EFI (Electronic Fuel Injection) : Engine ECU

Diagnosis Master Technician - Gasoline Engine Control System
EFI (Electronic Fuel Injection)
Description
Throttle position sensor
Injector
Air flow meter
Engine ECU
The EFI system uses various sensors to

detect the engine condition and vehicle
running condition. And the engine ECU
calculates at the optimum fuel injection
volume, and causes the injectors to
inject the fuel.
The figure shows the basic EFI configuration.
Manifold
pressure
sensor
Camshaft position sensor
Engine ECU
This calculates the optimum fuel
injection duration based on the signals from the sensors.
Oxygen
sensor
Oxygen
sensor
Air flow meter or manifold pressure sensor

This detects the intake air mass or
manifold pressure.
Water temp. sensor
Crankshaft position sensor
Crankshaft position sensor

This detects the crank angle and
engine speed.
Camshaft position sensor
This detects the standard crank
angle and the camshaft timing.
Water temperature sensor
This detects the coolant temperature.
Throttle position sensor
This detects the throttle valve opening angle.
Oxygen sensor
This detects the oxygen concentration in the exhaust gas.
(1/1)
Types of EFI
There are two types of EFI system classified by the amount of the intake air
detection method.
Air
Air
Air flow meter
Intake manifold
Intake manifold
Detection
of intake
air mass
Manifold pressure
sensor
Injection
Engine
Engine speed
Engine ECU
Injection volume
control
Injection
Engine
Injector
Fuel
Detection
of intake
manifold
pressure
Injector
Engine speed
Engine ECU
Fuel
Injection volume
control
1. L-EFI (Air-flow control type)

This type uses an air flow meter to
detect the amount of the air flowing in
the intake manifold.
There are two types of detection
methods: One directly measures the
intake air mass, and one makes corrections based on the air volume.
2. D-EFI (Manifold pressure 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)
2003 TOYOTA MOTOR CORPORATION. All right reserved.

-1-
Fuel System
Description
The fuel is taken from the fuel tank by
the fuel pump and sprayed under pressure by an injector.
The fuel pressure in the fuel line must be
regulated to maintain stable fuel injection by the pressure regulator and pulsation damper.
Pressure regulator
Fuel pump
Fuel pump filter
Main components
Fuel tank
Fuel pump assembly
Fuel pump
Fuel pump filter
Fuel filter
Pressure regulator
Delivery pipe
Injector
Pulsation damper
Fuel filter
Delivery pipe
Pulsation
damper
Fuel tank
Injector
Pressure regulator
Fuel tank
Delivery pipe
Injector
Fuel filter
Pulsation
damper
Fuel pump
Fuel pump assembly
Fuel pump filter
(1/1)
Fuel Pump
Check valve
Relife valve
Motor
Outlet port
Inlet port
Casing
Blade
Pump impeller
Fuel pump filter
Fuel
Impeller
The fuel pump is installed in the fuel tank

and is integrated with the fuel filter, pressure regulator, fuel sender gauge, etc.
The pump impeller is turned by the
motor to compress the fuel.
The check valve closes when the fuel
pump is stopped to maintain the pressure in the fuel line and make it easier to
restart the engine.
If there is no residual pressure, vapor
lock can easily occur at high temperatures, making restarting difficult.
The relief valve opens when the pressure on the outlet side becomes too high
in order to prevent the fuel pressure
from becoming too high.
(1/1)
-2-
Pressure Regulator
The pressure regulator controls the fuel pressure to the
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
check valve.
There are two types of fuel regulation methods.
to Injector
Valve
to Fuel tank
Pressure regulator
Fuel filter
from Fuel pump
1. Type 1
This type controls the fuel pressure at a constant pressure.
When the fuel pressure exceeds the force of the pressure 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.
This vacuum is always changing depending on the
engine conditions. Therefore, for this type the engine
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
injects the fuel.
(1/2)
to
Intake manifold
Diaphragm
Valve
from
Delivery pipe
to Fuel tank
Fuel tank
Pulsation damper
Pressure regulator
2. Type 2
This type is equipped with a delivery pipe that continually regulates the fuel pressure to keep the fuel pressure 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 diaphragm's upper chamber, the fuel pressure is controlled by changing the fuel pressure when the valve is
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
by the manifold vacuum, which draws out the fuel.
This vacuum is always changing depending on the
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.
Fuel return pipe
(2/2)
-3-
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
ports of the cylinders in accordance with
the signal from the engine ECU.
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
change, the amount of the fuel injection
is controlled at the time the current is
flowed to the solenoid.
Injector
O-ring
Grommet
Valve
Coil
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 damage the O-ring.
With the injector installed in the delivery pipe, turn the indicator by hand. If
it does not rotate smoothly, the Oring is damaged.
(1/1)
-4-
Fuel Filter/Fuel Pump Filter

1. Fuel filter
The fuel filter removes dirt and impurities from the fuel that is compressed by the fuel pump.
2. Fuel pump filter
The fuel pump filter removes dirt and
impurities from the fuel before entering the fuel pump.
SERVICE HINT:
Fuel pump filter
Fuel filter
If a fuel filter becomes clogged, it will

reduce the fuel pressure sent to the
injector, causing difficulties with engine
starting or poor drivability.
HINT:
Some fuel pumps are installed on
the outside of the fuel tank.
In some models a union bolt or various types of quick connectors are
used to connect the fuel line.
(1/1)
Fuel Pump Control
EFI relay
Circuit
opening
relay
Fuel pump
1. Basic operation
The fuel pump only operates when the engine is running.
Even when the ignition switch is turned ON, if the
engine is not running, the fuel pump will not operate.
IG
ST
Ignition
switch
Engine ECU
FC
Microprocessor
E1
STA
NE signal
NE
-5-
(1) Ignition switch ON:

When the ignition switch is in the IG position, the EFI
relay turns on.
EFI relay
Circuit
opening
relay
Fuel pump
IG
ST
Ignition
switch
Engine ECU
FC
Microprocessor
E1
STA
NE signal
EFI relay
NE
Circuit
opening
relay
Fuel pump
(2) Ignition switch START:

When the engine cranks, a STA signal (starter signal)
is sent to the engine ECU from the ST terminal of the
ignition switch.
When the STA signal is input into the engine ECU, the
engine turns on the transistor and the circuit opening
relay is turned on. Then, current is allowed to flow into
the fuel pump in order to operate the fuel pump.
IG
ST
Ignition
switch
Engine ECU
FC
Microprocessor
E1
STA
NE signal
NE
-6-
EFI relay
(3) Engine cranking/running

At the same time the engine is running, the engine
ECU receives the NE signal from the crankshaft position sensor, continuing the transistor on to keep the
fuel pump operating.
Circuit
opening
relay
Fuel pump
IG
ST
Ignition
switch
Engine ECU
FC
Microprocessor
E1
STA
NE signal
EFI relay
NE
Circuit
opening
relay
Fuel pump
(4) If engine is stopped:

Even when the ignition switch is ON, if the engine is
stopped, the NE signal will no longer be input into the
engine ECU, so the engine ECU will turn off the transistor, which turns off the circuit opening relay, causing
the fuel pump to stop.
IG
ST
Ignition
switch
Engine ECU
FC
Microprocessor
E1
STA
NE signal
NE
-7-
SERVICE HINT:
DLC1
+B
SST
FP
DLC1
EFI relay
Circuit
opening
relay
Fuel pump
IG
ST
Ignition
switch
DLC 1
There are some vehicles equipped with a DLC1 as
shown at left.
When +B terminal and FP terminal of the DLC1 are
shorted using an SST with the ignition switch turned
ON, the current will flow to the fuel pump without passing through the circuit opening relay to operate the
fuel pump.
In this way, the inspection of the fuel pressure or pump
operation can be performed by forcing the fuel pump
to operate.
Engine ECU
FC
Microprocessor
E1
STA
NE
NE signal
(1/5)
EFI relay
Circuit
opening
relay
Fuel pump
control relay
A
Fuel pump
B
Resistor
IG
ST
Ignition
switch
Engine ECU
FP
2. Fuel pump speed control

This control reduce the fuel pump speed to decrease
the pump wear and electrical power when much fuel is
not required, such as when the engine is running at
low speed.
When the current flows into the fuel pump through the
contact B of the fuel pump control relay and the resistor, the fuel pump operates at low speed.
When the engine is cranking, when the engine is running at high speed, or at heavy loads, the engine ECU
switches the contact of the fuel pump control relay into
A in order to operate the fuel pump at high speed.
Microprocessor
FC
E1
STA
NE signal
NE
(2/5)
-8-
EFI relay
Fuel pump ECU
Fuel pump
FP+
FP-
FPC
Engine
ECU
D1
HINT:
ON-OFF control with speed control (by engine
ECU and fuel pump ECU)
Some models control the fuel pump speed using the
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.
When a malfunction is detected, a signal is sent from
the fuel pump ECU to DI terminal of the engine ECU.
(3/5)
EFI relay
Circuit
opening
relay
Fuel pump
IG
ST
Ignition
switch
Engine ECU
FC
Microprocessor
STA
NE signal
NE
3. Fuel pump shut-off system

Some vehicles have a mechanism where the fuel
pump control stops the fuel pump in the following conditions to maintain safety.
(1) When an airbag inflates:
When the SRS driver's, front passenger's, or side airbag inflates, the fuel cut-off control stops the fuel
pump.
When the engine ECU detects an airbag inflation signal from the center airbag sensor assembly, the
engine ECU turns off the circuit opening relay to stop
the fuel pump operation.
After the fuel cut-off control operates, the fuel cut-off
control can be cancelled by turning the ignition switch
OFF, causing the fuel pump to reoperate.
E1
GSFC
GSW
Center airbag sensor assembly
(4/5)
-9-
Reset
switch
System diagram
EFI main
relay
Fuel pump
inertia switch
Contact
point
+B
FP+
Fuel
pump
ECU
DI
FP-
Fuel
pump
FPC
Link
Fuel pump
inertia switch
(2) When the vehicle crashes or rolls over:

When the vehicle crashes, the fuel pump inertia
switch will turn off the fuel pump to minimize fuel leakage.
The fuel pump inertia switch is located between the
fuel pump ECU and the engine ECU.
When the ball in the switch moves at a collision, the
switch is separated from the contact to turn it OFF and
stop the fuel pump operation.
After this fuel cut-off operates, push the reset switch to
the top to reset the fuel cut-off control, causing the fuel
pump to reoperate.
Engine
ECU
Fuel pump
inertia switch
Ball
Acceleration
Link
Contact
point
(OFF)
Contact
point
(ON)
Ball
Normal
Movement
Detecting a collision
(5/5)
Injection Duration Control
Fuel Injection Methods and Injection Timing

The fuel injection methods are to inject the fuel independently in each cylinder or to simultaneously inject the fuel
into all the cylinders. There are also various injection timings, such as injecting at a determined timing or injecting
in accordance with the changes in the amount of the
intake air or engine speed.
The basic fuel injection method and injection timing are
as follows. In addition, the larger the injection volume is,
the start of the injection timing becomes faster.
Indipendent (Sequential)
Groups
Simultaneous
360
Crankshaft angle
- 10 -
1. Independent (Sequential)
Fuel is injected independently for each cylinder once
for every two crankshaft rotations.
Independent (Sequential)
Intake stroke
Fuel injection
Ignition
1
3
4
2
0
360
1080
Crankshaft angle
Intake stroke
Ignition
Groups
2 groups
1
5
3
6
2
4
3 groups
1
5
3
6
2
4
4 groups
1
8
4
3
6
5
7
2
0
2. Groups
The fuel is injected for each group once for every two
crankshaft rotations.
2 groups
3 groups
4 groups
Fuel injection
360
1080
Crankshaft angle
- 11 -
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
Intake stroke
Fuel injection
Ignition
1
3
4
2
0
360
1080
Crankshaft angle
(1/1)
Fuel Injection Duration Control
The engine ECU changes the fuel injection volume by
changing the injector injection duration.
The actual fuel injection duration is determined by the following two items.
Injection Duration =
Basic injection duration + Corrective injection duration
1. The basic injection duration is determined by the

amount of the intake air and the engine speed.
Start
enrichment
Warm-up
Air-fuel ratio
enrichment feedback
correction
Power enrichment
Acceleration
enrichment
Intake air temp. correction
Fuel cut-off
2. The various corrective injection durations are determined by the signals from the various sensors.
The injection duration that the engine ECU finally outputs
into the injector is added various corrections to the basic
injection duration.
There are following corrections:
Start enrichment
Warm-up enrichment
Air-fuel ratio feedback correction (some models only)
Acceleration enrichment
Fuel cut-off
Power enrichment
Other corrections
- 12 -
Various corrections and signals

Various corrections
Sensor
Signal
Air flow meter/

Manifold pressure
sensor
VG / PIM
Crankshaft
position sensor
NE
Camshaft
position sensor
Water temp.
sensor
THW
Basic
injection
duration
Start
enrichment
Warm-up
enrichment
Air-fuel
ratio feedback
correction
Acceleration
enrichment
Fuel
cut-off
Power
enrichment
IDL
Throttle
position sensor
VTA
OX1A, OX1B
Oxygen sensor
Various Corrections
START
ON
Long
Injection
duration
Short
Low
0
Coolant temp.
400rpm
Starting
state
Hysteresis
High
Normal
condition
1. Start enrichment
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
temperature.
The coolant temperature is detected by the water temperature sensor.
The lower the water temperature is the fuel vaporization becomes worse. Therefore, the air-fuel mixture is
made richer by lengthening the injection duration.
The engine ECU determines that the engine is being
started when the engine speed is 400 rpm or less.
In addition, when the engine speed suddenly falls
below 400 rpm due to a sudden increase of the load
on the engine, a hysteresis is used to prevent the
engine ECU from determining that an engine that has
already been started is being started again unless the
engine speed falls below 200 rpm.
SERVICE HINT:
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 -
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:
When there is a malfunction with the water temperature
sensor, it can be considered as poor drivability.
Amount
of injection
duration
correction
Small
0
Low
Coolant temp.
High
(2/11)
3. Air-fuel ratio feedback correction (For most models)
When there are no major fluctuations in the engine
load or engine speed, such as when idling or driving at
constant speed after warming up, fuel (air-fuel mixture
close to the theoretical air-fuel ratio) is supplied based
on the amount of the intake air.
The following corrections are activated when driving at
a constant speed after warming up.
Rich
Oxygen sensor
0.45 V
Lean
Rich
ECU
Determination
of Engine ECU
Lean
Feedback
correction
Decrease
Decrease
Increase
Increase
(1) Feedback control using the oxygen sensor (Air-fuel

ratio feedback control):
The engine ECU determines the basic injection duration to achieve the theoretical air-fuel ratio.
However, a slight deviation from the theoretical air-fuel
ratio occurs in accordance with the actual engine conditions, changes over time, and other conditions.
Therefore, an oxygen sensor detects the oxygen concentration in the exhaust gas to determine if the current fuel injection duration becomes the theoretical airfuel ratio against the amount of the intake air.
If the engine ECU determines from signals of the oxygen sensor that the air-fuel ratio is richer than the theoretical air-fuel ratio, it shortens the injection duration
to make the air-fuel mixture leaner. Conversely, if it
determines that the air-fuel ratio is lean, it will lengthen
the injection duration to make the air-fuel mixture
richer.
The feedback control operates to maintain the average air-fuel ratio at the theoretical air-fuel ratio by
repeatedly performing minor corrections. (This is
called a "closed-loop" operation.)
(3/11)
- 14 -
Air-fuel ratio learned control
Correction
ratio
1.2
1.2
Rich mixture
Correction
range
1.0
1.0
a
0.8
0.8
Lean mixture
Central feedback value
Normal condition
Over life time
In order to prevent overheating of the catalyst and assure

good engine operation, air -furl ratio feedback does not
occur under the following conditions (open-loop operation):
During engine starting
During after-start enrichment
During power enrichment
When the coolant temperature is below a determined
level
When fuel cut-off occurs
When the lean signal continues longer than a determined time
The center point (a) changes during the feedback control
such as time passes. In this case, the center point is
forced to be returned to the center. If it is not, it will cause
the out of the correction range of the feedback control.
This is called air-fuel ratio learned control or long fuel
trim.
Air-fuel
ratio
sensor
3.3V
Engine
ECU
AF-
3.0V
(V)
4.2
Air-fuel ratio sensor
(V)
1
Oxygen
sensor
0.1
2.2
11
14.7
Air-fuel ratia
19
Oxygen sensor output
AF+
Data of A/F sensor
(4/11)
Output characteristics
Rich
Disorder
A/F sensor
Theoretical
air-fuel ratio
Lean
Oxygen
sensor
Injection
volume
A/F sensor
Oxygen sensor
(2) Feedback control using the air-fuel ratio sensor (A/F

sensor):
The output voltage of the oxygen sensor changes rapidly around the theoretical air-fuel ratio as shown in
the illustration (upper).
The A/F sensor data which the engine ECU attains is
displayed in the hand-held tester. (When the air-fuel
ration is lean, the voltage is high. Conversely, the voltage is low when rich.)
As a result, the detection precision of the air-fuel ratio
has been improved.
If the current air-fuel ratio changes from the theoretical
air-fuel ratio as shown in the illustration (below), the
engine ECU continuously corrects the air-fuel ratio
using the oxygen sensor signal.
For the A/F sensor, however, the engine ECU corrects
instantly by determining the amount of change from
the theoretical air-fuel ratio.
Correction at a
constant proportion
Immediate correction
(5/11)
- 15 -
Engine ECU
Injection volume
Idle mixture
adjusting
screw
Decreased
Variable
resistor
Richer
Increased
Leaner
Injector
Rich mixture
Lean mixture
(3) CO emission control correction for vehicles without an

oxygen sensor or A/F sensor:
For vehicles without an oxygen sensor or A/F sensor,
a variable resistor can be used to adjust the CO concentration (%) during idling.
Turning the resistor to the R side makes the concentration richer, and turning it to the L side makes it
leaner.
For vehicles equipped with an oxygen sensor or A/F
sensor, however, CO adjustment is not required during idling because these vehicles are automatically
adjusted to the proper air-fuel ratio using the sensor
signal.
SST
180
(6/11)
Large
Correction
volume
Small
Small
Change of the amount

of the intake air
Large
Sudden acceleration
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.
For this reason, the injection duration is lengthened to
increase the fuel injection volume against the intake
air to prevent the air-fuel mixture from becoming lean.
The acceleration is determined by the speed of the
change in the throttle valve opening angle.
The correction during acceleration increases greatly
during the start of acceleration and is gradually
reduced thereafter until the increase has ended.
In addition, the more rapid the acceleration is, the
larger the fuel injection volume increase.
Large
Correction
volume
Slow acceleration
Small
Time
(7/11)
- 16 -
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 throttle valve opening and the engine speed. When the
throttle valve is closed and the engine speed is high, it
is determined that the vehicle is decelerating.
Engine speed
Fuel cut-off
Injection resumption
Low
Coolant temperature
High
Fuel cut-off control

The fuel cut-off control stops the fuel injection when the
engine speed is higher than a determined speed and the
throttle valve is closed.
Fuel injection will resume when the engine speed slows
to a determined speed or the throttle valve is opened.
The fuel cut-off engine speed and fuel injection resumption engine speed will increase when the coolant temperature is low.
In addition, the fuel cut-off engine speed and fuel injection
resumption engine speed are increased when the air conditioner switch is on to prevent the engine speed from falling and an engine from stalling.
There are also some engine models in which these
engine speeds drop during braking (i.e., when the stop
light switch is on).
(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 combustion 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 -
1.0
20
(68)
Low
High
Intake air temperature
7. Intake air temperature correction

The air density changes depending on the air temperature.
For this reason, a correction must be made to increase or
decrease the fuel volume in accordance with the intake
air temperature to optimize the mixture ratio required for
the current engine conditions.
The intake air temperature is detected by the intake air
temperature sensor.
The engine ECU is set to a standard intake air temperature of 20 C (68 F).
The correction amount is determined when the temperature rises above or falls below this temperature.
When the intake air temperature is low, the amount is
increased because the air density is high. When at high
temperature, the amount is decreased because the air
density is low.
The correction of the increased/decreased amount is
approx. 10%.
HINT:
For hot-wire type air flow meters, the air flow meter
itself outputs a corrective signal for the intake air temperature. Therefore, intake air temperature correction
is not required.
(10/11)
Voltage correction
8. Voltage correction
There is a slight delay between the time where the
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
delay will be longer.
This means that the time the injector injects the fuel is
shorter than the time calculated by the engine ECU.
Therefore, the ratio of air becomes higher (in other
words, leaner) than the mixture ratio required by the
engine.
For this reason, the engine ECU adjusts this by making the injector injection duration longer in accordance
with the battery voltage drop.
Injection signal
On
Off
Open
Close
Injector actually open
Corrective injection
duration (msec)
Correction coefficient
Standard operating delay time
14
Low
Battery voltage (V)
High
(11/11)
- 18 -
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.
Chapter
Page with
Related Text
Exercises
All
Answers
Correct
Next Chapter
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Related Text
Incorrect
Answer
Return to page of
related text for review
Exercises
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Answers
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Answer
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related text for review
- 19 -
Question- 1
The following statements pertain to the EFI. Mark each of the following statements True or False.
No.
Question
True or False
The engine ECU always determines the proper fuel injection volume
based on the signals from various sensors.
True
False
The check valve of the fuel pump closes to maintain the remaining
pressure in the fuel line when the fuel pump is stopped.
True
False
The pressure regulator of recent models constantly controls the fuel

pressure at higher pressure against the intake manifold pressure.
True
False
The pulsation damper absorbs the fuel pressure pulsation in the fuel
line.
True
False
Correct Answers
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 continuously.
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.
EFI relay
Circuit opening
relay
Fuel pump
IG
ST
Ignition
switch
Engine ECU
FC
E1
STA
NE signal
NE
- 20 -
Microprocessor
Question- 3
The following statements pertain to the basic injection duration. Mark each of the following statements True or
False.
No.
Question
True or False
The basic injection duration is determined by the accelerator opening angle and the engine speed.
True
False
The corrective injection duration is calculated from the engine condition detected by various sensors.
True
False
Actual injection duration = Basic injection duration + Corrective

injection duration
True
False
The injection duration becomes longer by the warm-up enrichment

because the fuel is difficult to be vaporized during a cold engine.
True
False
Correct Answers
Question- 4
About the condition that the air-fuel ratio feedback correction stops, mark each of the following statements True or
False.
No.
Question
True or False
During engine starting.
True
False
After engine warm-up (Coolant temperature: more than 50C

(122 C))
True
False
During correction of acceleration enrichment and power enrichment.
True
False
During the fuel cut-off control.
True
False
When the output from the oxygen sensor is 0 V (lean) more than 15
seconds.
True
False
Correct Answers
Question- 5
The following statements pertain to the acceleration enrichment. Select the statement that is True.
1. The acceleration is detected by the vehicle speed sensor.
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 -

EFI (Electronic Fuel Injection) : Engine ECU

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EFI (Electronic Fuel Injection) : Engine ECU

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Diagnosis Master Technician - Gasoline Engine Control System