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The accelerator pedal position sensor detects the amount of travel of the accelerator
pedal. Mounted on the accelerator pedal arm, this sensor outputs a voltage signal, which corresponds
to the amount of pedal travel, to the engine-ECU. The engine-ECU uses the output voltage of
the accelerator pedal position sensor for calculating the fuel injection amount. This accelerator
pedal position sensor uses a non-contact Hall element to enhance its reliability.
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The accelerator pedal position sensor consists of a permanent magnet fixed to the pedal
shaft, a Hall element that outputs electrical voltage in accordance with the magnetic flux density, and
a stator that effectively guides the magnetic flux from the permanent magnet into the Hall element.
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The magnetic flux density that passes into the Hall element when the accelerator pedal
is fully closed is kept to a minimum.
As the result of this, the electrical voltage is minimal output.
The magnetic flux density that passes into the Hall element when the accelerator pedal
is fully opened is kept to a maximum.
As the result of this, the electrical voltage is maximal output.
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The accelerator pedal position sensor outputs through two systems (main and sub). This
improves the accuracy of the system to detect malfunctions and reinforces the failsafe function
in order to ensure reliability.
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The camshaft position sensor which is mounted on the cylinder head induces the pulse signal
by using this sensor and the protrusion of the hub, and outputs it into the engine-ECU.
The engine-ECU identifies the cylinders by comparing the pulse signals input from this
sensor and crank angel sensor.
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The fuel temperature sensor which is mounted on the fuel return hose converts the fuel
temperature into the output voltage to the engine-ECU through the changes in the resistance
of its thermistor.
The engine-ECU controls the fuel injection amount in accordance with this input voltage.
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The engine coolant temperature sensor converts the temperature of the engine coolant into
the output voltage to the engine-ECU through the changes in the resistance of its thermistor.
The engine-ECU appropriately controls the amount of the fuel injection and exhaust gas
recirculation in accordance with this input voltage.
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The crank angle sensor which is mounted on the crankshaft sealing flange induces the pulse
signal by using this sensor and sensor wheel, and outputs it to the engine-ECU.
Based on this pulse signal, the engine-ECU identifies the cylinders and calculates the
engine speed. Then the engine-ECU controls the fuel injection amount and fuel injection timing.
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The sensor wheel consists of a steel ring, which is coated with a rubber solution. In
this rubber solution there is a large amount of metal particles that are alternately magnetized
to the North and South Poles. As reference marks for North Poles on the sensor wheel. This results,
therefore, in a 60-2-2 sensor wheel.
The sensor wheel is clamped to the crankshaft sealing flange.
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The intake air temperature sensor which is built in the boost pressure sensor converts
the air temperature in the inlet manifold into output voltage to the engine-ECU through the
changes in the resistance of the thermistor.
The engine-ECU appropriately controls the boost pressure in accordance with this input voltage.
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The boost pressure sensor which is mounted on the inlet manifold detects the absolute
pressure in the inlet manifold and converts it into output voltage to the engine-ECU.
The engine-ECU corrects the boost pressure in accordance with this input voltage.
In addition, this sensor has a built-in intake air temperature sensor.
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The air flow sensor which is mounted on the intake air hose converts the amount of intake
air into the output voltage to the engine-ECU through the hot film.
Based on this input voltage, the engine-ECU controls the amount of fuel injection and
exhaust gas recirculation.
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