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training manual STEP 3 / VOLUME 1 TCCS (TOYOTA COMPUTER- CONTROLLED SYSTEM) FOREWORD This Training Manual has been prepared for the use of technicians employed by Toyota's overseas distributors and dealers. This manual, "TCCS (Toyota Computer-Controlled System)", is Volume 1 of the thirteen Training Manuals which constitute Step 3 of the program of skills which all Toyota New TEAM* technicians should master. It should also be used by the instructor in conjunction with the accompanying Instruction Guide . The titles of the New TEAM Step 3 Training Manuals are as follows : VOL . TRAINING MANUALS VOL . TRAINING MANUALS 1 TCCS ( Toyota Computer-Controlled System) 8 NVH (Noise, Vibration & Harshness ) 2 Turbocharger & Supercharger 9 Fundamentals of Electronics 3 Diesel Injection Pump 10 CCS (Cruise Control System ) 4 ECT ( Electronically-Controlled Transmission) 1 1 Car Audio Syste m 5 Full-Time 4WD 12 Automatic Air Conditioning Syste m 6 TEMS & Air Suspension 13 SRS Airbag & Seat Belt Pretensione r 7 ABS & Traction Control Syste m It is not enough just to "know" or "understand" - you need to master each task so that you can do it. For this reason, theory and practice have been combined in this Training Manual . The top of each page is marked either with a Q symbol to indicate that it is a Theory page or a® symbol to indicate that it is a Practice page . Note that in regards to inspection and other procedures mentioned in the Practice section, this Training Manual contains only the main points to be learned ; please refer to the relevant Repair Manual(s) for details . The following notations often occur in this manual, with the meanings as explained : A potentially hazardous situation which could result in injury to people may occur if CAUTION instructions are not followed . NOTICE Damage to the vehicle or components may occur if instructions are not followed . NOTE Notes or comments not included under the above two headings . Information not required to pass the TEAM certification, but which may be useful t o REFERENCE instructors and to trainess who wish to gain a deeper knowledge of the subject . *TEAM : TEAM stands for 'Technical Education for Automotive Maste ry', which is a training program divided into three steps according to the technician's technical level . This program makes it possible for technicians to receive the appropriate training for their level in a systematic manner so as to help them achieve the skills and efficiency of skilled technicians in the sho rtest possible time . This Training Manual explains the TCCS engine control system based on the 4A-FE engine . However, representative engines other than the 4A-FE engine have sometimes been selected to explain mechanisms not found" on the 4A-FE engine . In this way, explanations of as many mechanisms as possible have been included . All information contained in this manual is the most up-to-date at the time of publication . However, we reserve the right to make changes without prior notice . TOYOTA MOTOR CORPORATIO N ©1997 TOYOTA MOTOR CORPORATION All rights reserved . This book may not be repro- duced or copied, in whole or in part, without the written permission of Toyota Motor Corporation . TABLE OF CONTENTS Page Page ABBREVIATIONS AND ECU TERMINAL SYMBOL S VEHICLE SPEED SENSOR . ... .... .. ..... 34 ABBREVIATIONS . ..... .... ... .... ..... 1 1 . Reed switch type ..... ... ..... 34 ECU TERMINAL SYMBOLS .. .... .... .. .... 2 2 . Photocoupler type ... .. ... ... 34 3 . Electromagnetic pickup type . ... 35 OUTLINE OF TCC S 4. MRE type .. ..... ... ... .. .......... .. .. 36 WHAT IS TCCS? ... ..... ..... ... .... 5 STA SIGNAL . ... .... .. ... ... ..... ..... .. 38 HISTORY OF TCCS ENGINE CONTROL NSW SIGNAL ... .... .. .... ... ... .. 38 SYSTEM . ... .... .... ..... .... ... 6 A/C SIGNAL ... .. .... .. ..... .... ... ... 39 SYSTEM DESCRIPTION .... .. .... .......... 7 ELECTRICAL LOAD SIGNAL .. .... ... .. 39 1 . Functions of engine control system . 8 FUEL CONTROL SWITCH O R 2. Construction of engine control CONNECTOR . .... .... ... ..... ......... 40 system . ..... .... ... .... ... 10 EGR GAS TEMPERATURE SENSOR ..... ... 40 3. Engine control system diagram . ... 1 2 VARIABLE RESISTOR .......... ... 41 ELECTRONIC CONTROL SYSTE M KICK-DOWN SWITCH ... ............ ..... ... 42 GENERAL ... .... ..... .. ... .... 13 WATER TEMPERATURE SWITCH .. .... ... 42 POWER CIRCUITRY .. ..... .. .... 15 CLUTCH SWITCH .. ... .... .. .... 42 1 . Engine without stepper motor typ e KNOCK SENSOR .... ...... .... ... .. 43 ISC valve .. ... .......... ..... ........ 15 HAC SENSOR ......... ..... .... ..... 44 2. Engine with stepper motor type VAPOR PRESSURE SENSOR ...... ... ... 44 ISC valve . .. ... ... ...... ..... .. 16 TURBOCHARGING PRESSURE SENSOR .. 44 VC CIRCUITRY . .... .... .... ... .. 16 STOP LAMP SWITCH .. ... ... ..... 45 GROUND CIRCUITRY .... ... ...... ... 16 OIL PRESSURE SWITCH .... ... ... ... 45 MANIFOLD PRESSURE SENSO R COMMUNICATIONS SIGNALS .. ... 45 (VACUUM SENSOR) . ...... .... .. .... 17 . ... 45 AIR FLOW METER .. ... .......... ... ... 18 1 . Throttle opening angle signals 2 . Throttle opening angle signals fo r 1 . Vane type ... ... ... ... .... ... ... 18 TRC system ... ... ..... ... ... 45 2 . Optical Karman vortex type ....... ... 21 3. Cruise control system 3 . Hot-wire type .. ... .. .... ..... 21- 1 communications signal .... ... ... 46 THROTTLE POSITION SENSOR .. .......... 22 4. TRC system communications signal . 46 1 . On-off type ... ... .... ... ... 22 5. ABS communications signal .... ..... 46 2 . Linear type ... ..... ... .... ... ... 23 6. Intercooler system warning signal .. 46 G AND NE SIGNAL GENERATORS .... 24 7 . EHPS system communication s 1 . In-distributor type ...... ... .... ... 24 signal .. ..... ..... ......... ..... ... 47 2 . Cam position sensor type . .... .... 27 8 . Engine speed signal . ..... ..... .... .. .. 47 3 . Separate type . ... ..... .... ..... .. ... 28 9 . Engine immobiliser syste m signal .. ... ... .. 47 WATER TEMPERATURE SENSOR .... ... 30 communications 8 INTAKE AIR TEMPERATURE SENSOR . .. 30 DIAGNOSTIC TERMINAL(S) ......... .• .••••• 4 .... 30- 1 OXYGEN SENSOR (02 SENSOR) EFI (ELECTRONIC FUEL INJECTION ) 1 . Zirconia element type . .... ... 30-1 GENERAL . ... .. ... ... ... .. ..... ... 49 2. Titania element type . .. ... ... .32 TYPES OF EFI .. .... ..... ... ... 52 LEAN MIXTURE SENSOR . ...... ... ... 33 1 . 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    COMPARISON OF THE EXHAUST EMISSIONS FROM A SYNCHRONOUS CHARGE TRAPPING ENGINE AND A ROTAX E-TEC ENGINE A Thesis Presented in Partial Fulfillment of the Requirements for the Degree of Master of Science with a Major in Mechanical Engineering in the College of Graduate Studies University of Idaho by Alexander Fuhrman October 2013 Major Professor: Karen Den Braven, Ph.D. ii Authorization to Submit Thesis This thesis of Alexander Fuhrman, submitted for the degree of Master of Science with a major in Mechanical Engineering and titled “COMPARISON OF THE EXHAUST EMISSIONS FROM A SYNCHRONOUS CHARGE TRAPPING ENGINE AND A ROTAX E-TEC ENGINE,” has been reviewed in final form. Permission, as indicated by the signatures and dates given below, is now granted to submit final copies to the College of Graduate Studies for approval. Major Professor _______________________________ Date ________ Karen Den Braven, Ph.D. Committee Member _______________________________ Date ________ Daniel Cordon, Ph.D. Committee Member _______________________________ Date ________ David McIlroy, Ph.D. Department Administrator _______________________________ Date ________ John Crepeau, Ph.D. Discipline’s College Dean _______________________________ Date ________ Larry Stauffer, Ph.D. Final Approval and Acceptance by the College of Graduate Studies _____________________________ Date ________ Jie Chen, Ph.D. iii Abstract The University of Idaho has been developing synchronous charge trapping (SCT) two-stroke engines since 2010 for the recreational products industry. Previous testing of SCT engines has shown promise for reduced emissions and fuel consumption, while maintaining performance. The primary goal of this thesis was to complete an EPA 5 Mode emissions test of the parallel rotary synchronous charge trapping (PR-SCT) engine along with defining its maximum performance, as all previous testing had been completed at low load operating points.
  • EGT Myths Debunked Understanding Exhaust Gas Temperatures by MIKE BUSCH

    EGT Myths Debunked Understanding Exhaust Gas Temperatures by MIKE BUSCH

    MIKE BUSCH HANDS ON / SAVVY AVIATOR EGT Myths Debunked Understanding exhaust gas temperatures BY MIKE BUSCH PILOTS STILL SEEM TO have a lot of misconceptions about exhaust gas (See Figure 1). As the pilot leaned the temperature (EGT). Let’s see if we can clear some of them up. engine, the EGT needle rose to a peak value These days, pilots of piston-powered aircraft seem to be fi xated on the meter, then started to fall off . The upon EGT. Scarcely a day goes by that I don’t receive a phone call, pilot would note where the needle peaked, e-mail, or support ticket asking some EGT-related question. then would richen until the needle dropped Pilots will send me a list of EGT readings for each of their cylin- by the desired number of tick marks (e.g., ders and ask me if I think they look okay, whether I think their EGTs three for 75 degrees Fahrenheit). The gauge are too high, what maximum EGT limit I recommend, why their provided the pilot no way to determine the EGTs seem to be higher in the winter than in the summer, or why absolute value of EGT (e.g., 1,475 degrees), the EGTs on their 1972 Cessna 182 are so much higher than the ones but only its relative value (e.g., 75 degrees on their friend’s 1977 model. They’ll voice concern that the individ- rich of peak). ual cylinders on their engine have such diverse EGT readings, worry Hundere understood that the absolute that the spread between the highest and lowest EGT is excessive, value of EGT is not particularly meaningful and ask for advice on how to bring them closer together.