Part 1

Design

Start control module (SCU)

The start control module (SCU), with its starter button, is the unit that the driver uses to start the vehicle. Also see Design and Function, Immobilizer/start inhibition.
The start control module (SCU) activates the power supply to certain functions in the engine control module (ECM) via fuses in the front integrated relay/fusebox and central electronic module (CEM). The start control module (SCU) also supplies the engine control module (ECM) with start signals.
The start control module (SCU) transmits a high signal (Ubat) to the engine control module (ECM) when the start control module (SCU) is in position III.
The engine control module (ECM) will activate the starter motor relay. In turn the relay activates the starter motor. See also: Function, B6324S4 Function
The start control module (SCU) is supplied with power from the fuse in the front integrated relay/fusebox.
The central electronic module (CEM) can diagnose the start control module (SCU).

Transmission control module (TCM)
The engine control module (ECM) uses a directly connected signal from the transmission control module (TCM) in the start function (activating the starter motor).

Immobilizer
See Design and Function, Immobilizer/start inhibition.

Alternator control module (ACM)
See Design and Function, Alternator.

Engine speed (RPM) sensor

The engine speed (rpm) sensor provides the engine control module (ECM) with information about the speed and position of the crankshaft. The engine control module (ECM) is able to use the signal from the engine speed (rpm) sensor to determine when a piston is approaching top dead center.
The signal from the engine speed (rpm) sensor is also used to check the engine for misfires. For further information, see: Misfire diagnostic, B6324S4 Misfire Diagnostics
The impulse sensor is located on the engine's flywheel side, pointing forward. The sensor is inductive with permanent magnet. When the flywheel/drive flange plate passes the impulse sensor, an alternating voltage is induced in the sensor. The generated voltage and frequency increase when the engine speed increases.
The signal varies between 0.1-100 V depending on the engine speed (rpm).
The Engine Control Module (ECM) is able to determine the engine speed (RPM) by counting the number of holes per time unit. When the reference position passes the engine speed (RPM) sensor, the voltage and frequency drop momentarily to zero, even though the engine is still running. This allows the engine control module (ECM) to determine the position of the crankshaft.
If the signal from the engine speed (rpm) sensor is incorrect or missing, the control module will use signals from the camshaft position (CMP) sensor.
The engine speed sensor can be diagnosed by the engine control module (ECM) and the sensor signal (engine speed) can be read out.

Camshaft position (CMP) sensor

The function of the camshaft position (CMP) sensor is to detect the flanks of the camshaft rotor. The signal from the sensor is used by the engine control module (ECM) to determine the angle of the camshaft.
Each camshaft is divided into a number of flanks (segments) per camshaft revolution. A pulse wheel on the camshaft consisting of teeth (the teeth are positioned by each flank) is used by the camshaft position sensor (CMP) to detect the flanks and the position of the camshaft.
In the event of misfire or engine knock, the control module is able to determine which cylinder is misfiring or knocking using the camshaft position (CMP) sensor's signal. Also see "Design, Knock sensor and Design, Engine speed sensor".
Data about the camshaft position is used during camshaft control (CVVT). See: Function, B6324S4 Function
The sensor, which is a magnetic resistor with a permanent magnet, is grounded in the control module and supplied with 5 V from the control module. When one of the teeth on the camshaft pulse wheel passes the camshaft position (CMP) sensor, a signal is transmitted to the control module from the camshaft position (CMP) sensor. The signal varies between 0 and 5 V and is high when a tooth is in contact with the camshaft position (CMP) sensor and low when the tooth leaves the camshaft position (CMP) sensor.
There is camshaft position (CMP) sensor for each camshaft.
The camshaft sensors are located by the camshafts on the engine's left side, closest to the flywheel.
The engine control module (ECM) can diagnose the camshaft position (CMP) sensors.

Knock sensor (KS)

The function of the knock sensor (KS) is to monitor combustion knocking from the engine. Knocking may damage the engine and reduces the efficiency of engine combustion.
If the engine control module (ECM) registers knocking from any of the cylinders, the ignition will be retarded for that cylinder at the next combustion stage. If repeated ignition retardation does not prevent knocking, the injection period will be increased. This has a cooling effect.
The sensor is made up of a piezo electrical crystal. If there is engine knock, vibrations (sound waves) spread through the cylinder block to the knock sensor (KS). The resultant mechanical stress in the piezo electrical material in the knock sensors generates a voltage. This signal is transmitted to the Engine Control Module (ECM). The signal corresponds to the frequency and amplitude of the sound waves. This allows the Engine Control Module (ECM) to determine if the engine is knocking. The camshaft position (CMP) sensor and engine speed (rpm) sensor are used to determine the operating cycle of the engine (which cylinder is igniting) and thereby which cylinder is knocking.
The knock sensors (KS) are located on the cylinder block under the intake manifold.
The engine control module (ECM) can diagnose the knock sensors (KS).

Engine coolant temperature (ECT) sensor

The engine coolant temperature (ECT) sensor checks the temperature of the engine coolant. The temperature of the engine coolant is required so that the engine control module (ECM) can regulate:
- the injection period
- the idle speed
- the engine cooling fan (FC)
- the ignition advance
- engagement and disengagement of the A/C compressor
- diagnostic functions.
The sensor is a negative temperature coefficient (NTC) type which is supplied with power from the control module (signal) and is grounded in the control module.
The resistance in the sensor changes depending on the temperature of the coolant. Depending on the resistance in the sensor, voltage (signal) is transmitted to the engine control module (ECM). The lower the temperature the higher the voltage (high resistance). A high temperature results in low voltage (low resistance).
The engine temperature sensor is located by the thermostat under the intake manifold.
The engine temperature sensor can be diagnosed by the engine control module (ECM) and the sensor value can be read out.

Mass air flow (MAF) sensor/Intake air temperature (IAT) sensor

Overview
The mass air flow (MAF) sensor is a combined sensor and contains two sensors in the same component:
- mass air flow (MAF) sensor
- intake air temperature (IAT) sensor.
The mass air flow sensor is located by the air filter housing.

Mass air flow sensor (MAF)
The mass air flow (MAF) sensor gauges the air mass sucked into the engine. It continuously transmits signals to the engine control module (ECM) about the mass of the intake air. This data is used by the engine control module (ECM) to calculate:
- the injection period
- the fuel pressure
- the ignition timing
- the engine load.
The transmission control module (TCM) also uses this data for its gear shift calculations. This data is transmitted to the transmission control module (TCM) from the engine control module (ECM) via the high speed side of the Controller area network (CAN).
The mass air flow (MAF) sensor is a hot wire type. Unlike other hot wire types, the mass air flow sensor in the Denso system uses a hot wire which has a ceramic casing. This eliminates the need for a clean burn function.
The mass air flow (MAF) sensor is supplied with battery voltage by the system relay and is grounded in the engine control module (ECM). The signal from the sensor is analog and varies between approximately between 0.5 - 4.5 V. Low air flow (low mass) results in low voltage, high air flow (high mass) gives high voltage.
The mass air flow (MAF) sensor can be diagnosed by the engine control module (ECM) and the sensor signal can be read off.

Intake air temperature (IAT) sensor
The temperature sensor checks the temperature of the intake air in the intake manifold. This data is used by the engine control module (ECM) to calculate injection period. The control module also controls certain diagnostic functions using the signal from the temperature sensor.
The sensor, which is an NTC resistor, is grounded in the control module and supplied with power (signal) from the control module.
The resistance in the sensor changes according to the intake air temperature. This provides the control module with a signal of between 0.5 - 5 V. The lower the temperature the higher the voltage (high resistance). A high temperature results in low voltage (low resistance).
The temperature sensor can be diagnosed by the engine control module (ECM) and the sensor signal can be read off.

Heated oxygen sensors (HO2S)

Front heated oxygen sensor (HO2S)

Caution! The air lines to the heated oxygen sensors must not be trapped or damaged in any way. The connectors for the heated oxygen sensors must not be greased under any circumstances. The oil in the grease would interfere with the reference air and the function of the heated oxygen sensors (HO2S).

The centre heated oxygen sensor is of the same type as the rear heated oxygen sensor, but with higher rated heating coil. This contributes to faster warming of the sensor, which is necessary since this function is to work immediately after engine start when the catalytic converter and the rear heated oxygen sensor are not yet warm.
When the catalytic converter and the rear heated oxygen sensor have become warm, the rear heated oxygen sensor is used instead of the centre heated oxygen sensor.
The centre heated oxygen sensor has no direct impact on control of the fuel/air mixture, however, Engine control module (ECM) uses the signal to optimize the signal from the front heated oxygen sensor.
For further information, see: Three-way catalytic converter (TWC) diagnostics, B6324S4 Three-Way Catalytic Converter (TWC) Diagnostics
The heated oxygen sensor (HO2S) uses voltage control. The signal characteristic is binary. With a binary signal characteristic, the amplitude of the signal curve changes considerably when changing the oxygen content in the exhaust gases. Otherwise its components and function are the same as the front heated oxygen sensor (HO2S).
The heated oxygen sensor can be diagnosed by the engine control module (ECM), and signals can be read out.

Preheating of the heated oxygen sensors (HO2S)
The heated oxygen sensor (HO2S) only functions above a certain temperature, approximately 300 °C. The normal operating temperature is between 300-900 °C. The heated oxygen sensors (HO2S) are electrically pre-heated so that operating temperature is rapidly reached. They are also pre-heated to ensure that the heated oxygen sensors (HO2S) maintain a normal operating temperature and to prevent condensation which could damage the heated oxygen sensor (HO2S).
The sensor's heating coil consists of a PTC-resistor. The heating coil is supplied with voltage from the system relay and is grounded internally in the Engine control module (ECM).
When the control module grounds the connection, a current will pass through the PTC-resistor. When the heated oxygen sensor is cold, the resistance in the PTC-resistor is low and a high current will pass through the circuit. To avoid condensation damage to the heated oxygen sensor the current is pulsed from the Engine control module (ECM) in the beginning. Depending on the temperature, consideration is given to dew point and, as the temperature increases in the PTC-resistor, the resistance increases in the resistor, the current is reduced and transfers gradually to non-pulsing current.
The heating period for the front heated oxygen sensor is short, approx. 20 seconds.
The heating coil in the centre heated oxygen sensor is slightly pore powerful than that in the rear, to obtain extra fast warming.
The heater element heats the heated oxygen sensors (HO2S) to approximately 350 °C. The probes maintain this as a minimum temperature.
The engine control module (ECM) can diagnose the heater element.

Stop lamp switch

The task of the stop lamp switch is to provide the engine control module (ECM) with information about the position of the brake pedal.
When the brake pedal is pressed down, a signal is sent to the Engine control module (ECM) which turns off the cruise control (if it is activated). The brake pedal switch function (connected to the brake control module (BCM)) also handles the function for switching off the cruise control.
For further information, see Design and Function, Brake control module (BCM).
The stop lamp switch is supplied with power from the start control module (SCU) (terminal 30). When the brake pedal is depressed the switch closes and a high signal (12 V) is transmitted to the engine control module (ECM).
The engine control module (ECM) can diagnose the stop lamp switch. The status (position) of the switch can be read using the diagnostic tool.
The brake light switch is on the pedal box by the brake pedal.