СИСТЕМА SFI


  1. FUNCTION OF MAIN COMPONENTS


    1. The main components of the engine control system are as follows:

      Component Outline Quantity Function
      ECM VFOREST + VFOREST 1 Optimally controls the engine control system to suit the operating conditions of the engine in accordance with the signals provided by the sensors.
      Air Fuel Ratio Sensor (Bank 1, Sensor 1) Type with Heater (Planar Type) 1 Detects the oxygen concentration in the exhaust gas by measuring the electromotive force which is generated in the sensor itself.
      Oxygen Sensor (Bank 1, Sensor 2) Type with Heater (Cup Type) 1
      Intake Mass Air Flow Meter Sub-assembly Air Flow Meter Hot-wire Type 1 Uses a built-in hot-wire to directly detect the intake air mass.
      Intake Air Temperature Sensor Thermistor Type 1 Detects the intake air temperature.
      Engine Coolant Temperature Sensor Thermistor Type 1 Detects the engine coolant temperature.
      Fuel Pressure Sensor Semiconductor Type 1 Detects the fuel pressure in the fuel delivery pipe.
      Crank Position Sensor [Rotor Teeth] Magnetic Resistance Element (MRE) Type [36 - 2] 1 Detects the engine speed and performs cylinder identification.
      Camshaft Position Sensor [Rotor Teeth] Magnetic Resistance Element (MRE) Type [3] 2 performs cylinder identification.
      Throttle Position Sensor Non-contact Type 1 Detects the throttle valve opening angle.
      No. 1 Turbo Pressure Sensor Turbo Pressure Sensor Semiconductor Type 1 Detects the turbo pressure.
      Intake Air Temperature Sensor Thermistor Type 1 Detects the intake air temperature.
      No. 2 Turbo Pressure Sensor Semiconductor Type 1 Detects the turbo pressure.
      Accelerator Pedal Sensor Assembly Non-contact Type 1 Detects the amount of pedal effort applied to the accelerator pedal.
      Knock Control Sensor Built-in Piezoelectric Element Type (Flat Type) 1 Detects engine knocking indirectly through the vibration of the cylinder block caused by engine knocking.
      Oil Pressure Sender Gauge Assembly Semiconductor Type 1 Detects the engine oil pressure.
      Temperature Sensor Thermistor Type 2 Detects the engine oil temperature.
      Camshaft Timing Oil Control Solenoid Assembly Solenoid Type 2 Changes the oil passage to the VVT-i or VVT-iW controller in response to signals from the ECM.
      Throttle Control Motor DC Motor 1 Regulates the opening of the throttle valve in accordance with the signals from the ECM.
      Fuel Injector Assembly High Pressure Single Slit Nozzle Type 4 This injector contains a high-pressure electromagnetically-operated nozzle used to inject fuel directly into the cylinder.
      Ignition Coil Assembly Type with Igniter 4 Incorporates an igniter and provides the high voltage electricity necessary for ignition in accordance with signals from the ECM.
      Spark Plug Iridium-tipped Type 4 Produces a spark inside the cylinder using high voltage electricity delivered from the ignition coil assembly.
      Electric Water Pump Assembly Brushless Motor 1 Based on signals from the ECM, engine coolant is pressure-fed to the turbocharger sub-assembly and intercooler assembly.
      Oil Pressure Switching Valve Assembly Solenoid Type 1 Based on signals from the ECM, the supply of engine oil to the piston jet is controlled.
      Vacuum Regulating Valve Assembly Solenoid Type 1 Based on signals from the ECM, the wastegate valve is opened and closed.
      Air Bypass Valve Solenoid Type 1 Based on signals from the ECM, the air bypass valve is opened and closed.
      Pressure Discharge Valve Assembly Solenoid Type 1 Based on signals from the ECM, fuel pressure (low pressure) is controlled.

  2. SYSTEM CONTROL


    1. The engine control system has the following features:

      System Outline
      Direct Injection 4-stroke Gasoline Engine with Turbo (D-4T) This system comprehensively controls the D-4 and turbo pressure control.
      Direct Injection 4-stroke Gasoline Engine Sequential Multiport Fuel Injection (D-4 SFI) System

      • This is an L-type SFI system. It directly detects the intake air volume with a hot-wire type intake mass air flow meter sub-assembly.

      • Unlike a conventional gasoline engine, the D-4 SFI system precisely controls both the injection timing and injection volume.

      • Based on signals from each sensor, the ECM controls the injection volume and timing of fuel injector in accordance with the engine speed and engine load in order to optimize combustion conditions.
      Electronic Spark Advance (ESA)

      • Ignition timing is determined by the ECM based on signals from various sensors. The ECM corrects ignition timing in response to engine knocking.

      • This system determines the optimal ignition timing in accordance with the signals received from the sensors and sends ignition (IGT) signals to the igniters.
      Electronic Throttle Control System-intelligent (ETCS-i) Optimally controls the opening angle of the throttle valve in accordance with the accelerator pedal input and the engine and vehicle operating conditions.
      Variable Valve Timing-intelligent Wide (VVT-iW) Regulates operation of the intake camshaft to ensure an optimal valve timing in accordance with the engine operating conditions.
      Variable Valve Timing-intelligent (VVT-i) Regulates operation of the exhaust camshaft to ensure an optimal valve timing in accordance with the engine operating conditions.
      Cooling Fan Control The cooling fan ECU steplessly controls the speed of the fans in accordance with the engine coolant temperature, vehicle speed, engine speed, and air conditioning operating conditions. As a result, the cooling performance is improved.
      Fuel Pump Control (for Low Pressure)

      • Based on signals from the ECM, the fuel pump control ECU controls the fuel pump.

      • The fuel pump is stopped when any of the Supplemental Restraint System (SRS) airbags is deployed in a collision.
      Variable Fuel Pressure Control Controls the fuel pressure (low pressure) by controlling the pressure discharge valve assembly in accordance with the engine operating conditions.
      Fuel Pump Control (for High Pressure) Regulates the fuel pressure within a range of 2.4 MPa to 20 MPa in accordance with driving conditions.
      Air Fuel Ratio Sensor and Oxygen Sensor Heater Control Maintains the temperature of the air fuel ratio sensor and oxygen sensor at an appropriate level to increase the ability of each sensor to accurately detect the oxygen concentration in the exhaust gas.
      Turbocharger Control

      • Controls the turbo pressure by opening and closing the wastegate valve in accordance with driving conditions.

      • Prevents the surge phenomenon* by opening and closing the air bypass valve in accordance with driving conditions.
      Electric Water Pump Control Controls the amount of engine coolant sent to the turbocharger sub-assembly and intercooler assembly in accordance with the engine operating conditions.
      Piston Jet Control System Controls the piston jet engine oil injection in accordance with the engine condition.
      Brake Override System The driving torque is restricted when both the accelerator and brake pedals are depressed. (For the Activation Conditions and Inspection Method, refer to the repair manual.)
      Evaporative Emission Control The ECM controls the purge flow of the evaporative emissions (HC) from the charcoal canister assembly in accordance with engine conditions.
      Engine Immobiliser Prohibits fuel delivery and ignition if an attempt is made to start the engine with an invalid key.
      Oil Maintenance Reminder System The oil maintenance information message is shown on the multi-information display according to the vehicle condition to inform the driver. For details, see the METER / GAUGE / DISPLAY section.
      Fail-safe When the ECM detects a malfunction, the ECM stops or controls the engine according to the data already stored in memory.
      Diagnosis When the ECM detects a malfunction, the ECM diagnoses and memorizes the failed section.

      Tech Tips

      *: Surge phenomenon: This phenomenon is when the intake airflow reverses. As a result, an abnormal noise is easily generated during deceleration.