THE CONTROL UNIT (ECU/ECM) AND CIRCUITRIES

The engine electronic control system (for EFI) can be divided into three groups: the ECU,
sensors (and the signals output by them), and actuators.
Electronic Control unit (ECU/ECM) is a microprocessor, which controls all functions of the
electronic fuel injection system. ECU receives signals from sensors and switches. Signals are
processed by the ECU for controlling fuel injection function for various operating conditions.
ECU has constant source of battery power at BATT terminal. EFI main relay provides battery
voltage to terminals +B and +B1 of ECU (TOYOTA).
How computers work?
Contrary to some "informed" options and numerous suggestions from popular movies, computers
cannot think for themselves. When properly programmed, however, they can carry out explicit
instructions with blinding speed and almost flawless consistency.
Communication signals
A computer uses voltage values as a communication signals, thus voltage is often referred to as
signal or a voltage signal. There are two types of voltage signals:
a) Analog - an analog signal's voltage is
continuously variable with in a given range and
time is used for the voltage to change. An analog
signal is generally used to convert information
about a condition that changes gradually and
continuously with in an established range.
Temperature sensing devices usually give off an
analog signal.
b) Digital - digital signals also vary but not
continuously, and time is not needed for the
change to occur. Turning a switch on and off
creates a digital signal; voltage is there or it is not.
Digitals are often referred to as square wave signals.

Binary code A computer converts a series of digital signal to a binary number made up of ones
and zeros; voltage above a given threshold value converts to one, and voltage below that converts
to zero. Each 1 or 0 represents a bit of information. Eight bits equal a bite (sometimes referred to
as a word. All communications between the microprocessor, the memories, the interfaces is in
binary code, which each information exchange being in the form of a bite

Interface A microprocessor is the heart of a computer, but it needs several support functions, one
of which is the interface. A computer has an input and output interface circuits. The interface has
two functions:
 it protects the delicate electronics of the microprocessor from the higher voltages
of the circuits attached to the computer, and
 it translates input and output signals
The input interface translates all analog input data to binary code; most sensors produce analog
signal. It is sometimes referred to as A/D, analog to digital. The output interface, D/A, translates
digital signals to analog for any controlled functions that need an analog voltage.

Memories The microprocessor of a small computer does the calculating and makes all of the
decisions, or data processing, but it cannot store information. The computer is therefore equipped
with information storage capability called memory. The computer actually has three memories:

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Read-only memory (ROM) - The ROM contains permanently stored information that instructs
(programs) the microprocessor on what to do in response to input data.

Programmable read only memory (PROM) - The

PROM differs from the ROM in that it plugs into the
computer and is more easily removed and programmed
or replaced with one containing a revised program. It
contains a program information specific to different
vehicle model calibrations.
Random access memory (RAM) - The RAM is where
temporary information is stored. It can be both read
from and written into.
There are two kinds of RAMs: volatile and non volatile.
A volatile RAM - (sometimes called KAM, keep-alive memory) must have a constant source of
voltage to continue to exist and erased when disconnected from its power source. In automotive
applications volatile RAM is usually connected to the battery by way of a fuse or fusible link so that
when the ignition is turned OFF the RAM is still powered.
A non volatile RAM - does no loose its stored information if its power source is disconnected.
Vehicles with digital display odometers usually store information in a non volatile RAM.

Clock Pulses In order to maintain an orderly flow of information into, out of, and within the
computer, a quartz crystal is used to produce a continuous, consistent, time pulse.

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ECU basic circuitries
1. ECU power circuitry
This circuitry supplies power to the Engine ECU. There are two types of this circuitry in use. In one,
current flows directly from the ignition switch to the EFI main relay coil to operate the EFI main
relay (the type without the stepper motor type ISC valve). In the other, the Engine ECU operates
the EFI main relay directly (the type with the stepper motor type ISC valve).
A. Engine without stepper motor type ISC valve
When the ignition switch is turned on, current flows to the coil of the EFI main relay
causing the contacts to close. This supplies power to the +B and +B1 terminals of the
Engine ECU. Battery voltage is supplied at all times to the BATT terminal of the Engine
ECU to prevent the diagnostic codes and other data in its (RAM) memory from being
erased when the ignition switch is turned off.
There are two types of circuitry for the type without a stepper motor, depending on the
vehicle model.

B. Engine with stepper motor type ISC valve

The diagram below shows the type in which the EFI main relay is operated from the Engine ECU.
In engines with the stepper motor type ISC valve, since initial set control is carried out when the
ignition switch is turned off, power is supplied to the Engine ECU for this purpose for approximately
2 seconds after the ignition switch is turned off. (For
more information read about stepper motor type ISC
valve)
When the ignition switch is turned on, battery voltage is
supplied to the IGSW terminal of the
Engine ECU, and the EFI main relay control circuitry in
the Engine ECU sends a signal to the M-REL terminal of
the Engine ECU, turning on the EFI main relay. This
signal causes current to flow to the coil, closing the
contacts of the EFI main relay and supplying power to
the +B and +B1 terminals of the Engine ECU. Battery
voltage is supplied at all times to the BATT terminal of
the Engine ECU to prevent the diagnostic codes and
other data in its memory from being erased when the
ignition switch is turned off.

2. Constant voltage (VC) circuitry

With few exceptions all of the systems use 5 volt to
operate their sensors. Within the electronics industry, 5
volt has been almost universally adopted as a standard

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for information transmitting circuits. This voltage value is high enough to provide reliable
transmission and low enough not to damage the tiny circuits on the chips in the computer.
The Engine ECU generates a constant 5 volts to power the microprocessor from the battery
voltages supplied to the +B and +B1 terminals. The Engine ECU supplies this 5 V of power to the
sensors through circuitry like that shown below.
1 Outputs 5 V from the 5-volt constant-voltage circuit.
2 Outputs 5 V from the 5-volt constant-voltage circuit through a resistor.
3. Ground circuitry
The Engine ECU has the following three types of basic ground
circuitry:
• E1 terminal, which grounds the Engine ECU.
• E2 terminal, which grounds the sensors.
• E01 and E02 terminals, which ground the drive circuits for
the injectors or ISC valve, etc. These ground circuits are
connected inside the Engine ECU as shown in the left
diagram.

SENSORS
In order to provide the correct amount of fuel for every operating condition, the engine control unit
(ECU) has to monitor a number of input sensors.
1. Air flow meter (L-type)
The air flow meter is used with L-type EFI for
sensing the intake air volume.
In L-type EFI, this is one of the most important
sensors. The intake air volume signal is used to
calculate the basic injection duration and basic
ignition advance angle.
The following two types of volume air flow meter are
used:
• Vane/FLAP type
• Optical Karman vortex type
A. Flap/vane type air flow meter (for L-EFI):
This type of air flow meter is composed of many
components, as shown in the following figure.
OPERATION
The principle used here is the measurement of force
exerted in the sensor flap by the air passing through it.
When air passes through this air flow meter, the intake
air pushes the flap (=measuring plate). According to
the volume of the intake air, the flap-opening angle is
changed.

A coil spring exerts counterforce on the flap. For each flow, the flap assumes a certain angle; with
increasing angle the effective cross-sectional flow area increases. To minimize the influence on the
flap of fluctuation caused by the individual cylinders' intake strokes, a compensation flap is

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connected rigidly with the sensor flap; these fluctuations affect the compensation flap equally but in
the opposite direction, so that they cancel out and have no effect on the flow measurement.
The flap is connected to the variable resistor (=potentiometer) with same axis. That means, when
the intake air volume is changed, the flap-opening angle is also changed, in proportion to the flap-
opening angle, the potentiometer’s resistance value is changed. The
resistance value is converted to the voltage signal and that signal is sent
to the ECU as the intake air volume signal.
The air-flow sensor plate moves the slider of a potentiometer, which
translates the flap angle into a corresponding voltage signal Vs and
transmits it to the control unit.
There are two types of vane type air flow meter. These differ in the
nature of their electrical circuitry, but the components for the two
types are the same.

ELECTRIC CIRCUITRY
E2 = sensor ground, Fc = fuel pump control
Vs = sensor signal THA = intake air T 0 sensor
Vc = power supply E1 = fuel pump ground
IDLE MIXTURE ADJUSTING SCREW
The air flow meter has two air passages; the main passage,
through which intake air is drawn by means of the measuring
plate, and the bypass passage. An idle mixture adjusting screw
is included in the bypass passage. The volume of air through the
bypass can be adjusted with the idle mixture adjusting screw.
The volume of air drawn into the engine is determined by the
opening of the throttle valve. If the volume of air in the bypass
is increased, there will be less air passing over the measuring
plate, and the opening angle will be smaller. Conversely, if the volume of air in the bypass is
decreased, the volume of air passing over the measuring plate will be increased and the opening
angle will be larger.
Because the basic injection volume is decided by the opening angle of the measuring plate, the
air-fuel ratio can be changed by adjusting the volume of air through the bypass.
(Some engines are equipped with air flow meters which are sealed with an aluminum plug. This
means that this adjustment cannot be made.)

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FUEL PUMP SWITCH
The fuel pump switch is built into the potentiometer and is closed (on) when the engine is running
and air is flowing. The fuel pump switch will go off when the engine is stopped. The fuel pump will
not operate when the engine is stopped even if the ignition switch is turned to ON.

More on the fuel pump switch will be explained under the topic fuel pump control circuitry.
Intake air temperature sensor for engines equipped with flap type air flow meter is mounted
on the air flow meter. Details of intake air temperature sensor will be described under the
topic “Intake Air Temperature Sensor”
B. Optical Karman Vortex type air flow meter (for L-EFI)
This type of air flow meter directly senses the intake air volume optically. Compared to the vane
type, it can be made smaller and lighter in weight. The simplified construction of the air passage
also reduces inlet resistance of the intake air.
A pillar is placed in the middle of a uniform flow of air generates a vortex called a “Karman vortex”
downstream of the pillar. The frequency of vortex is directly proportional to intake air velocity;
therefore the number of turbulence is increased when the intake air speed is high. Utilizing this
principle, the frequency of the vortexes is measured, making it possible to determine the airflow
volume. The surface of a “mirror” (a piece of thin metal plate) detects the pressure of the vortexes.
The ECU optically detects the vibration of the mirror by a photo coupler (The Light Emitting Diode &
a phototransistor). When the intake air volume is low, the signal has a low frequency. When the
intake air volume is high, this signal has a high frequency.

ELECTRICAL CIRCUITRY and SENSOR SIGNAL

The intake air volume (KS) signal is a pulse signal like that shown below. When the intake air
volume is low, this signal has a low frequency. When the intake air volume is high, this signal has a
high frequency.

C. Hot wire type air

flow meter
FEATURES OF HOT WIRE TYPE:
Measurement of mass air flow
The flap type measures the volume of air. Accordingly, the air
fuel mixture tends to be too rich at high altitude, and the vane
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type air flow meter can’t measure one factor that affects the air’s mass, this result in poor,
performance, increased fuel consumption, etc. The altitude compensator was needed to correct for
such error in airflow measurement.

The hot wire type measures the mass airflow, and so such compensation is not needed
 Light weight
 Compact size
 No moving parts are used, and this makes the unit immune to mechanical vibration
 Small air flow resistance, and hence small output loss particularly in heavy load and high speed
operation.
 No mechanical parts used and hence good response.
OPERATING PRINCIPLE
The hot wire type air flow meter uses the following principle to measure airflow:
If a heated metal wire (hot wire) is exposed to airflow, its temperature drops as the heat is removed
from the wire.

The larger the air flow, the greater the amount of removed heat.
When the temperature of the hot wire is considered to be maintained at a constant value, a certain
relationship occurs between the air flow quantity and the current flow that maintains the constant
temperature of the hot wire.
The air flow can be obtained by measuring the current that flows to keep the hot wire at a constant
temperature. The digital microprocessor (in the control unit) measures the supply of electric current
to the wire. Since the wire’s energy consumption is proportional to the mass of air entering the
engine, the microprocessor can accurately measure the mass airflow. (The Microprocessor’s bridge
circuit has atmospheric air temperature compensation system.)
ELECTRICAL CIRCUITRY
The heated wire is actually one of the resistors of a balanced bridge circuit. The module supplies
battery voltage to the balanced bridge. Resistors R1 and R3 form a series circuit in parallel to
resistors R2 and R4. The voltage at the junction between R1 and R3 is equal to the voltage drop
across R3. Because the values of R1 and R3 are fixed, the voltage at this junction is constant; it will
vary but only as battery voltage varies. Resistors R1 and R2 have equal values. with no air flow
across R4, its resistance is equal to R3, and the voltage at the junction between R2 and R4 is
equal to the voltage at the R1/R3 junction.
As air flow across R4 increases, its temperature drops; and because it is positive temperature
coefficient resistor, its resistance goes down with its temperature. As the air’s mass increases, R4`s
resistance goes down even more. As the resistance of R4 goes down a smaller portion of the
voltage applied to the circuit formed by R2/R4 is dropped across R4. There fore, a large portion of
the voltage is dropped across R2. So, as the resistance of R4 goes down, the voltage at the R2/R4
junction goes down. The computer reads the voltage difference between the R1/R3 junction and
the R2/R4 junction as the MAF sensor value. By looking at a table in the computers memory, the
microprocessor converts the voltage value to a mass air flow rate.
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2. Intake manifold
pressure sensor (for D-EFI)
This sensor detects the pressure variation of the intake manifold and converts it to the voltage
signal. By means of an IC built into this sensor, the manifold pressure sensor senses the intake
manifold pressure as a signal. The ECU then calculates the basic injection volume and the
basic ignition advance angle on the basis of this signal.
A silicon chip combined with a vacuum chamber maintained at a predetermined vacuum is
incorporated into the sensor unit. One side of the chip is exposed to intake manifold pressure and
the other side is exposed to the internal vacuum chamber. Change in the intake manifold pressure
causes the shape of the silicon chip to change, and the resistance value of the chip fluctuates in
accordance with the degree of deformation. The IC built into the sensor converts this fluctuation in
the resistance value to a voltage signal, and it is sent to the ECU as an intake manifold pressure
signal. The ECU supplies a constant 5V as a power source for the IC. (VC; constant voltage).

3. THROTTLE
POSITION SENSOR
When you step on the gas pedal, the throttle valve opens up more, letting in more air. The engine
control unit (ECU) "sees" the throttle valve open and increases the fuel rate in anticipation of more
air entering the engine. It is important to increase the fuel rate as soon as the throttle valve opens;
otherwise, when the gas pedal is first pressed, there may be a hesitation as some air reaches the
cylinders without enough fuel in it.

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The throttle position sensor is mounted on the throttle body. This sensor converts the throttle-
opening angle to a voltage signal. The signal is sent to the ECU. The throttle position signal is used
for fuel cut off control (during deceleration or braking) and increasing the fuel volume during
acceleration. (Additionally, this signal is used for automatic transmission control also.)

4. WATER TEMPERATURE SENSOR

This sensor detects the engine coolant water temperature
by means of a thermistor. Vaporizaiton of the fuel is poor
when the coolant temperature is low, thermistor risistance
increases and a high voltage
signal is sent to the ECU. Based
on the signal from the sensor,
the ECU increases fuel volume
to improve driveability during
cold engine operation.
Conversely, when the coolant
temperature is high, a low
voltage signal is sent to the
ECU, that decreases fuel
injection volume. The water
temperature sensor (thermistor)
and a fixed resistor (in the ECU) are connected in series, therefore,
the water temperature signal voltage changes when the termistor’s resistance value changes.

5. INTAKE AIR TEMPERATURE SENSOR (THA)

The intake air temperature sensor detects the temperature of the
intake air, like the water temperature sensor. It is mounted in the
intake air duct. The volume and density of the intake air changes
with the air temperature. Therefore, even though the volume of air
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measured by the air flow meter may be the same, the fuel injection volume will vary with the air
temperature. The ECU adjusts injection volume slightly, according to the intake air temperature.
For example, when the intake air temperature becomes high, the ECU controls the injection volume
decrease. In this method, the proper air fuel ratio is insured regardless of the ambient temperature.
6. LAMDA SENSOR (OXYGEN SENSOR)
In order for engines equipped with the three-way Catalytic Converter, to achieve their best exhaust
emission purification performance, it is necessary that the air fuel ratio to be kept within a narrow
range near the theoretical air fuel ratio.
The O2 sensor senses whether the air fuel ratio is richer
or leaner than the theoretical air fuel ratio. The O2 sensor
is located in the exhaust manifold.
Types of oxygen sensors
A. Zirconia element type
This O2 sensor consists of an element made of
zirconium dioxide (ZrO2, a kind of ceramic material). This
element is coated with a thin layer of platinum on both
the inside and the outside. Ambient air is introduced into
the inside of the sensor, and the outside of the sensor is
exposed to the exhaust gases.

Operation: If the oxygen concentration on the inside surface of ZrO2

element differs greatly from that on the outside surface at high
temperature (it works 400oC/752oF or higher), the zirconia element
generates a voltage, which acts as an OX signal to the engine ECU.
When the air fuel mixture is lean, there is a lot of oxygen in the
exhaust gas. Therefore, there is little difference of the oxygen
concentration between the inside and the outside of the sensor
element. Thus, the voltage generated by the ZrO2 element is low
(close to 0V).
Conversely, if the air fuel mixture is rich, the oxygen
in the exhaust gas almost disappears. This creates a
large difference of the oxygen concentration between
the inside and the outside of the sensor and the
generated voltage of the ZrO2 element become large
(approximately 1V).
The platinum coating acts as a catalyst, causing the
oxygen in the exhaust gas to react with the CO
(carbon monoxide). This decreases the oxygen
volume and increases the sensitivity of the sensor.
The ECU uses this Ox signal to control the injection volume to keep the air fuel ration at an even
value near the theoretical air fuel ratio.
B. Titania element type
This oxygen sensor
consists of a
semiconductor element
made of titanium dioxide
(TiO2, which is, like ZrO2,
a kind of ceramic). This
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sensor uses a thick film type titania element formed on the front end of a laminated substrate to
detect the oxygen concentration in the exhaust gas.
OPERATION:
The properties of titania are such that its resistance changes in accordance with the oxygen
concentration of the exhaust gas. This resistance changes abruptly at the boundary between a
lean and a rich theoretical air-fuel ratio, as shown in the graph.
The resistance of titania also changes greatly in response to
changes in temperature. A heater is therefore built into the
laminated substrate to keep the temperature of the element
constant.
This sensor is connected to the Engine ECU, as shown in the
circuit diagram. A 1V potential is supplied at all times to the OX +
terminal by the Engine ECU. The Engine ECU has a built-in
comparator which compares the voltage drop at the OX terminal
(due to the change in resistance of the titania) to a reference
voltage (0.45 V). If the result shows that the OX voltage is greater
than 0.45 V (that is, if the oxygen sensor resistance is low), the
Engine ECU judges that the air-fuel ratio is rich. If the OX voltage is lower than 0.45 V (oxygen
sensor resistance high), it judges that the air fuel ratio is lean.
7. Knock sensor
The charge of air-fuel mixture in the engine cylinder should burn quickly to permit optimum
performance and high speed but, equally so, it should burn progressively, smoothly and not too
quickly to create early detonation i.e. knocking of the engine. There are many factors which may
lead to knocking combustion; different fuel qualities; advanced ignition timing; aging and environ
mental effect. A knocking combustion process leads to an extremely sharp rise in cylinder pressure
and produces pressure oscillation. Depending on its intensity the piston and crank components
may be overloaded, or the engine may overheat and lead to serious mechanical damage. The use
of knock sensors enables an engine to run on the threshold of knock’ and should knock occur the
sensor feeds the information back to an electronic control unit which retards the ignition timing to
reduce the knock detected.
Various technologies have been used to sense the vibrations associated with knocking pressure
frequencies and convert them into electrical voltage signals. For automotive use accelerometer
sensors appear to be the most suitable: where piezo-ceramic materials are used as the active
elements to measure the structure-borne vibration of the engine. Their high natural frequencies and
almost linear sensing of the vibration frequencies up to more than 15 kHz provide ideal information
that can be analyzed for knocking.
The piezo-ceramic active element usually
consists of lead, zirconia and titanium. Typical
sensor construction is shown in the picture. This
style of construction enables the sensor to be
easily attached to the most favorable point (a
knock resonant site) on the engine for measuring
knock. Where one sensor is used it is positioned

11
between the centre of two cylinders. More than one sensor would be placed between two cylinder
groupings.
Piezo-electric devices produce a voltage when the ceramic crystals are subjected to mechanical
stress variations. This coupling between mechanical and electrical energy generates voltage
across opposite faces, proportional to the cause of the stress variations. The seismic mass of the
sensor is initially torqued down to pre-stress the piezo-electric sensing element. This allows the
piezo-electric crystal to also act as a spring. As a knock occurs in the engine cylinder, it is
transmitted via the engine block to the sensor, causing the seismic mass-piezo-electric crystal
spring arrangement to vibrate in sympathy. Resultant deformation of the piezo-electric crystals
generates an output voltage proportional to the original knock.
Output voltage is typically 10-25 mV/g giving a voltage sensitivity of 25 mV for every 9.81 m/s of
acceleration (g). The sensor is mounted by the integral stud and to maintain sensitivity maximum
torque values must not be exceeded.
Pressure vibration frequencies other than the typical knock frequency are also contained in the
structure-borne vibration signal. The characteristic knocking signal must be electronically extracted
from other signals, then analyzed by an evaluation circuit, the result of which is supplied to the
electronic control unit, which decides whether or not to retard the ignition point of next combustion
in particular cylinder.
8. START SIGNAL (STA),
STA signal is used to judge if the engine is being cranked. Its main function if to allow the ECU to
increase the fuel injection volume during cranking. As can be understood from the figure, the STA
signal voltage is the same voltage as that supplied to the starter motor.

9. CRANK ANGLE SENSOR & ENGINE SPEED SENSOR (TOYOTA)

G AND NE SIGNAL GENERATORS
The G and NE signals are generated by the timing rotors or signal plates and the pickup
coils. These signals are used by the Engine ECU to detect the crankshaft angle and engine
speed. These signals are very important not only for the EFI system but also for the ESA
system.
The sensors which generate these signals can be divided into the following three types
depending on their installation position, but their basic construction and operation are the
same:
In-distributor type
Cam position sensor type

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Separate type

1. IN-DISTRIBUTOR TYPE
The conventional governor advance and vacuum advance mechanisms have been eliminated in
the distributor used with the TCCS engine control system, since spark advance is controlled
electronically by the Engine ECU. The distributor in the engine control system contains the timing
rotors and pickup coils for the G and NE signals.
The number of teeth on the rotor and the number of pickup coils differ depending on the
engine. Below, we will explain the construction and operation of the G and NE signal
generators that use a single pickup coil and a 4-tooth rotor for the G signal, and a single
pickup coil and 24tooth rotor for the NE signal.
A. NE SIGNAL
The NE signal is used by the Engine ECU to detect the engine speed. NE signals are generated in
the pickup coil by the timing rotor in the same way as with the G signal. The only difference is that the
timing rotor for the NE signal has 24 teeth. It activates the NE pickup coil 24 times per each
revolution of the distributor shaft, generating the waveforms shown in the chart. From these signals,
the Engine ECU detects the engine speed as well as each 30° change in the engine crankshaft
angle.

B. G SIGNAL
The G signal informs the Engine ECU of the standard crankshaft angle, which is used to
determine the injection timing and ignition timing in relation to the TDC (top dead center) of
each cylinder.
The components of the distributor used to generate these signals are as follows:

1) The G signal timing rotor, which is fixed to the distributor shaft and turns once for every
two rotations of the crankshaft.
2) The G pickup coil, which is mounted on the inside of the distributor housing.
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The G signal timing rotor is provided with four teeth which activate the G pickup coil four
times per each revolution of the distributor shaft, generating the waveforms shown in the
chart shown below. From these signals, the
Engine ECU detects when each piston is near
TDC (example: BTDC10°CA*).
*Depending on engine models.

CRANK SHAFT ANGLE JUDGMENT

The ECU judges that the crankshaft has reached 50, 70, or 100 BTD
(depending on the engine model) when it receives the first NE
signal (point B in the illustration) following a G signal (point A).

Electrical circuitry
When the engine is running, an alternating current signal is
generated by a 24-tooth Ne pickup and a four-tooth G pickup.
These signals are sent to the ECU where they are conditioned
and relayed to the microprocessor.

11. STOP SIGNAL (STP)

This signal is used to detect when the brakes have been applied. The STP signal voltage is the
same as the voltage supplied to the stop lamps, as seen in the diagram. The STP signal is used
mainly to control the fuel cut off engine speed. (The fuel cut off engine rotating speed is reduced
slightly when the vehicle is braking.)

12. VEHICLE SPEED SENSOR

This sensor senses the actual speed at which the vehicle is traveling. It outputs an SPD
signal, which is used to control the air-fuel ratio during acceleration and deceleration.
1. Reed switch type vehicle speed sensor
This sensor is mounted in the analog
combination meter. It contains a
magnet, which is rotated by the
speedometer cable, turning the reed
switch on and off. The reed switch
goes on and off four times each time
the speedometer cable rotates once.
The magnet has the polarities shown
in the figure below. The magnetic force at the four areas of transition between the N and S

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poles of the magnet opens and closes the contacts of the reed switch as the magnet
rotates.
2. Photo-coupler type vehicle speed sensor
This sensor is mounted in the combination meter. It includes a photo-coupler made from an
LED, which is aimed at a phototransistor. The LED and phototransistor are separated by a
slotted wheel, which is driven by the speedometer cable. The slots in the slotted wheel
generate light pulses as the wheel turns, with the light emitted by the LED divided into 20
pulses for each revolution of the cable. These 20 pulses are converted to four pulses by
the digital meter
computer, and
then sent as
signals to the
ECU.

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