ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

JENGINE CONTROL SYSTEM 1. General

The engine control system for the 1ZZ-FE and 2ZZ-GE engines have following system. System SFI Sequential Multiport Fuel Injection ESA Electronic Spark Advance IAC (Idle Air Control) Intake Air Flow Control VVT-i Variable Valve Timing-intelligent VVTL-i Variable Valve Timing and Lift-intelligent Outline D An L-type SFI system directly detects the intake air volume with a hot-wire type mass air flow meter. D The fuel injection system is a sequential multiport fuel injection system. D Ignition timing is determined by the ECM based on signals from various sensors. The ECM corrects ignition timing in response to engine knocking. D The torque control correction during gear shifting has been used to minimize the shift shock.* A rotary solenoid type IAC valve controls the fast idle and idle speeds. The intake air duct is divided into two areas, and the ECM controls the variable intake valve and the actuator that are provided in one of the areas to reduce the amount of engine noise. Controls the intake camshaft to an optimal valve timing in accordance with the engine condition. Controls the intake and exhaust camshafts and the cam changeover mechanism to realize an optimal valve timing and valve lift in accordance with the engine conditions. D Fuel pump operation is controlled by signal from the ECM. D To stop the fuel pump during operation of the SRS airbag. For details, see page 58. Maintains the temperature of the oxygen sensors at an appropriate level to increase accuracy of detection of the oxygen concentration in the exhaust gas. D The ECM controls the purge flow of evaporative emissions (HC) in the charcoal canister in accordance with engine conditions. D Using 3 VSVs and a vapor pressure sensor, the ECM detects any evaporative emission leakage occurring between the fuel tank and the charcoal canister through the changes in the tank pressure. By turning the air conditioning compressor ON or OFF in accordance with the engine condition, drivability is maintained. When the ECM detects a malfunction, the ECM diagnoses and memorizes the failed section. When the ECM detects a malfunction, the ECM stops or controls the engine according to the data already stored in memory. 1ZZ-FE 2ZZ-GE Engine Engine f f

f f

f f

Fuel Pump Control

Oxygen Sensor Heater Control

Evaporative Emission Control

Air Conditioning Cut-off Control Diagnosis Fail-Safe

f f f

f f f

* Only for the Automatic Transaxle Model

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

2. Construction
The configuration of the engine control system in the 1ZZ-FE and 2ZZ-GE engines in the new CELICA is as shown in the following chart.
SENSORS ACTUATORS SFI #10 #20 #30 #40 THROTTLE POSITION SENSOR
CRANKSHAFT POSITION SENSOR

: Only for FLOW METER Model *1MASS AIR the Automatic Transaxle VG *2: Only for the 2ZZ-GE Engine Model
INTAKE AIR TEMP. SENSOR
ENGINE COOLANT TEMP. SENSOR

THA THW VTA NE G2

No.1 INJECTOR No.2 INJECTOR No.3 INJECTOR No.4 INJECTOR ESA IGNITION COIL with IGNITER SPARK PLUGS VVT-i, VVTL-i*2

IGT1 X IGT4

IGF CAMSHAFT POSITION SENSOR VVTL OIL D Comfirmation signal of cam switching HEATED OXYGEN SENSOR (Bank 1, Sensor 1) HEATED OXYGEN SENSOR (Bank 1, Sensor 2) KNOCK SENSOR VAPOR PRESSURE SENSOR COMBINATION METER D Vehicle Speed Signal IGNITION SWITCH D Starting Signal D Ignition Signal PARK/ NEUTRAL POSITION SWITCH*1 POWER STEERING OIL PRESSURE SWITCH AIR CONDITIONING ECU AC METER ECU ILL TAILLIGHT RELAY DATA LINK CONNECTOR 3 SWITCH*2

OSW

OCV

OIL CONTROL VALVE (Variable Valve Timing)

VVTL-i*2 OVL OX1A VSV OX1B KNK1 PTNK ECM RSO

OIL CONTROL VALVE (Variable Valve Timing and Lift)

INTAKE AIR FLOW CONTROL VSV IAC CONTROL VALVE FUEL PUMP CONTROL FC CIRCUIT OPENING RELAY
OXYGEN SENSOR HEATER CONTROL

SPD HT1A STA IGSW P, R, N 2, L, D PS MPX1 MPX2 HT1B

HEATED OXYGEN SENSOR HEATER

Bank 1, Sensor 1 Bank 1, Sensor 2

EVAPORATIVE EMISSION CONTROL

CCV TBP EVP1

VSV (for Canister Closed Valve)

VSV (for Pressure Switching Valve)

VSV (for EVAP) METER ECU MPX+ MPX

AIR CONDITIONING CUT-OFF CONTROL

MPX1 MPX2

AIR CONDITIONING ECU FAN MREL COOLING FAN RELAY EFI MAIN RELAY
MALFUNCTION INDICATOR LAMP

SIL TC +B

W BATT BATT ERY

EFI MAIN RELAY

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

3. Engine Control System Diagram
*1: Only for the Automatic Transaxle Model Park / Neutral *2: Only for the 2ZZ-GE EnginePosition Switch*1 Model
Ignition Switch

Vehicle Speed Signal Meter ECU

Air Conditioning ECU Taillight Relay

Battery

Power Steering Oil Pressure Switch

MIL

ECM
Circuit Opening Relay

DLC3

VSV (for EVAP)

Vapor Pressure Sensor

VSV for Pressure Switching Valve VSV for Canister Closed Valve Charcoal Canister

Throttle Position Sensor Camshaft Position Sensor

Oil Control Valve Valiable Valve Timing

Fuel Pump

Oil Control Valve Valiable Valve Timing and *2 Lift

VSV Intake Air Flow Control

Air Cleaner

IAC Valve Mass Air Flow Meter Built-in Intake Air Temp. Sensor

DIS

VVT-i

Injector

VVTL-i*2 VVTL-i*2

VVTL Oil Switch*2

AIR

Knock Sensor

Crankshaft Position Sensor Engine Coolant Temp. Sensor

Heated Oxygen Sensor Bank 1, Sensor 1

Heated Oxygen Sensor Bank 1, Sensor 2

169EG31

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

4. Layout of Main Components
*1: Only for the Automatic Transaxle Model *2: Only for the 2ZZ-GE Engine Model Power Steering Oil Heated Oxygen Sensor Pressure Switch (Bank 1, Sensor 2) Heated Oxygen Sensor (Bank 1, Sensor 1) Camshaft Position Sensor

Data Link Connector 3 Charcoal Canister VSV for Pressure Switching Valve

Ignition Coil with Igniter Injector

Oil Control Valve Variable Valve Timing

Crankshaft Position Sensor

ECM

Vapor Pressure Sensor

Knock Sensor VSV (for EVAP)

VSV (for Canister Closed Valve)

VVTL Oil Switch*2 Park/Neutral Position Switch*1 Engine Coolant Temp. Sensor Throttle Position Sensor Oil Control Valve Variable Valve *2 Timing and Lift

VSV Intake Air Flow Control

Mass Air Flow Meter Built-in Intake Air Temp. Sensor

IAC Valve

169EG32

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

5. Main Components of Engine Control System
General The main components of the 1ZZ-FE and 2ZZ-GE engines control system are as follows: Components Mass Air Flow Meter Crankshaft Position Sensor (Rotor Teeth) Camshaft Position Sensor (Rotor Teeth) Throttle Position Sensor Knock Sensor Oxygen Sensor Injector IAC Valve *1: Only for the 1ZZ-FE Engine Model *2: Only for the 2ZZ-GE Engine Model ECM The ECM is installed in the ECM box in the engine compartment. As result, the wiring harness has been shorted, thus realizing weight reduction. Outline Hot-Wire Type Pick-Up Coil Type (36-2) Pick-Up Coil Type (3) Linear Type Built-In Piezoelectric Element Type Heated Oxygen Sensor (Bank 1, Sensor 1) (Bank 1, Sensor 2) 12-Hole Type*1, 4-Hole Type*2 Rotary Solenoid Type (1-Coil Type) Quantity 1 1 1 1 1 2 4 1

ECM

169EG32

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

6. Intake Air Flow Control
The intake air duct is divided into two areas, and a variable intake valve and an actuator have been provided in one of the areas. When the engine is operating in the low-to mid-speed range, this control operates the variable intake valve to close one side of the intake air duct. When the engine is operating in the high-speed range, it turns OFF the variable intake valve, allowing both sides of the intake air duct to effect the intake of air. Accordingly, the level of engine noise has been reduced without using an intake resonator. Throttle Body ECM

Air Intake Chamber Check Valve Vacuum Tank Actuator Variable Intake Valve
VSV

Mass Air Flow Meter

Intake Air

169EG34

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

7. VVT-i (Variable Valve Timing-intelligent) System
General This system controls the intake camshaft valve timing so as to obtain balance between the engine output, fuel consumption and emission control performance. The actual intake side valve timing is feed back by means of the camshaft position sensor for constant control to the target valve timing.

Camshaft Position Sensor

Engine Coolant Temp. Sensor
Throttle Position Sensor

ECM
Oil Control Valve (Variable Valve Timing)

Mass Air Flow Meter

Crankshaft Position Sensor

169EG35

ECM Crankshaft Position Sensor Mass Air Flow Meter Throttle Position Sensor
Engine Coolant Temp. Sensor
Oil Control Valve (Variable Valve Timing)

Target Valve Timing Feed back

Correction Actual Valve Timing

Duty Control

Camshaft Position Sensor

157EG23

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

Construction 1) VVT-i Controller This controller consists of the housing driven from the timing chain and the vane coupled with the intake camshaft. The oil pressure sent from the advance or retard side path at the intake camshaft causes rotation in the VVT-i controller vane circumferential direction to vary the intake valve timing continuously. When the engine is stopped, the intake camshaft will be in the most retarded state to ensure startability. When hydraulic pressure is not applied to the VVT-i controller immediately after the engine has been started, the lock up pin locks the movement of the VVT-i controller to prevent a knocking noise. Lock Pin Vane (Fixed on Intake Camshaft)

Intake Camshaft

Housing Oil Pressure At a Stop In Operation Lock Pin

169EG36

2) Oil Control Valve (Variable Valve Timing) The oil control valve (variable valve timing) controls the spool valve position in accordance with the duty cantrol from the ECM thus allocating the hydraulic pressure that is applied to the VVT-i controller to the advance and the retard side. When the engine is stopped, the oil control valve (variable valve timing) is in the most retarded state. To VVT-i To VVT-i Controller Controller (Advance Side) (Retard Side) Sleeve Spool Valve

Connector

Drain Drain Spring Oil Pressure

Coil

Plunger
165EG34

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

Operation D The oil control valve (variable valve timing) selects the path to the VVT-i controller according to the advance, retard or hold signal from the ECM. The VVT-i controller rotates the intake camshaft in the timing advance or retard position or holds it according to the position where the oil pressure is applied. Operation Oil Control Valve Drive Signal Advance Signal Vane VVT-i Controller Housing ECM When the oil control valve (variable valve timing) is positioned as illustrated at left by the advance signal from the ECM, the resultant oil pressure is applied to the timing advance side vane chamber to rotate the camshaft in the timing advance direction.
157EG35

Description

Advance

Rotating Direction

Duty Ratio Oil Pressure

169EG37

Retard Signal When the oil control valve (variable valve timing) is positioned as illustrated at left by the retard signal from the ECM, the resultant oil pressure is applied to the timing retard side vane chamber to rotate the camshaft in the timing retard direction.
157EG36

Retard

Rotating Direction

ECM

Duty Ratio Oil Pressure

169EG38

Hold Signal

ECM

Oil Pressure

Duty Ratio

169EG39

157EG37

The ECM calculates the target timing angle according to the traveling state to perform control as described above. After setting at the target timing, the valve timing is held by keeping the oil control valve (variable valve timing) in the neutral position unless the traveling state changes. This adjusts the valve timing at the desired target position and prevents the engine oil from running out when it is unnecessary.

Hold

ENGINE 1ZZ-FE ENGINE AND 2ZZ-GE ENGINES

D In proportion to the engine speed, intake air volume, throttle position and water temperature, the ECM calculates an optimal valve timing under each driving condition and control the oil control valve (variable valve timing). In addition, ECM uses signal from the camshaft position sensor and the crankshaft position sensor to detect the actual valve timing, thus performing feed back control to achieve the target valve timing.
"

Operation During Various Driving Conditions (Conceptual Diagram) A Full Load Performance

Range 4 Engine Load

Range 5

Range 3

Range 1, 2
162EG46

Engine Speed Operation state Range During idling 1 EX At light load 2 Valve timing TDC IN
Latest timing

Objective Minimizing overlap to reduce blow back to the intake side IN

Effect Stabilized idling rpm Better fuel economy Ensured engine stability Better fuel economy Improved emission control Improved torque in low to medium speed range Improved output Stabilized fast idle rpm Better fuel economy Improved startability

EX

Decreasing overlap to eliminate To retard side blow back to the intake side IN Increasing overlap to increase internal EGR for pumping loss elimination

At medium load

EX
To advance side

In low to medium speed range with heavy load In high speed range with heavy load

IN 4 EX
To advance side

Advancing the intake valve close timing for volumetric efficiency improvement BDC

EX

At low temperatures

EX

Retarding the intake valve close timing for volumetric efficiency To retard side improvement Minimizing overlap to prevent blow back to the intake side for IN reduction of fuel increase at low temperatures, and stabilizing the idling rpm for Latest timing decreasing fast idle rotation IN IN Minimizing overlap to minimize blow back to the Latest timing intake side

Upon starting/ stopping the engine

EX

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

8. VVTL-i (Variable Valve Timing and Lift-intelligent) system (2ZZ-GE Engine)
General Based on the VVT-i system, the VVTL-i system has adopted a cam changeover mechanism that varies the amount of lift of the intake and exhaust valves while the engine is operating at high speeds. In addition to achieving higher engine speeds and higher outputs, this system enables the valve timing to be optimally set, resulting in improved fuel economy. When the engine is operating in the low-to mid-speed range, the low-and medium-speed cams of the camshafts operate to move the two valves via the rocker arms. Then, when the engine is operating in the highspeed range, the signals from the sensors cause the ECM to change the hydraulic passage of the oil control valve (for variable valve timing and lift), thus changing to the operation of the high-speed cams. Thus, the lift of the intake and exhaust valves increases, allowing the introduction of a greater volume of air-fuel mixture, and the discharge of a greater volume of exhaust gases. As a result, the engine operates at higher speeds and higher outputs. The construction and the operation of the valve timing control are basically the same as in the VVT-i system.

Camshaft Position Sensor

Oil Control Valve (Variable Valve Timing and Lift)

Engine Coolant Temp. Sensor

Throttle Position Sensor

ECM
Oil Control Valve (Variable Valve Timing)

Mass Air Flow Meter

Camshaft Position Sensor

169EG40

ECM
Low and Medium Lift or High Lift
Oil Control Valve (Variable Valve Timing and Lift)

Crankshaft Position Sensor Mass Air Flow Meter Throttle Position Sensor
Engine Coolant Temp. Sensor

Target Valve Timing Feed back

Oil Control Valve (Variable Valve Timing)

Duty Control Correction Actual Valve Timing

169EG41

Camshaft Position Sensor

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

Construction and Operation 1) Cam Changeover Mechanism (Rocker Arm Type) a. Construction D A rocker arm type cam changeover mechanism has been adopted. The main components of the rocker arm type are the rocker arm, rocker arm pad, rocker arm pin, and the rocker shaft. This mechanism is provided for both the intake and exhaust camshafts, with each connected to its respective rocker arm shaft. D Both the intake and exhaust camshafts contain low-and medium-speed cams and high-speed cams. Low and Medium Speed Cam Exhaust Camshaft Intake Camshaft

169EG14

High Speed Cam

Needle Roller (Integrated with Rocker Arm) Rocker Arm Pad Rocker Arm Rocker Shaft

High Speed Cam

Low and Medium Speed Cam

Rocker Arm Pad Adjusting Shim

A Rocker Arm Pin

Adjusting Shims Rocker Arm Pin A of View

169EG15

Valve

169EG16

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

b. Operation D When the engine coolant temperature is higher than 60_C and the engine speed is higher than 6000 rpm, this system changes the operation of the low-and medium-speed cams on the camshafts to the high-speed cams. When the engine is operating in the low-to mid-speed range (below 6000 rpm), the low-and mediumspeed cam pushes the needle roller of the rocker arm down to operate the two valves. At this time, the high-speed cam is also pushing down on the rocker arm pad, but because the rocker arm pad moves freely, this movement does not cause the rocker arm and the valves to move. Thereafter, when the engine reaches a high speed (over 6000 rpm), the hydraulic pressure pushes the rocker arm pin out to lock the bottom of the rocker arm pad. Because the high-speed cam has a greater cam lift than the lowand medium-speed cam, this time, the high-speed cam operates the two valves via the rocker arm pad and the rocker arm.
"

Low and Medium Speed A High Speed Cam Low and Medium Cam High Speed Cam

Needle Roller

Low and Medium Speed Cam

Rocker Arm Pad

Rocker Arm Pin Moves Freely A of View

169EG42 169EG43

"

High Speed A

Rocker Arm Pad Hydraulic Pressure A of View

169EG44 169EG45

Locked State

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

2) Oil Control Valve (Variable Valve Timing and Lift) The oil control valve (for the variable valve timing and lift) controls the spool valve position in accordance with the duty control from the ECM, thus allocating the hydraulic pressure that is applied to the high-speed cam side of the cam changeover mechanism. Cam Changeover Mechanism (Rocker Arm Type) Sleeve Spool Valve Connector

Spring 3) Oil Pressure Control

Drain Oil Pressure

Coil

Plunger
169EG46

When the engine is operating in the low-to mid-speed range, the oil control valve opens on the drain side so that the oil pressure will not be applied to the cam changeover mechanism. Then, when the engine reaches a high speed, the oil control valve closes on the drain side in order to apply the oil pressure to the high-speed cam of the cam changeover mechanism.
"

Low and Medium Speed A

LOW HIGH LOW HIGH LOW HIGH LOW HIGH

ECM

Rocker Shafts Oil Control Valve OFF Drain

169EG47

OCV
HIGH LOW HIGH LOW HIGH LOW HIGH LOW

Oil Pressure Cam Changeover Mechanism

"

High Speed A
LOW HIGH LOW HIGH LOW HIGH LOW HIGH

ECM

OCV
HIGH LOW HIGH LOW HIGH LOW HIGH LOW

Oil Control Valve ON

Oil Pressure
169EG48

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

9. Fuel Pump Control
A fuel cut control has been adopted to stop the fuel pump when the SRS airbag is deployed, thus helping reduce fuel leakage. In this system, the ECM detects the airbag deployment signal from the airbag sensor assembly and turns OFF the circuit opening relay. After the fuel cut control has been activated, turning the ignition switch from OFF to ON cancels the fuel cut control, thus engine can be restarted. Front Airbag Sensor (RH and LH) Side Airbag Sensor (RH and LH)

Airbag Sensor Assembly

ECM

Circuit Opening Relay

Fuel Pump Motor

169EG28

ENGINE 1ZZ-FE AND 2ZZ-GE ENGINES

10. Evaporative Emission Control System
The method for detecting evaporative emission leaks has been changed from the previous internal pressure monitor type to the vacuum type. The vacuum type forcefully introduces the purge vacuum into the entire system and a leak is detected by monitoring the transitions in pressure. The changes associated with this system are as follows: D A VSV for canister closed valve has been added to the fresh air introduction line. D The 3-way VSV for vapor pressure sensor has been discontinued, and a VSV for pressure switching valve has been added. D The installed position of the vapor pressure sensor has been changed from the charcoal canister to the fuel tank in order to enhance the precision of the vapor pressure sensor. D The fresh air valve characteristics of the charcoal canister have been changed. D DTCs (Diagnostic Trouble Codes) have been added. For details on the DTCs, refer to the 00 CELICA Repair Manual (Pub. No. RM744U). VSV (for Pressure Switching Valve)

Vapor Pressure Sensor

Chacoal Canister

VSV (for Canister Closed Valve)

VSV (for EVAP) Fuel Tank Purge Line Fresh Air Line Drain Fresh Air Valve
170EG08