical por-
tion which generates the vibrating force is the engine.
In engines, since the fuel is burned in the combustion chamber and many com-
ponents are moving, many types of vibrating forces is generated. They cause the
engine to vibrate, making itself a vibrator. They are transmitted to the drive train and
the body.
There are a number of factors linked to the generation of the vibrating force in
engines, but among them, the following two factors are especially important. One
is the combustion pressure of the fuel in the combustion chamber. The other is the
inertia force caused by the reciprocating movement of the piston and rotary move-
ment of the crankshaft.
These two factors generate vibration and torque fluctuation in the engine. Factors
other than these two are caused by the mechanical movement of the components,
which cause engine noise.
(1/1)
Engine Torque Fluctuation due to Combustion
������
��������
������ Due to the engine structure, torque fluctuation is inevitable.
If the cause of the vibration or noise is the torque fluctuation,
� repair can be very difficult.
• Pulley
������ The fluctuation of the combustion pressure causes an elastic
deformation in the crankshaft, which creates torsional vibration.
The torsional vibration increases around the edge of the crank
shaft, so the pulley is designed to have a torsional damper.
(2/5)
• Flywheel
A flywheel retains the engine torque fluctuations as inertia, and
decreases the torque fluctuations for smoother engine revolu-
Engine side tion.
A heavier flywheel may decrease the torque fluctuations
by increasing the inertial efficiency, but gives poor engine
response.
The flywheel must therefore be designed with appropriate
weight, bearing both of these characteristics in mind.
Some engines are provided with flywheels with built-in torsional
dampers to further reduce the torsional vibrations.
A flywheel with torsional damper is divided into two sections.
The damping mechanism comprised of compression springs
are located between these sections, and decrease torsional
vibrations and torque fluctuations.
Transmission side
(3/5)
• Clutch
The clutch transmits torque to the drive train. Therefore, the
����� ������
����������� �����������
clutch can be one of the transmitting elements for torque fluc-
tuation, that is, vibrating force.
The improvement of the torsional characteristic is effective in
reducing the booming noise and the gear noise in the transmis-
sion or the differential component.
To reduce the booming noise, absorbing the torque fluctuation
������
����������� in the engine by decreasing the spring constant of the torsion
spring is effective. On the other hand, it must have enough
torque capacity as a function of clutch disk itself.
HINT:
Some of the lock-up clutch in torque converter have the same
function.
(4/5)
-2-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
������
���������������
������������
������������ �����������
�����
������������ �������������������
�������������
(5/5)
���������������������������
(1/2)
� ���������������
�
Balance shaft
Two balance shafts have been provided in recent in-line four-cylinder engines
�
� having large displacements to reduce engine vibration. Even though the crankshaft
rotates at a constant speed, the speed at which the pistons reciprocate is not the
same: a piston, when it is at the position shown in B, will be moving faster than the
piston when it is at position A.
This will cause the upward inertial force of the piston to be greater than its down-
ward inertial force, so the net balance of inertial forces will be in the upward direc-
tion; this will cause vibration to occur.
In a four-cylinder in-line engine, the pistons in cylinder nos. 1 and 4 are at top dead
center when the pistons in cylinder nos. 2 and 3 are at bottom dead center; that is,
the two sets of pistons are 180 degree out of phase with each other. For this reason,
�������������
the remaining upward inertial force (mentioned above) will create a type of vibration
�������������� called " booming", twice for each rotation of the crankshaft. To help cancel out this
vibration, two balance shafts, located below or above the crankshaft, rotate in oppo-
�
site directions form each other, at twice the speed of the crankshaft.
�
� � �� �����������
������� ��������������
��
��
� � (2/2)
-3-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Although engine mounts are relatively small, they are important in controlling NVH.
They link the vehicle body to the engine, the largest source of vibration. It is through
these mounts that the engine vibration is transmitted to the body. The vibration from
����
the tires are also transmitted to the engine, causing the engine to resonate with
them.
The three characteristics required for engine mounts are: a large dampening great
ability to dampen vibrations, a small spring constant, and a suitable natural fre-
������
quency.
������������ These characteristics are defined as follows:
• A great ability to dampen vibrations reduces the vibration from the engine itself.
• A small spring constant reduces the engine vibration transmitted to the body.
• A suitable natural frequency is a frequency which falls outside of normal operating
vibration range, determined by the engine weight and the engine mount spring con-
stant.
(1/8)
-4-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
����������������������������������� There are various design configurations of engine mounts to comply with vibration-
and sound-proofing requirements.
�� ��
��
����� (2/8)
��
���
��
����� ��
(3/8)
(4/8)
(5/8)
(6/8)
-5-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
(7/8)
�������
���
���������
(8/8)
Fan noise produced by the cooling fans for the radiator, alter-
nator, and others, become louder in proportion to their rpm.
The fan noise can be produced by fan blades cutting through
the air, or by air turbulences created by components located
behind the fan. Fan noise can be reduced by altering the diam-
eter, quantity, shape or angle of blades, as well as by using
variable-pitch fans or modifying the fan shroud configuration.
In addition, it can be reduced by using a three-stage tempera-
ture-controlled fan coupling or an electric fan which keeps fan
rotation to a minimum.
(1/1)
-6-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Tires Outline
• Related phenomena
Body shake
Steering flutter
Steering shimmy
Body booming noise
Body beating noise
• Related phenomena
Ride discomfort
Harshness
Road noise
Pattern noise
(1/1)
�������������
���������������
(1/4)
-7-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
1. Static balance
Static balance is the weight balance from the wheel center in
the direction of the radius.
��
��
����������������� When attaching the weight W1 to the disk installed in the rotat-
�����������������������
ing shaft, this disk rotates until the W1 stops at right in the
���������������������� center of the bottom. In other words, it is not balanced stati-
cally. This condition is referred to as "the static balance is lost".
������ (2/4)
REFERENCE
Balance Adjustment
�������������� ��������������� Balance adjustments can not be performed from the rubber
�������
������
portion of the tire, so attach the balance weight to the rim of
the wheel.
������� • Static balance
������ Attach the half of the weight to the inside and the other half to
the outside to maintain the dynamic balance.
• Dynamic balance
Balance the static unbalance on the inside and the outside
������ ������
independently.
Rotating bodies that have width in the direction parallel to the
axis such as tires have imbalances of different sizes in count-
�������������������� less positions. Therefore, the transversal vibration and the
������������������ �� up-down vibration become mixed.
��
A complicated imbalance like this is represented basically as
two imbalances, W3 and W4. This is why the balance adjust-
ment by a balancer is performed on the inside and the outside
of the tire.
The actual balancer adjusts the static and dynamic balance at
the same time. So attach the adjustment weight of a combined
amount, at a combined position on the inside and the outside
of the tire.
(4/4)
-8-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Tires Run-out
Lateral run-out
When the tire or the disc wheel has lateral run-out, uneven
wearing and unstable driving will be caused. Possible causes
of lateral run-out are expansion in the tire's side wall or wheel
damage.
HINT:
When troubleshooting for the cause of run-out, not only a tire
inspection but also a disc wheel and an axle hub inspection is
required. (1/1)
Tires Uniformity
������������
balance" and uniformity of dimensions is called "run-out" unifor-
mity alone usually refers to "uniformity of rigidity".
�����������
�������
When a tire receives a load, it flexes, acting almost as if it were
���������� a spring.
The tread, rubber, carcass, belt, and other materials of which
the tire is composed are not uniformly distributed around the
circumference of the tire, so tire rigidity is not uniform.
����������
����������� ���������� As a result, the tire is subject to subtle fluctuations in the way it
flexes as it rotates.
These fluctuations introduce a periodic variation in the force
which it receives from the road surface.
��� ���
This force can be resolved into three components:
(1/3)
-9-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Tires Uniformity
60 R 15 88
Among RFV, LFV, and TFV, the most important is RFV.
5/
One On an actual vehicle, a tire with a high RFV imposes a vertical
Load variation (RFV)
19
rotation
vibration on the axle, which can lead to excessive vibration
RFV during high-speed travel.
Constant
Two ways to reduce RFV are (1) to trim minute quantities of
rubber from the tire circumference and (2) to shift the tire so
RFV maximum
Drum Rotational that the point with the maximum RFV lines up with the point on
angle the wheel rim having the minimum radial run-out.
RFV is large This is known as "phase matching".
RFV(kg)
Wheel run-out Before
• Radial run-out and RFV
minimum re-installing One rotation
RFV can be detected by a tester referred to as the "uniformity
machine". Set the tire on the drum of the uniformity machine
and apply the load. Rotate it slowly maintaining a certain dis-
tance between the drum shaft and the tire shaft. The load of
RFV(kg)
RFV is small
the tire shaft will change according to the RFV. This up and
After down load weight change (kg) is the RFV.
re-installing One rotation HINT:
The RFV often correlates to the radial run-out of tires. In this
case, the RFV will decrease by adjusting the radial run-out.
(2/3)
REFERENCE
RFV Mark on Tires
All radial-ply tires and disc wheels used on Toyota vehicles
are marked with painted dots. The white dot on the disc wheel
indicates the point with the minimum radial run-out; the red dot
on the tire, the point with the maximum RFV (radial force varia-
tion). The tire is installed on the disc wheel so that these two
marks match. (The yellow mark on the tire indicates the point
�����������
with the least weight). When changing a genuine Toyota tire,
be sure to match the white and red marks with each other. Fail-
ure to do so will cause high-speed vibration, even if all wheel
assemblies are correctly balanced.
����������
��������
(3/3)
Tires Others
(1/4)
-10-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Tires Others
(2/4)
�����
���������������
����
����� (3/4)
(4/4)
-11-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
HINT:
Run-out causes first order vibration in all cases.
(1/1)
The propeller shaft joint has some angle due to the structure of a vehicle, so when
������������
a propeller shaft rotates, a vibrating force is generated. Vibration frequency is the
second order component of the propeller shaft. This vibrating force is generated due
to the torque fluctuation in the output shaft against the input shaft, and secondary
couple (a type of force) applied to each joint.
• Torque fluctuation
������������ In the case of a Hooke's joints, the joint angle generates torque fluctuation in the
input shaft. This torque fluctuation is generated twice per one propeller shaft revolu-
tion.
Torque fluctuation generated in the No.1 joint can be canceled at the No.2 joint by
equalizing the two joint angles (a, b) and combining the phase of the hook as shown
in the illustration. In this case, the amplitude of the torque fluctuation generated in
���������� the No.1 and No.2 joints should be the same. Therefore, the joint angle of the No.1
� and No.2 joints should be the same and the output/input shaft should be parallel.
����������� HINT:
����������� �
������������ Regarding the three-joint propeller shaft, torque fluctuation cannot be completely
canceled. So the joint angle has to be as small as possible.
�������������
�������������������������
������������
�������������������������
(1/2)
-12-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
• Secondary couple
At a joint, a force proportional to the joint angle and input torque is generated. This
force is referred to as the secondary couple, because this force fluctuates twice per
one revolution of the propeller shaft.
Secondary couple, different from torque fluctuation, exists in each joint angle.
Therefore it cannot be stopped by equalizing the angle of the joint to set parallel
input/output shafts. It is necessary to minimize joint angle as much as possible.
(2/2)
-13-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-14-
Diagnosis Master Technician - Fundamentals of NVH Source of Vibration Generation
Question-1
Correct
No. Question True or False
Answers
1. Due to the gasoline engine structure, torque fluctuation is inevitable. If the cause
of the vibration or noise is the torque fluctuation, repair can be very difficult. j True n
k
l
m
n j False
k
l
m
2. The torque fluctuation of the gasoline engine becomes larger when the throttle j True n
k
l
m
n j False
k
l
m
valve-opening angle is narrow.
3. Intake noise includes the pulsating sound of the air taken in and the resonance n True n
j
k
l
m j False
k
l
m
sounds.
4. The vibrating force caused by tires can be classified into two cases; the tire itself n True n
j
k
l
m j False
k
l
m
generates the vibrating force and rough road surface cause a vibrating force.
5. When the propeller shaft is not bell balanced, a vibration occurs, but noise does n True n
j
k
l
m j False
k
l
m
not occur.
Question-2
Correct
No. Question True or False
Answers
1. The propeller shaft rotating speed is faster than that of the tires, so the
frequency of the vibration higher. j True n
k
l
m
n j False
k
l
m
2. All the vibration from the propeller shaft is first order vibration. n True n
j
k
l
m j False
k
l
m
3. The vibrating force of the propeller shaft is caused by the torque fluctuation and n True n
j
k
l
m j False
k
l
m
secondary couple.
4. To reduce the torque fluctuation of the propeller shaft, the input and output shaft n True n
j
k
l
m j False
k
l
m
should be parallel.
5. To reduce secondary couple, the joint angle should be minimized as much n True n
j
k
l
m j False
k
l
m
as possible.
-15-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
"Shake" is defined as vertical or lateral vibration of the vehicle body and steering
wheel, along with vibration of the seats. Shake usually cannot be felt below a speed
of about 80 km/h (50 mph). Above this speed, shake increases markedly but then
peaks at a certain speed.
HINT:
The frequency of the vibration called "shake" is similar to the frequency of the vibra-
tions made by an impact wrench when it is being used to tighten nuts, etc.
�������������
����������������������
���������������
(1/1)
������������� (2/2)
HINT:
Flutter resembles the vibrations made by an impact wrench when it is being used to
tighten nuts.
Main causes
•Tire imbalance, run-out, or unevenness
• Resonance between the tires and the steering wheel.
(1/1)
-2-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
3. At this time, the steering shaft, steering rack, and the tie rods
act as a rigid spring, and the steering wheel acts as the weight
in the example given at the beginning of this book.
(1/1)
This is a condition in which the steering wheel oscillates clockwise and counter-
clockwise, just as in steering flutter, but at lower vehicle speeds; generally less than
80 km/h (50 mph). This symptom traces its origin to rough road or to braking when
tires or brakes are unevenly worn.
1. Main causes
• Bumpy road.
• Tire deformation or an abrupt vertical vibration caused by braking when tires or
brakes are unevenly worn.
• Resonances among tires, the steering system, and the suspension.
• Play in the steering linkages, a decrease in resistance due to wear, or lack of
hardness or rigidity of the steering linkages.
HINT:
Although steering flutter and shimmy seem to be identical, they have different
origins. Flutter is forced upon the steering wheel by the steering system resonating
���������� �������
with tire vibrations which are caused by imbalance, runout or unevenness in the
tires. Steering shimmy, on the other hand, is a self-perpetuating oscillation trig-
gered by braking on a bumpy road.
(1/1)
-3-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
1. Main causes
• Engine vibration
• Vibrations and resonances in the accelerator cable or linkage
• Lack of rigidity in the accelerator cable or linkage
(2) The cable or linkage vibrations are transmitted to the accelerator pedal, causing
it to vibrate.
HINT:
In addition to vibration coming directly from the engine, there is also vibration trans-
mitted from the transmission throttle cable to the accelerator cable or linkage.
(1/1)
This type of vibration causes the shift lever to oscillate, usually at relatively high
engine rpm. It tends to be more selective about the rpm at which it vibrates. Of
the various types of shift lever vibration, if the vibration occurs when the engine is
idling, see the section on "Vibration at Idle".
1. Main causes
• Out-of-tune engine.
• Imbalance in engine rotating or reciprocating components.
• Resonance in the shift lever, or lack of rigidity of the shift lever.
• Play between the shift lever and linkage, or worn bushings.
(1/1)
-4-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
Here, we are concerned not so much with vehicle vibrations, but with the bounc-
ing and swaying of the entire vehicle i.e., the transmission of every unevenness of
the road surface to the body. These symptoms appear when the vehicle runs over
bumps or uneven road surfaces at particular speeds.
1. Main causes
• Bumpy or uneven road surface
• Tire vibration
• Suspension vibration
"Bump" shocks Slow swaying
2. The development of discomfort
(1) The vehicle body sways when driving over bumps or uneven road surface.
These oscillations are transmitted to the suspension.
(2) The oscillations in the suspension cause the vehicle body to bounce repeatedly,
making it appear to the passengers that the vehicle is swaying.
(1/2)
REFERENCE
Regarding Riding Comfort
1. Ride discomfort is influenced by the sprung weight and the
unsprung weight. Generally, if the sprung weight is large the
vehicle body tends to vibrate less, resulting in good riding
comfort. If the unsprung weight is large, ride comfort worsens.
�������������
������������� Also, if the shock absorber's damping force becomes reduced
or the spring force is too strong, that creates a "floating" or
"bumpy" feeling. So ride discomfort worsens.
��������������� 2. Regarding ride discomfort, because the suspension speci-
fication varies by the vehicle's design appeal (sporty type,
family-use etc.), it is necessary to consider the user's require-
ments and the type of vehicle.
(2/2)
-5-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
1. Main causes
• Envelopment characteristics of tires
• Worn suspension components (bushings, shock absorbers, etc.)
(1/2)
HINT:
Tire characteristics, and the shape and spring constants of the suspension arm
���������������������������
(2/2)
-6-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
A continuous rumble or roar at a constant pitch makes up road noise; the volume
of this noise increases with the vehicle speed. This occurs mainly when driving on
poorly-paved roads.
1. Main causes
• Small bumps or depressions in the road surface
• Tires resonating with these irregularities
• Vibration of the suspension (due to improper spring constants of the rubber bush-
ings)
(2) These vibrations are transmitted from the suspension to the vehicle body, and a
roaring is produced from the body panels.
(1/1)
This type of noise occurs often in vehicle with block-or lug-pattern tires when driv-
ing on paved roads. It increases in volume with the vehicle speed.
1. Main cause
• Air-pumping effects of the tread pattern.
(2) As the tire keeps spinning, the compressed air is then freed from the tread - this
is called "air-pumping action" - and expands when released, creating a popping
sound. The multiplication of these sounds produces a roaring noise.
HINT:
Tires with patterns which easily trap air have a tendency to produce louder roars. In
other words, the block or lug tread pattern is more likely to generate noise than rib
pattern.
(1/1)
-7-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
This type of noise is felt as a pressure in your ears, and its origin is often unknown
to you. It increases in pitch (frequency) with the vehicle speed. It occurs within a
relatively narrow vehicle speed range centered around 10 km/h, or around 50 rpm if
associated with engine speed.
Main causes
• Out-of-tune engine
• Inertia due to reciprocating motion of pistons, or imbalance in engine
• Unbalanced propeller shaft
• Incorrect propeller shaft joint angle
• Resonances in the exhaust pipe
• Exhaust noise
• Resonances in auxiliary engine components
• Vibration due to torsional stresses on the propeller shaft and drive shafts.
(1/2)
REFERENCE
Body Booming Noise
As most of you must have experienced before, when you climb a high peak or
drive through a tunnel at high speeds, rapid changes in the atmospheric pressure
applies pressure to your eardrums. This may cause discomfort in your ears. The
body booming noise applies similar pressure to your ears. This is caused by large
fluctuations of air pressure in the interior of the vehicle.
(2/2)
(1/5)
-8-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
(2/5)
(3/5)
(4/5)
-9-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
HINT:
Body booming noise may be related to either the engine speed or to a certain
vehicle speed.
This can be determined by the following methods:
(5/5)
The volume (amplitude) of this noise alters cyclically, coming to you in waves. The
frequency of the noise accelerates with the increase in vehicle speed. This noise
occurs at certain engine and/or vehicle speeds, within a relatively narrow range.
Even weak body beating noises can be noticed easily because of their cyclic loud-
and- soft pattern.
(1/7)
-10-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
2. When the hills (or the valleys) of two different vibration frequencies, A and B,
overlap, they produce a louder noise. And when the hills and the valleys of two dif-
ferent vibration frequencies overlap, they produce a softer noise.
(2/7)
�������������������
������������������
�������������������������
(4/7)
-11-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
��������� ���������
������ ������������������
�����������
���������
��������������
(5/7)
(6/7)
(7/7)
-12-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
3. Since body beating noises are created by the combination of two different vibra-
tions, they can be eliminated by either increasing the difference between these two
frequencies, or by reducing the vibration of either one.
4. When test driving for these body beating noises, do not accelerate or decelerate
abruptly; if you do this, you will exceed the vehicle or engine speed at which the
symptom may be duplicated.
(1/1)
1. Main causes
• Mechanical noise from the engine
• Combustion noise
• Fan noise
• Exhaust noise
• Vibrations transmitted through air, engine mounts, hoses, and cables
���������
���������������������
����������������� ��������������
(1/1)
This noise can be heard as airflow hissing in the window area. It occurs mostly at
high speeds, and changes in the vehicle speed or in the direction of the wind alter
this noise. Usually the volume of the noise increases with vehicle speed, but the
noise occasionally becomes inaudible depending on the wind direction.
Main causes
• Air disturbances created by irregularities in the vehicle body
• Air leaking through gaps between body panels
(1/1)
-13-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
HINT:
1. Wind noise may occur anywhere, but the four areas shown
in the figure are known to be the more common sources.
3. Modern vehicles have less body panel gaps, and thus less
wind noise, than older model vehicles.
(1/1)
In this section, we will discuss the noises created by the meshing of gears under
torque. This whine is a relatively high-pitched sound and does not apply a heavy
pressure to your ears. It is more likely to be transmitted from the front of the floor,
and usually in a particular gear.
Main causes
• Rotational fluctuations of the gears due to large backlash
• Lack of rigidity of the transmission or transaxle case
• Lack of rigidity of the engine rear-support member
�����������
• Resonance in the propeller shaft
• Improper spring constant of the engine mounts
�����������
(1/2)
-14-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
HINT:
Distinguish transmission gear whine from differential gear whine in rear-wheel drive
vehicles
�����������������������
Since these sounds are alike, it is important to be able to tell them apart.
���������
�������������� ���������������
������������
�������� ������������
������������� ��������
����������� ���������
�����������
������ �������������
�����������������������
(2/2)
(1/1)
-15-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
In this section we will discuss the noise produced by the meshing of the differential
gears. It is a relatively high-pitched sound, and very similar to transmission gear
whine. There is no heavy pressure felt in your ears. This noise is heard at speeds
above intermediate speeds - that is, above 40 to 50 km/h, or 25 to 32 mph. They
occur at particular vehicle speeds, unrelated to the gear selected.
Main causes
• Vibration due to differential gear meshing
• Lack of rigidity of the differential carrier
FR vehicles
• Propeller shaft vibrations
• Lack of rigidity of the transaxle case
• Vibrations transmitted through engine mounts
HINT:
1. Usually differential gear whine is corrected by replacing the ring and pinion gears
or by adjusting their backlash. Occasionally it may be corrected by aligning the
suspension members, or the differential carrier of rear-wheel drive vehicles with
independent rear suspension.
2. In front-wheel drive vehicles with automatic transaxle, the whine which is pro-
duced by the counter gear of the transaxle is a high-pitched sound.
FF vehicles
(1/1)
(1/1)
-16-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
This symptom occurs when the clutch is engaged at take-off, shaking the vehicle
in fore- and-aft direction. The shaking stops once the clutch has been completely
engaged. It occurs more often when the vehicle is carrying a heavy load, or when
the clutch pedal is partially depressed for prolonged periods, as when climbing a hill
in heavy traffic.
HINT:
Clutch shudder resembles the vibrations made by an impact wrench such as when
it is being used to tighten nuts.
Main causes
• Worn clutch lining
• Excessive runout of the clutch disc
• Bent diaphragm fingers of the clutch pressure plate
• Resonance in the drive train
(1/1)
(1/1)
Main causes
• Torque fluctuations in the engine
• Improper engine mount spring constant
• Resonance between the body and the steering wheel
• Excessive joint angle on the three-joint propeller shaft
• Resonating center bearing of the propeller shaft
• Excessive joint angle in the tripod-type constant velocity joint
(1/1)
-17-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
��������������������������
1. Engine torque fluctuations
• On take-off, the engine rpm drops when the clutch is
engaged. At this time the engine torque fluctuations increase,
causing the engine to vibrate on its roll axis.
HINT:
������������ The "roll axis" of an engine is the centerline based on the
center of gravity around which the engine attempts to roll.
The body and seats shake slowly when you are cranking the engine. This vibration
occurs immediately upon cranking, and stops the moment the engine has started.
Main causes
• Engine torque fluctuations
• Body resonances
(1/1)
HINT:
If unusual sounds accompany these vibrations, you must
check the engine mounts for proper alignment, and to see if
the exhaust pipe is hitting the body anywhere.
(1/1)
-18-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
The body, instrument panel, steering wheel shift lever, and seats vibrate slightly.
Some of these vibrations are continuous and some intermittent. The vibrations are
identical to these that you feel when the vehicle is idling poorly. They stop when you
rev the engine.
Main causes
• Engine torque fluctuations
• Resonances in the exhaust pipe
• Vibrations transmitted by the engine mounts
• Vibrations transmitted by the exhaust pipe supports
(1/1)
HINT:
Vibration at idle is likely to occur when the air conditioner is
turned on, the blower motor is operating, the automatic trans-
mission is except "N" or "P" range, the foot brake or parking
brake are applied, and the vehicle is at a standstill.
(1/1)
The dashboard, steering wheel, and seats vibrate abruptly upon braking. A pulsa-
tion is felt on the brake pedal at the same frequency as this vibration. Although the
frequency is similar to that of body shake, the amplitude of this vibration is greater.
It occurs mostly when you apply the brakes while driving at intermediate to high
speeds.
Main causes
• Excessive runout of disc brake rotors
• Different thicknesses of disc rotors
• Excessive runout of brake drums
• Runout of rear axle shaft flange
(1/1)
-19-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
1. Any runout of the disc brake rotors or drums causes the disc
pads or shoes to vibrate when the brakes are applied.
There are two types of squeal: one is a high-pitched shriek and the other is a low-
pitched growl. A high-pitched shriek occurs during normal braking. It also occurs
during light braking on vehicles with disc brakes. A low-pitched growl occurs just
before the vehicle comes to a stop when the brake pedal is depressed hard.
Main causes
• Fluctuations in brake pad friction or shoe friction (due to hardening of the friction
material).
• Resonances in the brake rotors, drums, or backing plates due to lack of rigidity in
those components.
(1/1)
HINT:
Some disc brakes use rubber-coated anti-squeal shims, and
some use double-layered anti-squeal shims. Another method
of reducing brake squeal is to apply disc brake grease to both
�������������� ���������������������� sides of the inner anti-squeal shim(s).
2. Drum Brakes
• When the brakes are applied, the friction generated by
the brake shoes and brake drums cause the brake shoes to
vibrate.
• The brake drums and backing plates resonate with this vibra-
tion, creating noise.
(1/1)
-20-
-20
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
Exercises
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each
Exercise, you can use the reference button to check the pages related to the current question. When you get a
incorrect answer, please return to the text to review the material and find the correct answer. When all questions
have been answered correctly, you can go to the next Chapter.
-21-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
Question-1
For each of the following phenomena of vibration and noise (1 to 4), choose the correct description (A to D).
b) High-pitch noise occurs above a speed of 40 to 50km/h unrelated to the engine speed.
c) Noise occurs near the window when the vehicle speed is high.
Question-2
The following statements refer to body shake, steering flutter, and steering shimmy. Select the statement that is
True.
j 1.
k
l
m
n Body shake means vertical vibration of the vehicle body and steering wheel above a speed of about
80 km/h.
j 2.
k
l
m
n Steering flutter is a condition in which the steering wheel oscillates in the direction of the turn at relatively
low speed.
j 3.
k
l
m
n Steering shimmy is a condition in which the steering wheel oscillates in the direction of the turn above
a speed of about 80 km/h.
n 4.
j
k
l
m Once steering flutter occurs, vibration continues at a lower speed until the vehicle stops.
Question-3
The following statements refer to the causes of vibration when tires have run-out. Select the statement that is
False.
j 1.
k
l
m
n Body shake
j 2.
k
l
m
n Steering flutter
j 3.
k
l
m
n Steering shimmy
n 4.
j
k
l
m Harshness
-22-
Diagnosis Master Technician - Fundamentals of NVH Phenomenon and Causes
Question-4
Correct
No. Question True or False
Answers
1. Accelerator pedal vibration occurs at a low speed unrelated to the engine
speed. n True n
j
k
l
m j False
k
l
m
3. Harshness is the condition in which the steering wheel, seats and vehicle floor j True n
k
l
m
n j False
k
l
m
vibrates when driving on a flat road.
4. Tire pattern noise easily occurs when driving with block- or lug-pattern tires. j True n
k
l
m
n j False
k
l
m
Question-5
Correct
No. Question True or False
Answers
1. In engine noise, high-pitched noise increases as the engine speed becomes
higher. n True n
j
k
l
m j False
k
l
m
2. Body beating noise occurs unrelated to engine and vehicle speeds, in a wide j True n
k
l
m
n j False
k
l
m
range.
3. Wind noise changes related to the vehicle speed and direction of the wind. n True n
j
k
l
m j False
k
l
m
4. Vibration during braking is the condition in which the brake pedal, steering wheel j True n
k
l
m
n j False
k
l
m
etc. vibrates when releasing the pedal after braking once at high speeds.
5. In clutch shudder, vibration stops when the clutch is completely engaged. j True n
k
l
m
n j False
k
l
m
-23-
Diagnosis Master Technician - Fundamentals of NVH Examination
-1-
Diagnosis Master Technician - Fundamentals of NVH Examination
Q-1 The following statements refer to rigid body vibration and elastic vibration. Select the
statement that is True.
n A. Elastic vibration is the vibration when an object is held by a spring and is functioning only as a weight.
j
k
l
m
j B. Rigid body vibration is the vibration of a continuous body which occurs when plucking a string with a
k
l
m
n
finger.
n C. In rigid body vibration, there is more than one resonance point.
j
k
l
m
j D. In elastic vibration, there is more than one resonance point.
k
l
m
n
Q-2 Which of the following statements about the natural frequency of a vibration is True?
Q-3 The following statements refer to amplitude, frequency and sound wave. Select the
statement that is True.
-2-
Diagnosis Master Technician - Fundamentals of NVH Examination
Q-4 Which one of the following frequency ranges can be sensed both as a vibration and as
a noise?
j A. 20Hz or less
k
l
m
n
j B. 20Hz to 200Hz
k
l
m
n
j C. 200Hz to 20kHz
k
l
m
n
j D. Over 20kHz
k
l
m
n
Q-5 The following statements refer to the A characteristics and C characteristics of a sound
level meter. Select the statement that is True.
j A. In A characteristics, the value does not indicate the actual noise because the measured sounds are
k
l
m
n
compensated in the way that the result is the closest to the human hearing sense. So A characteristic
is not used for vehicle noise measurement.
j B. C characteristic is a nearly flat type of frequency characteristics. The measured sounds are
k
l
m
n
compensated in the way that the result is the closest to the human hearing sense.
n C. In general, dB(C) is higher than dB(A).
j
k
l
m
j D. When measuring a noise with both A and C characteristics, the vehicle speeds at the peak are the
k
l
m
n
same but the peak values are different.
Q-6 The following statements refer to the prevention of vibration and noise. Select the
statement that is True.
j A. Transmitting 2 passages between the vibrating force and the resonating system, and between the
k
l
m
n
transmitting system and the vibrating element must be removed.
j B. Vibration from vehicle's body panel can be reduced by using damping materials.
k
l
m
n
j C. In vehicles, the vibrating force must be removed to prevent vibration and noise.
k
l
m
n
j D. Dynamic dampers eliminate vibration by installing a weight to the resonance system.
k
l
m
n
Q-7 The following statements refer to the causes of vibrating force from the engine. Select
the statement that is False.
Q-8 The following statements refer to the solution to reduce the vibrating force from the
engine. Select the statement that is True.
j A. Absorb the torsional vibration of the crankshaft by installing the torsional damper in the crankshaft
k
l
m
n
pulley.
n B. Imbalanced reciprocating mass in the crankshaft can be balanced by lengthening the crankshaft.
j
k
l
m
j C. The first order vibration in a 1AZ-FE in-line four-cylinder engine can be removed by equipping a
k
l
m
n
balance weight shaft.
j D. Removing the inertia force of the rotary movement by lightening the flywheel.
k
l
m
n
-3-
Diagnosis Master Technician - Fundamentals of NVH Examination
Q-9 The following statements refer to the causes of the vibrating force from the engine
intake and exhaust systems. Select the statement that is True.
Q-10 The following statements refer to the causes of the vibrating force from tires. Select the
statement that is True.
j A. Sufficient dynamic balance and insufficient static balance causes a vibrating force.
k
l
m
n
j B. Insufficient dynamic balance causes radius vibration.
k
l
m
n
j C. If tires are perfectly circular, vibration in the radial direction on the vehicle does not occur.
k
l
m
n
j D. TFV is the main cause of shaking force among the uniformity of tires.
k
l
m
n
Q-11 The following illustrations and statements refer to the balance weight installation
method when there is imbalance (heavy) in a tire. Select the illustration and statement
that are True.
-4-
Diagnosis Master Technician - Fundamentals of NVH Examination
Q-12 The following statements refer to the vibrating force in a vehicle. Select the statement
that is False.
Q-13 The following statements refer to vibration and noise. Select the statement that
is True.
j A. Accelerator pedal vibration occurs at a high speed unrelated to the engine speed.
k
l
m
n
j B. Harshness is the condition in which the steering wheel, seats and vehicle floor vibrates when
k
l
m
n
driving on a flat road.
n C. Tire pattern noise easily occurs when driving with rib pattern tires.
j
k
l
m
j D. Body booming noise is felt as a pressure in your ears.
k
l
m
n
Q-14 The following statements refer to vibration and noise. Select the statement that
is False.
j A. Body beating noise occurs at a certain engine and vehicle speeds, within a relatively narrow range.
k
l
m
n
j B. Wind noise changes related to the vehicle speed and direction of the wind.
k
l
m
n
j C. Clutch shudder is the condition in which the whole body laterally vibrates when the clutch is
k
l
m
n
completely engaged.
j D. Vibration during braking is the condition in which the brake pedal, steering wheel etc. vibrates when
k
l
m
n
braking at high speeds.
Q-15 Which one of the following 2 frequencies creates body beating noise?
-5-
Diagnosis Master Technician - Fundamentals of NVH Examination
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-6-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
using a driving test, one must drive while not only check-
ing why a vibration and noise occurs, but also checking in
what instance the vibration and noise does not occur.
• The only thing that rotates and moves when revving the engine at high speeds is the engine itself.
• Vibration and noises caused by imbalance in the tires or propeller shaft are not generated by revving the engine
at high speeds.
• The possible location of the cause of vibration and noise generated by revving the engine at high speeds is lim-
ited to the engine, exhaust pipe, clutch, and torque converter.
In order to find the location of the cause, it is necessary to narrow down the possible factors.
In order to narrow down these factors, drive the vehicle in different ways to determine whether the vibration and
noise are caused by the engine speed or vehicle speed, whether they are related to the engine or to other parts of
the vehicle.
(1/1)
-2-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
HINT:
At a vehicle speed of 100 km/h, vibration like a massage machine is generated.
(1) The vibration frequency for a massage machine is 40-50 Hz.
(2) What is the frequency for unbalanced tires?
Vehicle speed: 100 km/h
Engine speed: 3,000 rpm
Transmission gear ratio: 1.000
Propeller shaft revolution speed: 3,000 rpm
Differential gear ratio: approximately 4
Tire revolution speed: 3,000/4 = 750 rpm
Frequency: 750/60 = 12.5 Hz
(3) What is the frequency for an unbalanced propeller shaft?
Propeller shaft revolution speed: 3,000 rpm
Frequency: 3,000x2÷60 = 100 Hz
(4) Since the frequency of the vibration generated is 40-50 Hz, it can be estimated that the vibration source origi-
nates in an imbalance of the propeller shaft.
At a vehicle speed of 100 km/h, a booming noise is generated.
(1) What is the frequency for an unbalanced propeller shaft?
Propeller shaft revolution speed: 3,000 rpm
Frequency: 3,000/60 = 50 Hz
(2) What is the frequency caused by the propeller shaft joint angle?
Propeller shaft revolution speed: 3,000 rpm
Frequency: 3,000x2÷60 = 100 Hz
(3) When the frequency of the booming noise is compared with 50 Hz and 100 Hz, it is judged to be the higher, so it
can be estimated that the vibration source is the joint angle of the propeller shaft.
(2/2)
-3-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
-4-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
Repair Methods
vibrating force 1. Reducing the vibrating force
The best method for repairing vibra-
tion and noise problems is to elimi-
-
nate the vibration source. The
foundation of repair work is to first
reduce the vibration force. However,
some vibration forces cannot be
reduced unless a special vehicle
structure is employed. For example
the vehicle is being driven, the
engine rotates and vibration is gener-
ated by fluctuation in the engine
torque. Also, it is impossible to com-
pletely eliminate imbalance among
tires. Instead, in reality methods are
used that reduce such imbalance to
a level to which it is no longer a prob-
lem. In such cases, this method will
be combined with methods 2-4
below.
2. Preventing resonance
In this case, it is necessary to either
lower the resonance level or move
the resonance point outside the con-
stant velocity region. As a method for
doing this, the resonance point can
be altered, for example by installing a
damper. Also, there are cases in
s which the resonance point changes
and vibrates because of inadequate
tightening.
-5-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
(1/1)
(1/1)
Frequency Analysis
We have already learned that vibration and noise have
frequencies.
Generally, these frequencies have a peak and are distrib-
uted around a specific frequency.
This peak frequency often matches the frequency of the
Hz
vibration source that is causing the vibration and noise
and, by finding the peak frequency, it is possible to spec-
ify the source of where the vibrations are being gener-
ated.
In order to track down the vibration source from the peak vibration or noise frequency found through frequency anal-
ysis, it is necessary to find the rotational frequencies for the possible vibration sources by calculating them from
such information as the engine speed, vehicle speed, and gear ratios.
If a frequency found through such calculation matches the frequency found through measurement, the object that
has that frequency is the source of where the vibrations are being generated.
(1/1)
-6-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
• Calculation:
• Results:
Because the result of frequency anal-
ysis (18 Hz) and the tire revolution
speed (17.7 Hz) match, the tires can
be considered to be providing the
vibration force and to be causing the
shaking.
(1/3)
2. Booming noise
Booming noise can be generated by engine problems
such as engine torque fluctuation and propeller shaft
imbalance. Also, because the range of vehicle speed
and engine speed at which the noise occurs are nar-
row, it is necessary to correctly understand the symp-
toms.
• Symptoms:
The noise is generated under the following conditions:
Vehicle speed: 90-110 km/h
Gear position: 4th
Engine speed: 3550-3700 rpm
The noise does not occur when revving the engine at
high speed, but the noise occurs when driving the
vehicle.
• Measurement results:
When the noise was measured with a sound level
meter, a peak in the noise was measured at a vehicle
speed of 100 km/h and engine speed of 3600 rpm.
• Frequency analysis results:
When checked using a frequency analyzer, a peak
frequency of 60 Hz was confirmed.
-7-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
• Calculations:
• Results:
The calculations resulted in the same frequency for
engine imbalance and propeller shaft imbalance, but
the noise does not occur when the engine is revved at
high speeds. Therefore, it can be estimated that the
propeller shaft imbalance is the source of the vibration
force.
(2/3)
3. Beat noise
Beat noise is generated when two
frequencies are generated.
• Symptoms:
The noise is generated under the fol-
lowing conditions:
Vehicle speed: 75 km/h - 85 km/h
Gear position: 3rd
Engine speed: 3000-3600 rpm
• Measurement results:
When the noise was measured with
a sound level meter, a peak in the
noise was measured at a vehicle
speed of 80 km/h and engine speed
of 3500 rpm.
• Frequency analysis results:
When the frequency for the peak was
checked with a frequency analyzer, a
waveform was verified with peaks at
171 Hz and 174 Hz.
-8-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
• Calculations:
• Results:
From the results of the calculations, it
can be estimated that the beat noise
is caused by resonance between
engine torque fluctuation and propel-
ler shaft secondary vibration.
(3/3)
-9-
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
- 10 -
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
(1/2)
- 11 -
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
Also take the following items into consider when assigning evaluation scores.
Vehicle model
Presence/absence of peak(s): Whether or not the vibration and noise levels change
Nature of use: Usage frequency of gear position, vehicle speed, engine speed, etc.
Dark noise: Balance with other symptoms in the same area as the symptom being
evaluated
Sound tone
(2/2)
- 12 -
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each Exer-
cise, you can use the reference button to check the pages related to the current question. When you get a incorrect
answer, please return to the text to review the material and find the correct answer. When all questions have been
answered correctly, you can go to the next Chapter.
- 13 -
Diagnosis Master Technician - Repair of NVH Course Troubleshooting Procedure
Question- 1
Which of the following statements about the way to look for a vibration source using NVH troubleshooting is incor-
rect?
4. Methods for specifying the frequency using the five senses and estimating the vibration source
Question- 2
Which of the following statements about the explanation of troubleshooting for vibration and noise using measuring
equipment is correct?
1. If the vibration and noise is confirmed using measuring equipment, there is no need to check the vibra-
tion or noise sensed by people.
2. If the calculated frequency and measured frequency do not match, it is possible that the measurement
was not conducted correctly, so conduct troubleshooting using the calculated frequency.
3. A frequency analyzer can identify the vibration and noise frequency from the data measured by the vibra-
tion meter and sound level meter.
4. It is not a problem if the frequency distribution is known even if the frequency peak is not specified by the
frequency analyzer.
Question- 3
Mark each of the following statements True or False.
.
To narrow down the cause of the vibration and noise using a driving
test, one must drive while not only checking why a vibration and
1 True False
noise occurs, but also checking in what instance the vibration and
noise does not occur.
To identify the vibration source and resonance system from the fre-
quency obtained using the frequency analyzer, the sources of vibra-
2 True False
tion must be eliminated one at a time and a vibration analysis must
be performed each time a vibration is eliminated.
Based on values from the vibration meter, sound level meter and
4 frequency analyzer, whether or not repairs were made can be accu- True False
rately confirmed.
If the vibration and noise symptoms can be captured using the fre-
5 True False
quency analyzer, the cause can be easily identified.
- 14 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
1. Filter
The frequencies at which vehicle vibration becomes a
Measuring range:3 500Hz Measuring range:50 50kHz problem are often in the range 10-200 Hz.
Even within this range, shake or flutter, and other vibra-
tion malfunction have peaks and are within a narrow fre-
quency range. If the range of frequencies measured is
broad, since extraneous frequencies with no relation to
the malfunction are also measured, there is a possibility
of making mistakes in the measurement.
-2-
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
2. Indication characteristic
The vibration meter pickup converts the detected vibra-
tion into an electrical signal with an AC waveform and
transmits this signal to the vibration meter.
PEAK How this AC waveform is processed and displayed as a
RMS
EQ
PEAK
number on the vibration meter is its indication character-
istics. For different indication characteristics, the same
vibration produces different measured values.
EQ PEAK= 2 RMS Up to this time, the EQ PEAK is mainly used for vehicle
vibration measurement. However, the RMS is used lately.
(1) EQ PEAK (equivalent peak)
This displays peak pressure level for when the actual
vibration waveform is corrected to a sine wave.
For vehicle vibration measurement, this characteristic
141.4V is often used.
100V
RMS
PEAK
PEAK to PEAK
(2)RMS (Root Mean Square)
0V RMS has the characteristic its peak pressure level
equal to 1/ 2 of the EQ PEAK.
This corresponds to the designation generally used for
voltage values for home appliance AC power.
For a 100VAC power supply, if we investigate the
actual voltage, it changes periodically between a max-
imum of 141.4 V and a minimum of -141.4 V.
Even though the peak is 141.4 V, the amount of work
is the same as for a DC voltage of 100 V.
(3)PEAK
This is used for impact vibration and directly tracks
peak pressure level of the vibration waveform.
This indication characteristic shows the value of the
peak of the waveform.
(3/6)
3. Measurement units
Select the measurement units for
what will be measured from the
vibration waveform obtained from the
indication characteristic setting.
Acceleration
Acceleration: "G" is often used for
vehicle vibration measurement.
(4/6)
-3-
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
4. Level range
OVER In the same way as the current set-
ACC EQ-PEA
Q-PEA
P
ting for an ammeter, use the vibration
0.65 0.456
G
meter by setting the desired acceler-
ation (G) level range.
ALERT : 1.00 Always start from higher level ranges
DANGER : 1.00 and work downward to lower level
MAX ranges so that the "OVER" message
is not displayed.
ACC EQ-PEAK HINT:
0.65 4.56
G
• Vehicle vibration does not exceed 1
G. Even when braking so suddenly
ALERT : 1.00 that the ABS is triggered, the vibra-
DANGER : 1.00 tion is around 0.8 G.
MAX • For shake and flutter, if there is vibra-
tion of 0.2 - 0.3 G, it will often be
pointed out as malfunction.
(5/6)
5. Pickup characteristics
There are various pickup types, with
different vibration detection methods,
or frequency characteristics, etc.
Here, we will explain about piezo-
electric type pickups.
Features:
• This type is small and light, and can
cover a comparatively wide range.
• If external force is applied to the
piezoelectric element and strain gen-
erated, voltage is generated.
This strain is proportional to the
acceleration and the voltage
obtained corresponds to the acceler-
ation.
This voltage is measured and dis-
played on the vibration meter.
HINT:
Since the piezoelectric pickup has com-
paratively easy handling, it is widely
used for measuring vehicle vibration.
(6/6)
-4-
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
REFERENCE:
Pickup Types
Piezoelectric pickups are classified by
Shear type piezoelectric pickup Compression type piezoelectric pickup
structure into two types: the shear type
and the compression type.
• Shear type
Vibration Weight Vibration The structure joins one electrode sur-
Piezoelectric direction direction
face of the piezoelectric element to
element Piezoelectric
element the weight and the other to the case
and causes strain in the shear direc-
tion of the piezoelectric element.
This type is compact and highly sen-
sitive and has minimal noise, so it is
Weight
applicable to the measure of low lev-
els and low frequencies.
• Compression type
The structure joins the weight to the
piezoelectric element and causes
strain in the compression direction of
the piezoelectric element.
This structure is simple and has
great mechanical strength, so it is the
best structure for continued mea-
surement of large acceleration and
shock.
(1/1)
Points:
It is important for the malfunction reported by the cus-
tomer and the values measured by the technician point to
the same type of vibration.
• If they do point to the same type of vibration, the mea-
surement may be correct.
• If they do not point to the same type of vibration, the
measurement was not correct.
Change the measurement location or method and
measure again.
HINT:
Check that the results of measuring the vibration with the
vibration meter and results of evaluating it with your five
senses match as follows.
• Change in the magnitude of vibration with vehicle
speed
• Vehicle speed at which the vibration peaks
• When there is vibration and when there is not
(1/4)
-5-
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
3. Measurement location
Pickup
Washer
-6-
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
• Steering wheel
Fasten the adapter to the steering wheel with vinyl
Pickup Adapter tape.
Mount the magnet on the adapter in the up/down or
left/right direction and gently attach by hand.
Tape
• Seats
Directly press the pickup against the seat back or seat
cushion with the seat positioned as though someone
was sitting in it.
• Floor
Directly press the pickup against the floor with the
state in which a person is riding or their feet are on the
floor.
Mount with a magnet from the underside of the floor.
-7-
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
HINT:
Fasten the pickup securely so that there is no play in its
mounting.
When mounting the pickup outside the passenger com-
partment, for example underneath the floor or on the sus-
pension, and conducting a driving test, fasten the pickup
with wire so it will not fall off even if the magnet comes off.
(3/4)
4. Measurement
(1) For shake and flutter, the magnitude of the vibration
Phase cycle
varies periodically.
Acceleration of vibration (G)
-8-
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
-9-
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
1. Calibration
This is the same as the 0-Ω adjustment when measur-
ing resistance with a circuit tester.
In order to correct for the battery voltage, a sound
level meter is also adjusted to the zero point. If a
sound level meter is used without being calibrate, the
indicated values will be inaccurate, so always cali-
Function switch
brated sound level meter before measuring with it.
Calibration A
(1) Switch the range button, function button, etc. to the
2-5V DC
C calibration position.
DC Out AC Out
Cal
Cal
- 10 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
2. Indication characteristics
(dB) The human hearing sensory to fre-
+20 F characteristics quency varies from person to person.
C characteristics
+10
The sound level meter makes it pos-
0
-10 sible to select the frequency correc-
tion characteristic in order to correct
Level
-20
-30 A characteristics
the sound sensitivity for frequency.
-40
(dB)
-50
-60
100 C characteristics When measuring vehicle noise, the A
-70
10 20 50 100 200 500 1k 2k 5k 10k 90 characteristic is used.
Frequency (Hz) • A characteristic
Measured value
80
A characteristics The A characteristic is the closet
70 compensation to the human hearing
60
sensory.
Measurements are expressed in dB
50
(A).
50 60 70 80 90 100 • C characteristic
Vehicle speed (km/h)
This is an nearly flat characteristic.
Since this is different from the human
hearing sensory, it shows larger val-
ues than the human hearing sensory,
especially in the low-frequency
region.
In general, the C characteristic
shows a higher level of decibels than
the A characteristic.
Measurements are expressed in dB
(C).
• F characteristic
This is a flat characteristic with none
of the frequencies whatsoever cor-
rected. It is used when analyzing fre-
quencies.
HINT:
Some measurement equipment for mea-
suring noise has no frequency correction
characteristic.
The measured value for such equipment
is the F characteristic, so care is
required when using this data for evalu-
ating noise.
(3/4)
- 11 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
3. Level range
In the same way as the current set-
ting for an ammeter, the level of
noise to be measured can be set for
a sound level meter.
Move from larger ranges to smaller
ones and set the smallest range in
which no overrun is displayed.
Range switch
HINT:
Do not change the level range while
90-130 measuring.
In particular, when using a sound level
70-110(Cal)
meter connected with a frequency ana-
50-90 lyzer or other unit, do not switch until the
measurement is completed.
30-70 Switching the range would disrupt the
mutual calibration.
4. Microphone
The microphone is precision equip-
ment, so it must be handled carefully.
• Do not give a shock or be shocked to
it.
• Do not drop it.
• Keep off water and dust from the
microphone.
(4/4)
- 12 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
DISP mm EQP-P LO
HIG W PA
ITY
657
UNIT
SO H PA SS
UN
RA
DC S
S
A
NG L
E
0.0
10H z
OF z
F
%
1kH 1 mV
/ms appropriately.
These settings include the following.
70
ACC G RMS
VEL mm/s RMS STORE
PRINT
DISP mm EQP-P PAUS
CONT E/ • Parameters settings
These are to set the parameters for
INPUT analyzing the frequency of vibration
SENSITIVITY 657 % and noise.
0.01 mV/ms -2
LOW PASS 1kHz • Screen settings
HIGH PASS 10Hz Frequencies are displayed as a
SOUND CAL OFF graph on the screen of the frequency
RANGE 70
analyzer. These settings to deter-
mine how the screen is used for this
display.
• Other additional function settings
There are additional functions
besides the basic ones. To set them
makes possible to analyze efficiently.
HINT:
Some of the settings explained here are
not present on some model frequency
analyzers.
(1/6)
- 13 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
(4) TRIGGER
This sets the trigger for starting measurement. Nor-
TRIGGER mally, have this setting OFF (FREE) so that no trigger
MODE FREE operates.
SOURCE LEVEL
TRIG POINT 0
PRE/POST OFF
LEVEL 2/8
SLOPE +
- 14 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
(5) WINDOW
SPECTRUM This is a correction characteristic for frequency analy-
WINDOW RECTANGLE sis.
Frequency analysis forms the actual waveform
X-CURSOR Hz according to this correction.
Y-CURSOR LINEAR The available correction characteristics are rectangu-
PEAK LIST OFF lar (RECT) and hanning (HANN).
For vehicle frequency analysis, hanning (HANN) is
used.
RECTANGLE
FLATTOP
HANNING
- 15 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
(2) ZOOM
MESUR
ACC 10 : 44 This function is for measuring more precise frequen-
SPEC 1
PSE STOR cies on the limited area of the screen.
10
EXP It makes a portion of the screen/frequencies magnified
4 to the setting ratio.
1
dB 3.16 In general, the display is enlarged centered on the
1kHz position of the pointer/marker and frequencies can be
ZM 1
read in units such as 1 Hz or 0.5 Hz.
-70 Y 1 Normally, it's used with zoom OFF (1x).
0.0 Hz 1000.0 Y dB
m/s 2
500.0 Hz 3.24E-4 HINT:
If you use the 500 Hz frequency range on a screen with
ZOOM only 100 lines, the minimum unit you can read is 5 Hz. If
you use the function of zoom to enlarge the display 2x,
then you make it possible to read a minimum of 2.5 Hz.
(4/6)
LEVEL RANGE
(4) Y-EXPAND
MESUR
ACC 10 : 44 This function is to the same as zoom to enlarge the
SPEC 1
PSE STOR horizontal axis, enlarge the vertical axis display.
10
EXP If the level differences are slight and difficult to com-
4 pare accurately, enlarging the vertical axis display
1
dB 3.16 makes the differences larger and easier to judge.
1kHz Normally, it used Y-EXPAND OFF (1x).
ZM 1
-70 Y 1
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
Y-EXPAND
(5) LOG/LIN
MESUR
ACC 10 : 44 This switches the vertical axis scale display method.
SPEC 1
PSE STOR You can switch between linear (LIN) display and loga-
10
EXP rithmic (LOG) display.
4 In the measurement of vibration and noise, the
1
dB 3.16 dynamic range is large, so logarithmic (LOG) display
1kHz is used for the vertical axis. Of course, when dB are
ZM 1
used for noise measurement, logarithmic (LOG) dis-
-70 Y 1 play is used.
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
LOG/LIN
- 16 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
(6) MARKER
MESUR
ACC 10 : 44 This displays the level of vibration and noise and fre-
SPEC 1
PSE STOR quency for the position at which marker/pointer is dis-
10
EXP played. Use cursor keys to move the marker/pointer to
4 the position you want to measure, then read off the
1
dB 3.16 frequency and level for that position.
1kHz
ZM 1
-70 Y 1
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
MARKER
(5/6)
REFERENCE:
Calibration of Sound Level Meter and Frequency Ana-
lyzers
When you connect a sound level meter to a frequency
analyzer, you can display the results as a frequency by
using the frequency analyzer to calculate the electrical
signals output from the sound level meter. However, since
the electrical signals output from the sound level meter
depend on the model, it is necessary to calibrate when
you connect the sound level meter to the frequency ana-
lyzer.
Sinusoidal wave of 1V and 1KHz 1. Sound level meter display and output
94dB Check the decibel value when the sound level meter is
calibrated and the volts output from the sound level
meter at that time.
Calibration signal example
94 dB = 1 V, 1 kHz sine wave
dB 2. Finding the dB reference
If you know the sound level meter's output voltage
during calibration, then you can calculate how many
volts it outputs for 0 dB.
- 17 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
3. Calibrating
You can align both zero points of the sound level meter
and frequency analyzer by inputting A0 (reference volt-
age) found in 2. to the frequency analyzer.
HINT:
A • When you change the sound level meter range, the
20 log =χdB frequency analyzer reading changes, so you must cal-
A0 ibrate each time you change the range.
• You can calibrate by changing the range simply
A0 : Voltage for 0 dB = reference voltage depending on some kinds of frequency analyzers.
(1/1)
10 : 44
ACC with the eyes frequency waveforms that varies from
10 PS
E AC
C
ST
dB OR
SPEC -70 1 10
1
: 44
10
3.2 ZM z
4E-4
1000 1
.0 Y
Y 1
m/s 2 dB
STORE EXP screen at any instant use to the pause function, which
4
makes it easier to read off the values.
PRINT
PAU
CONTSE/ 1
dB 3.16 You release the pause, then you can continue the
1kHz
ZM 1 measurement from that spot.
-70 Y 1
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
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Diagnosis Master Technician - Repair of NVH Course Use of Instruments
10 : 44
continuously and to analyze whole the data.
E AC
ACC
C
ST
dB OR
SPEC 1
10
: 44
-70 1
500.0 0.0 EX
P
PSE STOR Hz
Hz
3.2
4E-4
3.1
1kH 6
1
4
10
ZM z
1000 1
.0
Y
m/Ys 2 dB 1
STORE EXP
PRINT 4
PAU
CONTSE/ 1
dB 3.16
1kHz
ZM 1
-70 Y 1
0.0 Hz 1000.0 Y dB
500.0 Hz 3.24E-4 m/s 2
PAUS
CONT E/
(6/6)
(1/3)
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Diagnosis Master Technician - Repair of NVH Course Use of Instruments
2. NVH functions
Two-Dimensional (2-D) Spectral Display Mode (1) Two-Dimensional (2-D) Spectral Display Mode
Displays the dB values on the Y axis and the frequen-
cies on the X axis and displays the dB value and fre-
quency for the cursor position.
Rpm 2825 Pause 11:15 am
Mph 49 Ave 62.5 Hz
27
12.0
40
20
0 62.5
Wheels Overlap
56 0 35 47
Y Z
X : Component
Y : dB
X Z : Time
- 20 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
20
0 62.5
Wheels
Y Z
X : Frequency
Y : dB
X Z : Time
20
0 62.5
Wheels Overlap
Pause
Rpm 2825 Pause 11:15 am
Mph 49 Ave 62.5 Hz
27
12.0
40
20
0 62.5
Wheels Overlap
(2/3)
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Diagnosis Master Technician - Repair of NVH Course Use of Instruments
(10:03/17/01/03)
Top Eng Erv Whl
Hz
60 dBg Overlap
(17:13/17/01/03)
Zoom 1x
1. TIME 2. G's 3. LVL 4. 0g
5. 6. TRIG 7. HOLD 0. MENU
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Diagnosis Master Technician - Repair of NVH Course Use of Instruments
56 0 35 47
(3/3)
Tracking Down the Vibration Source Tracking Down the Vibration Source
from the Frequency
Use a vibration meter, sound level
Symptom confirmation meter, or frequency analyzer to analyze
the frequency of each vibration and
noise and track down the vibrating ele-
ments and resonating systems that
Measurement of vibration and noise makes appeared from the frequencies.
Frequency analysis
(1/3)
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Diagnosis Master Technician - Repair of NVH Course Use of Instruments
HINT:
Tracking by measuring the frequency
From the frequency you found, you can
Frequency? track down the vibration by measuring
Frequency? the frequency of transmitting elements.
Frequency?
Vibration root
Frequency?
(3/3)
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Diagnosis Master Technician - Repair of NVH Course Use of Instruments
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each Exer-
cise, you can use the reference button to check the pages related to the current question. When you get a incorrect
answer, please return to the text to review the material and find the correct answer. When all questions have been
answered correctly, you can go to the next Chapter.
- 25 -
Diagnosis Master Technician - Repair of NVH Course Use of Instruments
Question- 1
Which of the following following statements about the explanation of the vibration meter, sound level meter, or fre-
quency analyzer is correct?
1. The vibration meter measures the vibration, and the unit generally used for vehicle vibration measure-
ment is amplitude (mm).
2. The sound level meter measures the noise and it measures the air's vibration acceleration.
3. The frequency analyzer can display the frequency of a sound measured by the sound level meter.
4. If calibration is performed for each individual piece of measurement equipment, then calibration need not
be performed when the sound level meter is connected to the frequency analyzer.
Question- 2
The result of analysis of a booming noise using a frequency analyzer found a peak frequency of 84 Hz.
From the following conditions, select the possible vibration source.
Vehicle: 6-cylinder gasoline FR vehicle
Vehicle speed: Peak of 70 km/h
Engine speed: Peak of 1,700 rpm
Transmission gear ratio: 0.8
Differential gear ratio: 4.1
1. Engine imbalance
Question- 3
The result of frequency analysis of a beating sound using a frequency analyzer found a peak frequency of 114 Hz
and 120 Hz under the following conditions.
From the following conditions, select the possible vibration source.
Vehicle: 4-cylinder gasoline FR vehicle
Vehicle speed: Peak of 85 km/h
Engine speed: Peak of 3,600 rpm
Transmission gear ratio: 1.0
Differential gear ratio: 4.1
Tire radius: 0.27 m
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
Pre-inspection
1. Tire and wheel inspection
Inspect the following items.
• Size and specifications
• Appearance (scratches, deforma-
tion, wear)
• Tire air pressure
HINT:
• If there is abnormal wear, inspect
the wheel alignment etc, find the
cause, and repair it.
• Worn tires should be replaced with
new ones before moving ahead
with repair work.
(1/4)
(4/4)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
REFERENCE
Flat Spot
When stopping When starting off
If you leave the vehicle for a prolonged
period of time with a load applied on the
tires such as during parking, when you
first use the tires afterwards, deforma-
tion remains at the points where they
were in contact with the road. This defor-
mation can cause vibration.
If you drive a vehicle with these type of
flat spots, you will experience a marked
vibration of the vehicle body an steering
wheel. However, these vibrations nor-
mally cease after about 5-15 minutes of
constant driving.
HINT:
Flat spots caused by jamming on the
brakes or the vehicle going into a
spin result from the tire being worn
away by the road surface. Such flat
spots are different from the ones we
are talking about here.
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
9 3
HINT:
7 5
6 Projections on the tire itself
The length "K" is the longest, so use the
8 4 tire position "11".
Wheel depression:
Position of the minmum wheel run-out 7 5
6 "D" position
Alignment:
Combined the tire position "11" position
with the tire position "D".
(3/4)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
REFERENCE
Correcting Tire Run-out with Grinding
There is a method for correcting vertical
run-out of a tire by grinding the tire tread
surface using a tire grinding wheel or
other grinding machine.
Key points for grinding
• In order to minimize the amount of
Grinding wheel grinding, align the phases of the tire
and wheel before grinding.
• Remove any stones, nails, etc. and
check to make sure the tires have
standard air pressure.
Parallel
• Grind down the raised portions of the
tread surface bit by bit to the average
Grinding wheel height.
• Keep in mind the grinding method for
flat tires (tires with a curvature of
R600 or greater).
HINT:
For the actual grinding instructions,
refer to the operation manual for the
grinding machine.
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
2. Balance inspection
Mount the wheel on the balancer.
(1) Center the wheel on the balancer shaft.
The wheel and the hub are positioned by the wheel
center hole.
Therefore, it is also important for the wheel center
hole and the balancer adaptors to be in the correct
position when mounting the wheel on the balancer.
That is why it is necessary to use a highly precise
adaptor that matches the shape of the wheel.
HINT:
• Adjusting the balance with the center out of place will
not eliminate vibration.
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(2) Tightening
Lift up the wheel so that it is accurately centered and
tighten with the wheel in its free state.
(3) Display cut functions
Generally, balancers have a display cut function so
that they will display 0 g even if a slight imbalance
remains on the wheel. When adjusting the balance,
switch off this display cut function so that you can
adjust the imbalance completely to 0 g.
• Types of adaptors
When selecting the balancer adaptor, use one that
Tapered cone adapter not only has the correct diameter, but also has a
degree of taper that matches the shape of the wheel
center and the wheel's finished surface.
Currently, tapered cone types are the most com-
monly used. Bolt fastening types using flanges are
not used because they do not maintain centering
precision.
(2/5)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
Flange type
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(4/5)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
2. Balance inspection
(1) On-the-car balancer and off-the-car balancer
As explained earlier, the primary objective of the on-
the-car balancer is to correct imbalance arising from
centering deviation of the wheel and hub.
This imbalance is static balance and the main function
of the on-the-car balancer is to correct static balance.
Therefore, before using the on-the-car balancer, it is
necessary to first use the off-the-car balancer to cor-
rect the static and dynamic balances of the tire.
HINT:
Some on-the-car balancers use an adaptor and can
correct the dynamic balance, but in many cases, their
handling is complicated and somewhat imprecise.
(2) Calibration compensation and pickup stand position
• In order to adjust the sensitivity of an on-the-car bal-
ancer, it is calibrated. (Some models are calibrated
automatically.)
0 • In some cases, if the support position of the pickup
stand is not appropriate, the calibration dial compen-
sation applied may increase, but as long as it is
within the range of compensation, balance inspec-
tion is possible.
However, because in this case the pickup stand may
well be in the state that makes it difficult to measure
vibration, change the support position of the pickup
stand to make the compensation applied as small as
possible for an inspection.
(3) Display cut function
As with an off-the-car balancer, an on-the-car bal-
ancer has a function for cutting the display to 0 g even
if there is a minor imbalance remaining, so switch this
function to OFF.
(2/5)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(1/1)
Pre-inspection
1. Universal joint phase inspection
Intermediate Propeller
shaft shaft
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
30 (1/3)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(2/3)
9. Differential inspection
Drive pinion eccentricity inspection
(1) Inspect the ring gear run-out.
Target value: 0.07 mm max.
(2) Inspect the ring gear backlash.
Target value: 0.13-0.18 mm
HINT:
• Measure three locations on the circumference of the
ring gear and check that there is no change in the
Alignment marks
backlash.
• If there is no ring gear run-out, but there is large vari-
ation in backlash measurements, this may be due to
eccentricity of the drive pinion.
Eccentricity of the drive pinion leads to run-out of the
propeller shaft.
(3/3)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(1/7)
2. Items to prepare
Balance piece: Weight Part No. (1) Vibration meter
2g 90937-01147 The vibration meter should be used
4g 90937-01148 with a frequency analyzer.
6g 90937-01149
8g 90937-01150 (2) Strong adhesive tape that can with-
12g 90937-01151
M8x1.25 14g 90937-01152
stand tension
CAUTION:
Weight Part No.
Never use rubber tape or vinyl tape.
Joint bolt:
13g 90101-08082 They can be stretched and cut by
15g 90101-08088 centrifugal force, sending the bal-
17g 90101-08090 ance piece flying out.
19g 90101-08091
(3) Balance piece/joint bolt
Trial weight: Size Part No.
75mm 90460-75004
(4) Graph paper and ruler
78mm 90460-78004
(5) Trial weights (approximately 30 g)
• Make from materials such as wheel
balance weights or steel plates.
HINT:
• For trial weights, using the clamps
on the band type shown in the fig-
ure makes the work easier.
• The clamp bolt section is 20-30 g.
Measure in the weight of the bolt
section by itself in advance.
(2/7)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
3. Work procedure
(1) Measure the vibration when the vehicle is received.
(2) Mount the trial weight on the propeller shaft. Measure
the vibration.
Change the trial weight position and measure four
times.
(3) From the results in (2), calculate the amount of imbal-
ance and the direction.
(4) Temporarily mount the adjustment weight.
1
2
(5) Measure the vibration.
If the effect is inadequate, adjust again.
weight (6) When the results are adequate, weld on the adjust-
ment weight.
(7) Check the effectiveness of this repair.
(3/7)
4. Inspection
(1) Lift up
With one person in the driver's seat, put the vehicle up
on the lift and remove the rear tires.
Tighten all the hub nuts.
If necessary, remove the drive shaft and propeller
shaft too.
HINT:
• Put the vehicle on the lift correctly and raise it mak-
Hub nut ing sure it is properly balanced.
• Work in pairs so you can signal back and forth in
order to make the work safe.
1 (2) Propeller shaft phase position marking
4 Mark 1 through 4 with paint at 90° intervals at the pro-
1
2
3 <1> When using only the vibration meter, set the filter to
cover around 30-150 Hz.
HINT:
Since the frequency varies with the gear ratio, calcu-
late the propeller shaft rotation rate and properly align
the filter band.
<2> Set the pickup for the vibration meter at the tip of the
differential.
(4/7)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(4) Measurements
<1> The driver starts the engine and maintains engine
speed at a constant 80 km/h then signals to the mea-
surer with the horn or the like.
CAUTION:
The vehicle speed is generally 80 km/h.
There are cases in which higher speeds are used in
order to replicate noise symptoms, but for safety's
sake, do not go faster than 120 km/h.
<2> Read the value from the vibration meter and record
it.
HINT:
• Do not use short-duration, extreme values.
• Measure several times and record well-established
data.
• When using the vibration meter together with a fre-
quency analyzer, measure the vibration for the fre-
quency that is the primary vibration of the propeller
1
shaft.
4
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
5. Correction
1 (1) Mount a balance piece as heavy as the amount of
imbalance found in the direction O' → O.
HINT:
O' Temporarily fasten with strong adhesive tape that can
withstand tension.
4 2
O
(2) Check the effect of the correction.
• Measure the vibration and verify that the vibration
has decreased.
• Verify that there is no noise.
Weight mounting
position 3 HINT:
If the results are inadequate, perform the following
operation.
Weight • Increase or decrease the weight of the balance piece
and check the effect.
• Move the position at which the balance piece is
mounted and check the effect.
3
HINT:
1
(7/7)
REFERENCE
1
5 Balance Inspection Using the Five
Senses
4
3 1. Mount the trial weight on the posi-
tions marked 1-4 on the propeller
2 O'
shaft and evaluate the noise levels
4
O 2
2 by listening.
5 4 3 2 3 4 5
2 Evaluation method:
3 Evaluate to one of five levels using the
Weight mounting position level with no trial weight mounted as a
4
reference of 3.
5
3 1 2 3 4 5
Good ← Reference → Poor
2.5
x Trial weight = Wg
Average evaluation value 2. Enter the evaluated value on the
Inherently this value is 3 (the value for when no trial weight is mounted), but 2.5 is graph paper.
used to take into account the error generated by the five senses.
3. Mount the weight as heavy as the
amount of the imbalance found from
the equation in the direction of the
imbalance (O' → O) found using the
graph.
HINT:
What is important in adjusting the
balance is to capture in numbers the
way the vibration and noise levels
change when the trial weight is
changed.
In this case, as long as these levels
are expressed in numbers, the
adjustment can use a vibration
meter, noise meter, or the five
senses.
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(1/9)
- 21 -
Diagnosis Master Technician - Repair of NVH Course Repair of NVH
2. Measurement
(1) Lift up
Lift up the vehicle so that there is a
load on the rear suspensions
springs.
Horizontal surface
HINT:
Make the total weight of the vehicle
equivalent to that at which a noise
occurs.
(2) Measurement
Protractor
<1> Measure the engine mounting
angle θa.
HINT:
Measure selecting surfaces parallel
Protractor Horizontal surface and perpendicular to the engine
crankshaft.
• Crankshaft pulley
• Oil pan installation surface
• Clutch housing installation surface
<2> Measure the propeller shaft installa-
tion angle θb and θc.
HINT:
Measure with the protractor applied
directly to the propeller shaft.
(3/9)
θd
(4/9)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
3. Correction
Based on the results of the measurement, adjust the
mounting, center support bearing, and differential
positions as follows.
• Make the engine angle (θa) and differential angle
(θd) the same.
= Make the joint angles α and β the same.
• Make the engine angle (θa), propeller shaft angle
(θb, θc) and differential angle (θd) as equal as possi-
ble.
= Make the joint angles α and β smaller.
HINT:
• On some models, the joint angle reference value is
written in the Repair Manual.
In this case, use the value given in the Repair Man-
ual.
• After correcting the joint angle, make sure that there
are no unusual vibrations when starting to drive the
vehicle.
(5/9)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
O1
O2 O3
O4 O8
O5 O6 O7
O10
O9
(8/9)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
3. Correction
Based on the results of the measurement, adjust the
mounting, center support bearing, and differential
positions as follows.
O8
• Make the engine center axis (O1-O2) and differential
O7 center axis (O7-O10) parallel.
O6
O10 =Make the joint angles α and β the same.
O5
• Make the engine center axis (O1-O2), propeller shaft
O9
O1 O2 O3 O4 (O3-O6) and differential center axis (O7-O10) as
straight is possible.
= Make the joint angles α and β smaller.
HINT:
• After correcting the joint angle, make sure that there
are no unusual vibrations when starting to drive the
vehicle.
O8 • For some models, the adjustment instructions are
O7
O6 different from those above, but generally, it is better
O10
to make the joint angles smaller.
O5 O9
O1 O2 O3 O4
(9/9)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
Resurfacing Discs
1. Outline
There are on-the-car and off-the-car
disc rotor grinders.
As we learned in the section on
adjusting the tire balance, an on-the-
car type can comprehensively cor-
rect, including rotor and hub off cen-
ter arising from installation and hub
run-out.
Therefore, an on-the-car type of
grinder is used for repair.
Points for work
• Work according to the grinder's oper-
ation manual.
• Before grinding, always inspect the
disc rotors and align the phase to
minimize run-out in order to reduce
the amount of grinding necessary.
Position Alignment
(See ”Repair of NVH >> Repair of NVH >>
Brake Vibration Repair >> Inspect Disc
Run-out” )
(1/3)
2. Work procedure
1. Preparations
Conical (1) Preparations
Hub nut ring
• Use a conical ring to fasten the
rotor to the hub.
• Remove the brake calipers.
• Install the silencer band on the
rotor.
• Draw alignment marks on the rotor
and hub.
Silencer band Matching marks
- 30 -
Diagnosis Master Technician - Repair of NVH Course Repair of NVH
(4) Resurfacing
4. Resurfacing
• Grinding to no more than the speci-
fied feed distance each time.
• If you grind several times and feed
the grinder a smaller distance each
time, the rotor surface finish will be
of good quality.
(2/3)
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Diagnosis Master Technician - Repair of NVH Course Repair of NVH
- 32 -
Diagnosis Master Technician - Repair of NVH Course Repair of NVH
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each Exer-
cise, you can use the reference button to check the pages related to the current question. When you get a incorrect
answer, please return to the text to review the material and find the correct answer. When all questions have been
answered correctly, you can go to the next Chapter.
- 33 -
Diagnosis Master Technician - Repair of NVH Course Repair of NVH
Question- 1
Which of the following statements about the explanation for tire balance adjustment is correct?
1. Turn on the balancer display reset function when performing NVH repair work.
2. During on-the-car balance adjustment, remove the weights that are attached during off-the-car balance
adjustment.
4. When performing on-the-car balance adjustment, remove the wheel cap, center ornament, etc.
Question- 2
The following illustration shows the weight mounting position from the propeller shaft imbalance measurement.
Select the appropriate illustration.
1. 2.
1 1
Weight mounting
position
4 2 4 2
Weight mounting
3 position 3
3. 4.
Weight mounting
1
1 position
Weight mounting
position
4 2
4 2
Weight mounting 3
position 3
1 2 3 4
Question- 3
Which of the following statements about the explanation for propeller shaft joint angle adjustment is correct?
1. The joint angle inspections are the "fore and aft" direction and "right and left" direction inspections.
2. The right and left direction joint angle adjustment has a large adjustment range, so generally joint angle
adjustment refers to right and left direction adjustment.
3. Adjust the propeller shaft joint angle until the input angle and output angle joints are at the same angle.
4. The vertical direction joint angle cannot be adjusted due to the vehicle structure.
- 34 -
Diagnosis Master Technician - Repair of NVH Course Wind Noise
Whistling noise
(Edge tone) (Cavity tone) (Aeolian tone)
1. Turbulence noise
Turbulence noise
A Step accelerates the air flow and
(1) (2) (3) generates turbulence, which causes
the air vibration. At this moment, if
natural wind is varying, this variation
causes the turbulence noise to be
generated.
Vortex
(1) The air is thrown up at the end of
section A to produce a vortex, which
Front roof header hits the body, causing the wind noise
Around A-pillar
to occur.
(2) A Vortex is generated at section B,
Wiper
which hits the body, causing the wind
noise to occur.
(3) The smoothly flowing air generates
Around mirror little wind noise.
Around mirror
Around door
3. Reed noise
Reed noise The air passing through a narrow
passage vibrates the air, which in
turn vibrates the lip to cause the reed
noise.
The difference in pressure is made
between upper and lower part of lib
causing the lip to vibrate.
4. Whistling noise
Whistling noise
The air passing through a narrow
(Edge tone) (Cavity tone) (Aeolian tone) passage picks up speed to cause the
whistling noise to be generated.
Karman's vortex street
There are 3 types, edge tone, cavity
tone and aeolian tone.
The example of the pole is a type of
the aeolian tone.
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
5. Wind throb
Wind throb When driving with open moon roof,
turbulence is generated by the sepa-
rated air flow, which resonates with
the air flow that is coming into the
interior and causes the wind throb.
Inside vehicle
6. Transmitted noise
Transmitted noise
The air flowing along the vehicle
body surface is separated by protru-
Roof heder section C-pillar
sion, etc. to cause a turbulence to be
generated, which is transmitted into
theinterior through the body panel,
etc. and heard by passenger as wind
noise.
Door glass
Door panel
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
Customer Complaint
The first step for the troubleshooting is
to understand the content of the cus-
tomer’s complaint correctly.
Customer Confirmation of Investigation of
To do this, it is very important to have a
complaint customer complaint the cause
questioning session with the customer
on the content of complaint.
The following seven items are key points
of questioning:
Confirmation of 1. Type of sound
Repair Completion
repair result Turbulence noise, Reed noise, Whis-
tling noise, Air leak (Hissing
noise),Transmitted noise, Wind throb
If not effective 2. Direction of noise
A-pillar, Front door, Door mirror, Rear
door, Moon roof, B-pillar,C-pillar, etc.
3. Vehicle speed the noise is gener-
ated at
km/h (mph), peak km/h (mph)
4. Operating state of auxiliary equip-
ment
Heater control lever position, Door
window glass position, Moon roof
position, Wiper position, etc.
5. Presence of accessories
Roof rack, Side visor, Spoiler, etc
Is the noise generated after the
accessories are installed?
6. Time, weather, temperature and
wind
Time: (Early) morning, daytime,
(Late) nighttime
Weather: Fair, cloudy Temperature:
High, middle, low
Wind: Strong, medium, weak, tail
wind, head wind,cross wind
7. When the problem first noticed
Since car was new, After installing
accessories (how many months after
the installation?) or after the mileage
of.
HINT:
Checking symptom Checking symptom
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
Location
Slight
Level of noise Noisy
Very noise
(If any.)
Comment
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
If not effective
(1/5)
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
• Reed noise
Reed noise End of rubber part
(e.g.: Any wobbling of upper molding
A' lip?)
A HINT:
As the noise is caused by the vibra-
tion of the lip, check the condition of
the lip and place where the air
Wobble enters.
Windshield upper
moulding
Windshield
glass
• Whistling noise
Whistling noise Is any section taper-shaped?
Any step in the hole and/or gap?
Any burr in the hole and/or gap?
A Any gap between parts?
Front grill HINT:
As the noise depends on the size of
the clearance between the parts,
A Vortex compare the gap of right and left or
Air flow
with the other car.
Gap
A-A cross section
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
(4/5)
REFERENCE
Table of Noise Source Finding Proce-
dures by Type of Noise and Source
Type of Turbulence Reed noise Whistling noise Air leak Wind
noise noise hissing noise throb Section
Detection method General
To find a true noise source, use the
door mirror and
clearance lamp
head lamp and
Around A-pillar
Around A pillar
source
Pole antenna,
Gap between
Gap between
glass in open
In open state
Door window
Around door
Around door
weatherstrip
moulding lip
accessories
section
door mirror
spoiler and
Front grille
moon-roof
Moon-roof
Hood seal
Around
Around
rubber
Upper
state
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
Investigation of Cause
Customer Confirmation of Investigation of In the troubleshooting of wind noise,
complaint customer complaint the cause investigation of the noise (finding the ori-
gin of the noise) is the biggest portion.
The methods to find the origin of wind
Confirmation of noise are summarized as:
Repair Completion
repair result
1. Aural check to find the kind and
direction of the noise.
If not effective
2. Visual inspection to check the gaps
or clearance among the parts.
3. Checking the change of noise while
operating functional parts.
4. Checking the change of noise while
the parts are pushed or pulled.
5. Taping method to narrow down the
area found by the above 1 to 4.
(1/1)
Repair
1. Outline
When repairing wind noise problems,
Customer Confirmation of Investigation of
it is necessary to make repairs
complaint customer complaint the cause appropriate to the conditions under
which and the location at which the
wind noise occurs.
When making a repair, be sure that:
• The repair method is effective for an
Confirmation of
Completion
extended period of time
Repair
repair result • The repair method does not cause
the malfunction of functional parts
• The repair has a good appearance
If not effective
(1/7)
A Caulking sponge
A' Caulking
sponge A-A' cross section (No.1 corner)
Caulking sponge
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
REFERENCE
Repair Kit
There are several thickness of the
sponge.
Cell structure of the sponge in the inte-
rior noise kit are continuous, the struc-
ture permits the air to invade in to the
inside easily.
On the other hand, the cell structure of
the caulking sponge in the wind noise kit
are independent preventing the air from
easily invading in to the inside.
W/ Adhesive Tape
(1/1)
Butyl tape
(3/7)
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
4. Windshield adhesive
Correction of reed noise from upper molding
By applying the butyl tape, the enter-
ing of the air into the front pillar is
Fill cross hatched area stopped. Accordingly, the lip of the
with windshield adhesive Windshield outside windshield moulding is not vibrated
moulding anymore. Butyl tape is windshield
adhesive which is used when wind
shield glass is installed.
Used mainly for sealing front and
A Windshield rear windshield.
A'
Front piller
(4/7)
5. Fitting adjustment
Prevention of air leak from around the door
For adjusting the fitting according to
due to defective door fitting
the Repair Manual.
FRONT DOOR ADJUSTMENT
(5/7)
Prevention of air leak from around the door Prevention of air leak from around the door
due to defective door fitting due to defective door fitting
FRONT DOOR ADJUSTMENT FRONT DOOR ADJUSTMENT
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
6. Assembly correction
Fit the door belt moulding securely
For correcting defective part assem-
bly.
NOTICE:
Carefully operate so as not to dam-
age the body or other parts.
Wrong Good
(6/7)
7. Parts replacement
Correction of turbulence noise due to poor part shape
By changing the part, the flow of the
Separation area Re-attachment point air changes (pealing off of the air is
eliminated).
Air flow
A A'
Before changing
Air flow
After changing
Confirmation of
Repair Completion
repair result
If not effective
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
4. Repair
The gap is buried by caulking
sponge.
(1/1)
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
(6)
4. Repair
Caulking sponge was applied.
(2/2)
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
Exercise
Use the Exercises to check your level of understanding for the material in this Chapter. After answering each Exer-
cise, you can use the reference button to check the pages related to the current question. When you get a incorrect
answer, please return to the text to review the material and find the correct answer. When all questions have been
answered correctly, you can go to the next Chapter.
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Diagnosis Master Technician - Repair of NVH Course Wind Noise
Question- 1
Which of the following statements about the types of wind noise is correct?
1. Air leak hissing noise is generated when the body is firmly sealed.
2. The three types of reed noise are edge tone, cavity tone, and aeolian tone.
3. Wind throb is generated while driving with the moon roof open.
Question- 2
Which of the following statements about the method for looking for the locations that are generating wind noise is
incorrect?
1. Affix tape between the parts and check if there is sound coming from the edge of the tape.
2. Move the movable parts (door mirror, etc.) and check if the sound changes.
3. Remove the door and body grommets and check if the sound changes.
4. Visually check to see if there are any areas that are blocking the flow of air over the exterior of the body.
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Diagnosis Master Technician - Repair of NVH Course Examination
Examination
• Please take this examination after finishing all the chapters in this book.
• Click the "Start Examination" button.
• Type all of your answers into the examination form on the screen.
• After all the questions are finished, click the "Write results" button at the bottom of the screen.
• A new window will appear. After inputting all required fields into the answer form, print it out and submit
it to the instructor.
Q-1 Which of the following statements about the method for repairing vibration noise is correct?
A. When repairing automobile vibration noise, removing the cause of the vibration is the perfect repair
method, but it is difficult to eliminate all sources of vibration.
B. Move the resonance point by loosening the bolts and nuts of the various areas.
Q-2 Which of the following statements about the five senses evaluation points when using the five senses to
conduct troubleshooting is incorrect?
B. Sufficiently understand the level of competing vehicles and then evaluate the level of other vehicles of
the same model and of the customer's vehicle.
C. Perform an evaluation taking into consideration the model's intrinsic factors, such as how the vehicle is
used, the customer's age category, genre, etc.
D. Have one person perform the evaluation and perform a final evaluation.
Q-3 Which of the following statements about the tire balance adjustment is correct?
A. Regularly inspect the balancers and only use those that have maintained their precision.
B. For on-the-car balance adjustment, perform the inspection with the wheel cap, valve cap, center orna-
ment, and magneto lock nuts removed.
C. When performing vibration repair work, turn on the display cut function.
D. When the on-the-car measurement value is not stable and the imbalance amount and imbalance position
change with each measurement, perform the repair by performing only off-the-car balance adjustment.
Q-4 Which of the following statements about the propeller shaft joint angle inspections and balance inspec-
tions is correct?
A. The pre-inspection does not need to be performed if only propeller shaft balance adjustment is per-
formed.
B. The propeller shaft joint angle inspection consists of a vertical and a lateral inspection.
C. There is no impact on the measurement accuracy even if the propeller shaft imbalance amount is larger
than the trial weight amount during balance measurement.
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Diagnosis Master Technician - Repair of NVH Course Examination
Q-5 Which of the following statements about the brake rotor grinding is correct?
A. Before performing the brake rotor grinding work, inspect the disc rotor, align the phases, minimize the
run-out, and grind off a large amount.
D. Use the on-the-car type grinder for the brake rotor grinder.
Q-6 The results of the tire and wheel vertical run-out inspection for performing tire phase alignment are like the
results shown in the illustration.
Select which tire and wheel positions to align to perform tire phase alignment.
7 5
6
Minimum position
of wheel run-out
-3-
Diagnosis Master Technician - Repair of NVH Course Examination
Q-7 The following illustration shows the method for attaching the off-the-car balancer adapter and the wheel.
Select the appropriate illustration.
A. B.
Finishing surface Finishing surface
Back Surface Back Surface
Balancer Balancer
Adapter
Adapter
Wheel Wheel
C. D.
Finishing surface Finishing surface
Adapter
Wheel Wheel
Q-8 Which of the following statements about the method for using the vibration meter is correct?
A. The measurement accuracy can be improved by having a good understanding of the vibration meter
characteristics.
B. RMS (Root Mean Square) is often used for the indicator characteristics of the vibration meter used to
measure vehicle vibration.
C. When setting the vibration meter level range, change from the small range to the large range, and set in
a range where OVER is not generated.
Q-9 Which of the following statements about the sound level meter usage method is correct?
A. When using the sound level meter to measure a noise, the correct measurement value will not be dis-
played if calibration is not conducted each time the level range is changed.
B. Calibration is performed to correct the battery voltage, so the indicator value will shift off value if mea-
surement is conducted for a long period of time.
C. Noise measurement is performed by placing a microphone in front of the chest in the location inside the
vehicle indicated by the customer.
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Diagnosis Master Technician - Repair of NVH Course Examination
Q-10 Which of the following statements about removing the vibration source and narrowing down the factors is
incorrect?
C. Remove all of the parts that are vibration sources and drive.
Q-11 Which of the following statements about the pre-inspection that is performed before the tire and wheel run-
out inspection and balance inspection is incorrect?
A. Check the tire and wheel size, appearance, and tire air pressure.
B. Check the suspension and steering bushing fatigue, linkage chatter, and deformation.
C. Check the hub run-out, and hub and wheel engagement gap.
Q-12 Which of the following statements about the pre-inspection that is performed before the propeller shaft bal-
ance inspection and joint angle inspection is correct?
B. Check for brake dragging and how well the axle shaft and wheels turns.
Q-13 Which of the following statements about the questions that are asked of the customer when repairing wind
noise is incorrect?
C. Ask the type of weather, air temperature, and wind conditions when the noise occurs.
D. Ask if the noise occurred after a roof rack, etc., was installed.
Q-14 Which of the following statements about the explanation of the method for finding the cause of wind noise
is incorrect?
A. Check by ear for the type of noise and the direction from which the noise is coming.
B. Check visually for surfaces with level differences, gaps, and other areas that generate noise.
C. Check the difference in the noise when the door is open and when it is closed.
D. Check the difference in the noise when the lining, etc., is pushed and pulled.
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Diagnosis Master Technician - Repair of NVH Course Examination
10 C
11 D
Chapter
12 B Instruction
Examination
13 B Excercise
14 C
Send by
Results Instructor
FAX / E-mail
Floppy disc
NAME :
ID :
-6-