ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-31

JENGINE CONTROL SYSTEM

1. General
The engine control systems for the 1AZ-FE and 2AZ-FE engines have following features.

System Outline
EFI S An L-type EFI system directly detects the intake air volume with a hot-wire
Electronic Fuel type air flow meter.
Injection S The fuel injection system is a sequential multiport fuel injection system.
ESA Ignition timing is determined by the engine ECU based on signals from various
Electronic Spark sensors. The engine ECU corrects ignition timing in response to engine
Advance knocking. EG
Optimally controls the throttle valve opening in accordance with the amount of
ETCS-i accelerator pedal effort and the condition of the engine and the vehicle.
Electronic
E ectronic
S A linkless-type is used, without an accelerator cable.
Throttle Control
S An accelerator pedal position sensor is provided on the accelerator pedal.
System-intelligent
S A non-contact type throttle position sensor and accelerator pedal position
(See page EG-44)
sensor are used.
VVT-i
Variable Valve Controls the intake camshaft to an optimal valve timing in accordance with the
Timing-intelligent engine condition.
(See page EG-49)
Air-fuel Ratio
Maintains the temperature of the air-fuel ratio sensor and oxygen sensor at an
Sensor, Oxygen
appropriate level to increase accuracy of detection of the oxygen concentration
Sensor Heater
in the exhaust gas.
Control
Evaporative The engine ECU controls the purge flow of evaporative emissions (HC) in the
Emission Control charcoal canister in accordance with engine conditions.
Air Conditioner By turning the air conditioner compressor ON or OFF in accordance with the
Cut-off Control*1 engine condition, drivability is maintained.
Radiator cooling fan operation is controlled by signals from engine ECU based
Cooling Fan Control
on the water temperature sensor signal (THW) and the condition of the air
(See page EG-53)
conditioner operation.
S Fuel pump operation is controlled by signal from the engine ECU.
Fuel Pump Control
S The fuel pump is stopped when the SRS driver’s and front passenger’s airbags
(See page EG-54)
are deployed.
Starting Control*2
Cranking Hold Once the engine switch is pushed, this control continues to operate the starter
Function until the engine is started.
(See page EG-55)
*1: Models with Air Conditioner System (Continued)
*2: Models with Smart Entry & Start System
EG-32 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

System Outline
Charging Control The engine ECU regulates the charging voltage of the alternator in accordance
(See page EG-57) with the driving conditions and the charging state of the battery.
Engine Prohibits fuel delivery and ignition if an attempt is made to start the engine with
Immobilizer*3 an invalid ignition key.
Diagnosis When the engine ECU detects a malfunction, the engine ECU diagnoses and
(See page EG-59) memorizes the failed section.
Fail-safe When the engine ECU detects a malfunction, the engine ECU stops or controls
(See page EG-59) the engine according to the data already stored in memory.
*3: Models with Engine Immobilizer System
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-33

2. Construction
The configuration of the engine control system in the 1AZ-FE and 2AZ-FE engines are shown in the
following chart.
SENSORS ACTUATORS
VG
AIR FLOW METER EFI
#10
THA No.1 INJECTOR
#20
INTAKE AIR TEMPERATURE SENSOR No.2 INJECTOR
#30
THW No.3 INJECTOR
WATER TEMPERATURE SENSOR
#40
No.4 INJECTOR
VTA1
ESA EG
THROTTLE POSITION SENSOR IGT1 X
VTA2 IGT4
IGNITION COIL
CRANKSHAFT POSITION NE with IGNITER
SENSOR IGF1
SPARK PLUGS
CAMSHAFT POSITION G2
SENSOR ETCS-i

ACCELERATOR PEDAL VPA M THROTTLE CONTROL

POSITION SENSOR VPA2 MOTOR

AIR-FUEL RATIO SENSOR A1A

VVT-i
(Bank 1, Sensor 1)
Engine OC1 CAMSHAFT TIMING OIL
HEATED OXYGEN SENSOR OX1B ECU CONTROL VALVE
(Bank 1, Sensor 2)
KNK1 FUEL PUMP CONTROL
KNOCK SENSOR
FC CIRCUIT OPENING
COMBINATION METER SPD RELAY

S Vehicle Speed Signal

IGNITION SWITCH
S Ignition Signal
NEUTRAL START SWITCH*1
AIR-FUEL RATIO AND HEATED
OXYGEN SENSOR HEATER CONTROL
IGSW
HA1A AIR-FUEL RATIO SENSOR
HEATER (Bank 1, Sensor 1)
D, 2, L
HT1B HEATED OXYGEN SENSOR
P, R, N HEATER (Bank 1, Sensor 2)

TRANSMISSION CONTROL 3
SWITCH*1 EVAPORATIVE EMISSION
CONTROL
ELS1
DEFOGER SWITCH PRG
VSV (for EVAP)
ELS3
TAIL LIGHT SWITCH
(Continued)
*1: A/T Model 01NEG07Y
EG-34 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

STA COOLING FAN CONTROL

STARTER RELAY
FANH
CCS COOLING FAN RELAY No.1
CRUISE CONTROL SWITCH*2

STP COOLING FAN RELAY No.2*3

STOP LIGHT SWITCH
ST1– FANL
COOLING FAN RELAY No.3*3
BATTERY CURRENT SENSOR THB
(BUILT-IN BATTERY
TEMPERATURE SENSOR) VCIB
CRANKING HOLD FUNCTION*4
IMI ACCR
TRANSPONDER KEY ECU
IMO MAIN BODY ECU
CANH, CANL
STSW
Engine
AIRBAG SENSOR ASSEMBLY ECU ACC CUT RELAY
STAR
EPS ECU STARTER RELAY

RLO
AIR CONDITIONER ECU*3
ALTERNATOR
DF
SKID CONTROL ECU MREL
MAIN RELAY
+B

DLC3 TC COMBINATION METER

TACH
W CHECK ENGINE
BATT WARNING LIGHT
BATTERY

01NEG08Y

: CAN

*2: Models with Cruise Control System

*3: Models with Air Conditioner System
*4: Models with Smart Entry & Start System
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-35

3. Engine Control System Diagram

Neutral Start
Switch*
Check Engine
Warning Light
DLC3 Ignition Switch
Accelerator Pedal Alternator
Position Sensor

Circuit Opening Relay

Engine ECU
Battery EG

Throttle
Position
Sensor
VSV
Air Flow Meter
(For EVAP) Throttle S Intake Air Temperature
Control Sensor
Motor Camshaft Position
Camshaft Sensor
Timing
Oil Control
Valve
Ignition Coil
with Igniter

Injector

Water
Knock Temperature
Sensor
Sensor
Chacoal
Canister Fuel Pump
Crankshaft Position
Sensor

TWC

Heated Oxygen Snesor

(Bank 1, Sensor 2)

Air-fuel Ratio Sensor

(Bank 1, Sensor 1)
*1: A/T Model
01NEG58Y
EG-36 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

4. Layout of Main Components

Air Flow Meter

Accelerator Pedal
Engine ECU Position Sensor

VSV (For EVAP)

DLC3

Air-fuel Ratio Sensor Heated Oxygen Sensor

(Bank 1, Sensor 1) (Bank 1, Sensor 2)
Battery Current Sensor
(Built-in Battery Temperature Sensor)

Injector Knock Sensor Ignition Coil with Igniter

Throttle Position
Sensor
Camshaft Timing
Oil Control Valve
Camshaft Position
Sensor

Water Temperature Sensor

Crankshaft Position
Sensor
01NEG53Y
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-37

5. Main Components of Engine Control System

General
The main components of the 1AZ-FE and 2AZ-FE engine control systems are as follows:

Components Outline Quantity

Engine ECU 32-bit 1
Air Flow Meter Hot-wire Type 1
Crankshaft Position Sensor (Rotor Teeth) Pick-up Coil Type (36-2) 1
Camshaft Position Sensor (Rotor Teeth) Pick-up Coil Type (3) 1
Throttle Position Sensor Non-contact Type 1 EG
Accelerator Pedal Position Sensor Non-contact Type 1
Built-in Piezoelectric Element Type
Knock Sensor 1
(Flat Type)
Air-fuel Ratio Sensor Type with Heater
1
(Bank 1, Sensor 1) (Planar Type)
Heated Oxygen Sensor Type with Heater
1
(Bank 1, Sensor 2) (Cup Type)
Injector 12-hole Type 4

Engine ECU
The 32-bit CPU of the engine ECU is used to increase the speed for processing the signals.
EG-38 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

Air-fuel Ratio Sensor and Heated Oxygen Sensor

1) General
D The air-fuel ratio sensor and heated oxygen sensor differ in output characteristics.
D Approximately 0.4V is constantly applied to the air-fuel ratio sensor, which outputs an amperage that
varies in accordance with the oxygen concentration in the exhaust emission. The engine ECU converts
the changes in the output amperage into voltage in order to linearly detect the present air-fuel ratio.
The air-fuel ratio sensor data is read out by an intelligent tester II.
D The output voltage of the heated oxygen sensor changes in accordance with the oxygen concentration
in the exhaust emission. The engine ECU uses this output voltage to determine whether the present
air-fuel ratio is richer or leaner than the stoichiometric air-fuel ratio.

A1A+ OX1B
(3.3 V)
Heated
Air-fuel
Oxygen
Ratio Sensor Engine Engine
Sensor
ECU ECU
A1A– EX1B
(2.9 V)

Air-fuel Ratio Sensor Circuit Heated Oxygen Sensor

00REG21Y

: Air-fuel Ratio Sensor

: Heated Oxygen Sensor
4.2 1

Air-fuel Ratio Sensor Data

Displayed on Intelligent Heated Oxygen
Tester II Sensor Output (V)

2.2 0.1
11 (Rich) 14.7 19 (Lean)

Air-fuel Ratio D13N11

 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-39

2) Construction
D The basic construction of the air-fuel ratio sensor and heated oxygen sensor is the same. However, they
are divided into the cup type and the planar type, according to the different types of heater construction
that are used.
D The cup type sensor contains a sensor element that surrounds a heater.
D The planar type sensor uses alumina, which excels in heat conductivity and insulation, to integrate a
sensor element with a heater, thus realizing the excellent warm-up performance of the sensor.

Heater
EG
Alumina Platinum
Electrode Atmosphere
Dilation Layer Atmosphere

Alumina

Heater
Platinum
Electrode Sensor Element
(Zirconia)
Sensor Element (Zirconia)
271EG45
Planar Type Air-fuel Ratio Sensor Cup Type Heated Oxygen Sensor

" Warm-up Specification A

Sensor Type Planar Type Cup Type

Warm-up Time Approx. 10 sec. Approx. 30 sec.

Air Flow Meter

D The compact and lightweight air flow meter, which is a plug-in type, allows a portion of the intake air
to flow through the detection area. By directly measuring the mass and the flow rate of the intake air, the
high detection precision is achieved and the intake air resistance is reduced.
D This air flow meter has a built-in intake air temperature sensor.
Temperature Sensing
Element
Intake Air
Temperature
Sensor

Air Flow
Platinum Hot-wire
Element
204EG54
EG-40 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

Knock Sensor (Flat Type)

1) General
In the conventional type knock sensor (resonant type), a vibration plate which has the same resonance
point as the knocking frequency of the engine is built in and can detect the vibration in this frequency
band.
On the other hand, a flat type knock sensor (non-resonant type) has the ability to detect vibration in a
wider frequency band from about 6 kHz to 15 kHz, and has the following features.
D The engine knocking frequency will change a bit depending on the engine speed. The flat type knock
sensor can detect the vibration even when the engine knocking frequency is changed. Thus the
vibration detection ability is increased compared to the conventional type knock sensor, and a more
precise ignition timing control is possible.

: Conventional Type
: Flat Type

(V)
A A: Detection Band of
Conventional Type
B: Detection Band of
Voltage Flat Type

Frequency (Hz)
214CE04
Characteristic of Knock Sensor

2) Construction
D The flat type knock sensor is installed on the engine through the stud bolt installed on the cylinder
block. For this reason, a hole for the stud bolt is running through the center of the sensor.
D Inside of the sensor, a steel weight is located on the upper portion and a piezoelectric element is located
under the weight through the insulator.
D The open/short circuit detection resistor is integrated.

Open/Short Circuit
Steel Weight Detection Resistor Piezoelectric
Element

Insulator Vibration Plate

Piezoelectric
Element

214CE01 214CE02

Flat Type Knock Sensor Conventional Type Knock Sensor

(Non-resonant Type) (Resonant Type)
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-41

3) Operation
The knocking vibration is transmitted to the
steel weight and its inertia applies pressure to Steel Weight
the piezoelectric element. The action
generates electromotive force. Inertia

Piezoelectric
Element
214CE08
4) Open/Short Circuit Detection Resistor
While the ignition is ON, the open/short circuit detection resistor in the knock sensor and the resistor EG
in the engine ECU keep constant the voltage at the terminal KNK1 of engine.
An IC (Integrated Circuit) in the engine ECU is always monitoring the voltage of the terminal KNK1.
If the open/short circuit occurs between the knock sensor and the engine ECU, the voltage of the terminal
KNK1 will change and the engine ECU detects the open/short circuit and stores DTC (Diagnostic
Trouble Code).
Engine ECU

5V
Knock Sensor
200 kΩ
KNK1
IC
200 kΩ
EKNK

Piezoelectric Open/Short Circuit

Element Detection Resistor
214CE06
Service Tip
D In accordance with the adoption of an open/short circuit detection resistor, the inspection
method for the sensor has been changed. For details, refer to the RAV4 Repair Manual (Pub.
No. RM01N0E).
D To prevent the water accumulation in the connecter, make sure to install the flat type knock
sensor in the position as shown in the following illustration.

10_
10_

Knock Sensor

251EG12
EG-42 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

Throttle Position Sensor

The throttle position sensor is mounted on the throttle body to detect the opening angle of the throttle valve.
The throttle position sensor converts the magnetic flux density that changes when the magnetic yoke
(located on the same axis as the throttle shaft) rotates around the Hall IC into electric signals to operate the
throttle control motor.

Throttle Body

Magnetic
Throttle Position
Yoke
Sensor Portion

Hall IC

Throttle Control Cross Section

Motor
01NEG43Y

Throttle Position
Sensor
Magnetic Yoke (V)
5
VTA2
VTA1
Output
Hall
IC
ETA Voltage VTA1
Engine
Hall VCTA ECU
IC
VTA2 0 90_
Fully Close Fully Open
Throttle Valve Opening Angle
230LX12 238EG79

Service Tip
The inspection method differs from the conventional contact type throttle position sensor because
this non-contact type sensor uses a Hall IC.
For details, refer to the RAV4 Repair Manual (Pub. No. RM01N0E).
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-43

Accelerator Pedal Position Sensor

The non-contact type accelerator pedal position sensor uses a Hall IC.
D The magnetic yoke that is mounted at the accelerator pedal arm rotates around the Hall IC in accordance
with the amount of effort that is applied to the accelerator pedal. The Hall IC converts the changes in the
magnetic flux at that time into electrical signals, and outputs them as accelerator pedal effort to the engine
ECU.
D The Hall IC contains circuits for the main and sub signals. It converts the accelerator pedal depressed
angles into electric signals with two differing characteristics and outputs them to the engine ECU.
Internal Construction

EG

A
Accelerator
Pedal Arm

Hall IC

Magnetic Yoke

A – A Cross Section 00SEG39Y

Accelerator Pedal
Position Sensor
Magnetic Yoke (V)
VPA
5
EPA
Hall
IC
VCPA VPA2
Output
VPA2 Engine Voltage
Hall
IC ECU VPA
EPA2
VCP2 0
90_
Fully Fully
Close Open
Accelerator Pedal Depressed Angle
228TU24
228TU25
Service Tip
The inspection method differs from the conventional contact type accelerator pedal position sensor
because this non-contact type sensor uses a Hall IC.
For details, refer to the RAV4 Repair Manual (Pab. No. RM01N0E).
EG-44 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

6. ETCS-i (Electronic Throttle Control System-intelligent)

General
D The ETCS-i is used, providing excellent throttle control in all the operating ranges. In the 1AZ-FE and
2AZ-FE engines, the accelerator cable has been discontinued, and an accelerator pedal position sensor
has been provided on the accelerator pedal.
D In the conventional throttle body, the throttle valve opening is determined by the amount of the
accelerator pedal effort. In contrast, the ETCS-i uses the engine ECU to calculate the optimal throttle
valve opening that is appropriate for the respective driving condition and uses a throttle control motor
to control the opening.
D The ETCS-i controls the ISC (Idle Speed Control) system, the TRC*1 (Traction Control), VSC*2
(Vehicle Skid Control) system and curise control system*3.
D In case of an abnormal condition, this system switches to the limp mode.

" System Diagram A

Throttle Valve

Throttle Position Sensor

Accelerator Pedal
Position Sensor Throttle
Control
Motor

Skid
Air Flow
Engine ECU Control
Meter
ECU

Ignition Fuel
Coil Injector

: CAN
00REG17Y
*1: Models with TRC System
*2: Models with VSC System
*3: Models with Curise Control System
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-45

Construction
Throttle Body

Throttle Position
Sensor Portion

Reduction
Gears

A
EG
View from A

Magnetic Yoke

Hall IC

Throttle Valve

Throttle Control
Motor

Cross Section
01NEG44Y
1) Throttle Position Sensor
The throttle position sensor is mounted on the throttle body, to detect the opening angle of the throttle
valve.

2) Throttle Control Motor

A DC motor with excellent response and minimal power consumption is used for the throttle control
motor. The engine ECU performs the duty ratio control of the direction and the amperage of the current
that flows to the throttle control motor in order to regulate the opening of the throttle valve.

Operation

1) General
The engine ECU drives the throttle control motor by determining the target throttle valve opening in
accordance with the respective operating condition.
D Non-linear Control
D Idle Speed Control
D TRC Throttle Control
D VSC Coordination Control
D Cruise Control
EG-46 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

2) Non-linear Control
It controls the throttle to an optimal throttle valve opening that is appropriate for the driving condition
such as the amount of the accelerator pedal effort and the engine speed in order to realize excellent throttle
control and comfort in all operating ranges.

" Control Examples During Acceleration and Deceleration A

: With Control
: Without Control

"
Vehicle’s
Longitudinal G
0

"
Throttle Valve
Opening Angle
0
"
Accelerator Pedal
Depressed Angle
0
Time !
005EG13Y

3) Idle Speed Control

The engine ECU controls the throttle valve in order to constantly maintain an ideal idle speed.

4) TRC Throttle Control

As part of the TRC system, the throttle valve is closed by a demand signal from the skid control ECU
if an excessive amount of slippage is created at a driving wheel, thus facilitating the vehicle in providing
excellent stability and driving force.

5) VSC Coordination Control

In order to bring the effectiveness of the VSC system control into full play, the throttle valve opening
angle is controlled by effecting a coordination control with the skid control ECU.

6) Cruise Control
An engine ECU with an integrated cruise control ECU directly actuates the throttle valve for operation
of the cruise control.
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-47

Fail-safe of Accelerator Pedal Position Sensor

D The accelerator pedal position sensor is comprised of two (main, sub) sensor circuits. If a malfunction
occurs in either one of the sensor circuits, the engine ECU detects the abnormal signal voltage difference
between these two sensor circuits and switches to the limp mode. In the limp mode, the remaining circuit
is used to calculate the accelerator pedal depressed angle, in order to operate the vehicle under the limp
mode control.

Engine ECU

EG
Accelerator Pedal
Position Sensor Open

Main
Sub Main
Sub
Throttle
Throttle Throttle Valve Return Control
Position Spring Motor
Sensor

Accelerator Pedal Throttle Body 199EG45

D If both circuits have a malfunction, the engine ECU detects the abnormal signal voltage from these two
sensor circuits and stops the throttle control. At this time, the vehicle can be driven within its idling range.

Engine ECU

Accelerator Pedal Close by

Position Sensor Return Spring

Main
Sub Main
Sub
Throttle
Throttle Throttle Valve Return Control
Position Spring Motor
Sensor

Accelerator Pedal Throttle Body

199EG46
EG-48 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

Fail-safe of Throttle Position Sensor

D The throttle position sensor is comprised of two (main, sub) sensor circuits. If a malfunction occurs in
either one or both of the sensor circuits, the engine ECU detects the abnormal signal voltage difference
between these two sensor circuits, cuts off the current to the throttle control motor, and switches to the
limp mode. Then, the force of the return spring causes the throttle valve to return and stay at the prescribed
opening. At this time, the vehicle can be driven in the limp mode while the engine output is regulated
through the control of the fuel injection (intermittent fuel-cut) and ignition timing in accordance with the
accelerator opening.
D The same control as above is affected if the engine ECU detects a malfunction in the throttle control motor
system.

Injectors Engine ECU Ignition Coils

Return to
Accelerator Pedal
Prescribed Angle
Position Sensor

Main
Sub Main
Sub
Return Throttle
Throttle Valve Spring Control
Motor

Accelerator Pedal Throttle Body

199EG47
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-49

7. VVT-i (Variable Valve Timing-intelligent) System

General
D The VVT-i system is designed to control the intake camshaft within a range of 40_ (of Crankshaft Angle)
to provide valve timing that is optimally suited to the engine condition. This realizes proper torque in
all the speed ranges as well as increasing fuel economy, and reducing exhaust emissions.

Camshaft Position Sensor

Water Temperature
Sensor
Throttle Position
Sensor EG

Engine ECU
Crankshaft
Position Air Flow Meter Vehicle Speed Signal
Sensor

Camshaft Timing
Oil Control Valve
DR011EG25

D Using the engine speed signal, vehicle speed signal, and the signals from air flow meter, throttle position
sensor and water temperature sensor, the engine ECU can calculate optimal valve timing for each driving
condition and controls the camshaft timing oil control valve. In addition, the engine ECU uses signals
from the camshaft position sensor and crankshaft position sensor to detect the actual valve timing, thus
providing feedback control to achieve the target valve timing.

Engine ECU

Crankshaft Position Sensor

Target Valve Timing Camshaft Timing
Oil Control Valve
Air Flow Meter Duty-cycle
Control
Throttle Position Sensor Feedback

Water Temperature Sensor Correction

Camshaft Position Sensor Actual Valve Timing

Vehicle Speed Signal

221EG16
EG-50 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

Effectiveness of the VVT-i System

Operation State Objective Effect

TDC
Latest Timing

Minimizing overlap to
S During Idling S Stabilized idling rpm
EX IN reduce blowback to the
S At Light Load S Better fuel economy
intake side

185EG48
BDC
To Advance Side

Increasing overlap S Better fuel economy

At Medium Load EX IN increases internal EGR, S Improved emission
reducing pumping loss control

185EG49

Advancing the intake

In Low to Medium
valve close timing for Improved torque in low to
Speed Range with EX IN
volumetric efficiency medium speed range
Heavy Load
improvement
185EG50
To Advance Side

Retarding the intake

In High Speed
valve close timing for
Range with Heavy EX IN Improved output
volumetric efficiency
Load
improvement
287EG34
To Retard Side

Latest Timing
Minimizing overlap to
prevent blowback to the
At Low intake side leads to the S Stabilized fast idle rpm
EX IN
Temperature lean burning condition, S Better fuel economy
and stabilizes the idling
185EG48
speed at fast idle

Latest Timing

S Upon Starting Minimizing overlap to

S Stopping the EX IN minimize blowback to Improved startability
Engine the intake side

185EG48
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-51

Construction

1) VVT-i Controller
This controller consists of the housing driven by the timing chain and the vane Fixed on 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 pin locks the movement of the VVT-i controller to prevent a knocking noise.

Lock Pin EG
Housing Intake Camshaft

Vane (Fixed on Intake Camshaft)

Oil Pressure

At a Stop In Operation
Lock Pin 169EG36

2) Camshaft Timing Oil Control Valve

The camshaft timing oil control valve controls the spool valve position in accordance with the duty
control from the engine ECU, thus allocating the hydraulic pressure that is applied to the VVT-i controller
to the advance and the retard sides. When the engine is stopped, the camshaft timing oil control valve
is in the most retarded state.

To VVT-i Controller To VVT-i Controller

(Advance Side) (Retard Side)

Sleeve

Spring

Drain Drain Coil Plunger

Oil Pressure Spool Valve

221EG17
EG-52 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

Operation

1) Advance
When the camshaft timing oil control valve is positioned as illustrated below by the advance signal from
the engine ECU, the resultant oil pressure is applied to the advance side vane chamber to rotate the
camshaft in the advance direction.

Vane
Engine
ECU

Oil Pressure
Rotation Direction IN Drain
198EG35

2) Retard
When the camshaft timing oil control valve is positioned as illustrated below by the retard signal from
the engine ECU, the resultant oil pressure is applied to the retard side vane chamber to rotate the camshaft
in the retard direction.

Vane

Engine
ECU

Oil Pressure
Rotation Direction
Drain IN 198EG36

3) Hold
After reaching the target timing, the valve timing is held by keeping the camshaft timing oil control valve
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.
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-53

8. Cooling Fan Control

D On the models with air conditioner, the engine ECU controls the operation of the cooling fan in two speeds
(Low and High) based on the water temperature sensor signal and the air conditioner ECU signal. This
control is accomplished by operating the 2 fan motors in 2 stages through low speed (series connection)
and high speed (parallel connection).

" Wiring Diagram A

Cooling Fan Cooling Fan

Relay No.3 Relay No.1
EG
Air FANL
Cooling Fan
Conditioner Motor No.2
ECU Cooling Fan
Engine
Relay No.2
ECU
Water Temperature
Sensor
FANH
Cooling Fan
Motor No.1

01NEG09Y
Low Speed (Series Connection)

Cooling Fan Cooling Fan

Relay No.3 Relay No.1

Air FANL
Conditioner Cooling Fan
ECU Motor No.2 Cooling Fan
Engine Relay No.2
ECU
Water Temperature
Sensor
FANH
Cooling Fan
: CAN Motor No.1

High Speed (Parallel Connection)

01NEG10Y

" Cooling Fan Operation A

Air Conditioner Condition Water Temperature_C (_F)

A/C Compressor Refrigerant Pressure 94.5 (202.1) or lower 96 (204.8) or higher
OFF 1.2 MPa (12.5 kgf/cm2, 178 psi) or lower OFF High
1.2 MPa (12.5 kgf/cm2, 178 psi) or lower Low High
ON
1.2 MPa (12.5 kgf/cm2, 178 psi) or higher High High
EG-54 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

D On the models without air conditioner, the engine ECU controls the operation of the cooling fan based on
the water temperature sensor signal.

" Wiring Diagram A

Cooling Fan
Relay

Cooling Fan Motor

Water Temperature Enignie
Sensor ECU

01NEG11Y
9. Fuel Pump Control
A fuel cut control is used to stop the fuel pump when the SRS airbag is deployed at the front collision. In this
system, the airbag deployment signal from the airbag sensor is detected by the engine ECU, which turns OFF
the circuit opening relay.
After the fuel cut control has been activated, turning the ignition switch from OFF to ON*1 (selecting the
engine switch from the OFF to IG-ON mode*2) cancels the fuel cut control, and the engine can be restarted.

Circuit
Front Airbag Opening
Airbag Engine
Sensor Relay
Sensor ECU
(RH and LH)

Fuel
Pump
Motor
Curtain Shield Side Airbag
Airbag Sensor*3 Sensor*3
(RH and LH) (RH or LH)

: CAN
00REG18Y

*1: Models without Smart Entry & Start System

*2: Models with Smart Entry & Start System
*3: Models with SRS Driver, Front Passenger, Side and Curtain Shield Airbags
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-55

10. Cranking Hold Function

General
D Once the engine switch is pushed, this function continues to operate the starter until the engine starts,
provided that the brake pedal on the automatic transaxle models or clutch pedal on the manual transaxle
models is depressed. This prevents starting failures and the engine from being cranked after the engine
has started.
D When the engine ECU detects a start signal from the main body ECU, this system monitors the engine
speed (NE) signal and continues to operate the starter until it determines that the engine has started.
Furthermore, even if the engine ECU detects a start signal from the main body ECU, this system will not
operate the starter if the engine ECU has determined that the engine has already started.
EG
" System Diagram A
Engine ECU

PUSH STSW
Main Body ECU ACCR
STAR

Engine Switch
STP*2
IG

ST Cut
ACC Relay Relay
Clutch Pedal*1
Brake Pedal*2

S Clutch
Switch*1
Starter S Neutral
Start
Switch*2
STA

Battery Starter
Relay
S Engine Speed Signal
S Water Temperature
Signal

01NEG14Y

*1: M/T Models

*2: A/T Models
EG-56 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

Operation
D As indicated in the following timing chart, when the engine ECU detects a start signal (STSW) from the
main body ECU, the engine ECU outputs the STAR and ACCR signals to the main body ECU. Upon
detecting the STAR and ACCR signals from the engine ECU, the main body ECU energizes the starter
relay to operate the starter. If the engine is already running, the engine ECU stops the output of the STAR
and ACCR signals to the main body ECU. Thus, the main body ECU will not energize the starter relay.
D After the starter operates and the engine speed becomes higher than approximately 500 rpm, the engine
ECU determines that the engine has started and stops the output of the STAR and ACCR signals to the
main body ECU. Thus, the main body ECU will stop the operation of the starter.
D If the engine has any failure and does not work, the starter operates as long as its maximum continuous
operation time and stops automatically. The maximum continuous operation time is approximately 2
seconds through 25 seconds depending on the engine water temperature condition. When the engine
water temperature is extremely low, it is approximately 25 seconds and when the engine is warmed up
sufficiently, it is approximately 2 seconds.
D This system cuts off the current that powers the accessories while the engine is cranking to prevent the
accessory illumination from operating intermittently due to the unstable voltage that is associated with
the cranking of the engine.
D This system has the following protections.
- While the engine is running normally, the starter does not operate.
- In case the driver keeps pressing the engine switch and the engine successfully started, the engine ECU
stops the output of the STAR and ACCR signals when the engine speed becomes higher than 1,200
rpm. Thus, the main body ECU will stop the operation of the starter.
- In case the driver keeps pressing the engine switch and the engine does not start, the engine ECU stops
the output of the STAR and ACCR signals after 30 seconds have elapsed. Thus, the main body ECU
will stop the operation of the starter.
- In case the engine ECU cannot detect an engine speed signal while the starter is operating, the engine
ECU will immediately stop the output of the STAR and ACCR signals. Thus, the main body ECU will
stop the operation of the starter.

" Timing Chart A

ON
Start Signal
OFF
Cranking Limit
Approx. 2 to 25 sec
ON
Starter Relay
OFF
ON
Accessory Power
OFF Successful
Starting of Engine

Failed Starting of
Engine Speed Signal Engine
(NE)

Engine ECU determines that the engine has started

successfully when the engine speed is
approximately 500 rpm.
00SEG57Y
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-57

11. Charging Control

General
This system lowers the generated voltage when the vehicle is idling or is being driven at a constant speed,
and raises the generated voltage when the vehicle is decelerating. This reduces the load on the engine as
a result of the electric generation of the alternator, thus contributing to the fuel economy of the engine.
During acceleration, this system regulates the generated voltage in order to place the amperage estimation
value close to the target value.
D This control consists of the engine ECU, battery current sensor with a built-in battery temperature sensor,
alternator, and various sensors and switches.
D The engine ECU detects driving condition based on signals from various sensors and switches, and EG
detects charging condition based on signals from the alternator, battery current sensor and battery
temperature sensor. Then the engine ECU outputs signals to the IC regulator to control the genetated
voltage of the alternator.

The engine ECU stops the charging control and the alternator switches to normal power generation mode
under the following conditions:
D Low battery capacity
D Low or high battery temperature
D Wipers operating or blower motor operating with tail lamp relay ON

" System Diagram A

B Various Electrical
Alternator Loads

DF Battery Current Sensor

Engine Battery Temperature Sensor
IC Regulator ECU
RLO

Battery Voltage
Battery

Various Sensors and Switches

S Throttle Position Sensor
S Crankshaft Position Sensor
S Accelerator Pedal Position Sensor
S
S

01NEG13Y
EG-58 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES

Battery Current Sensor

Installed on the negative terminal of the battery, this sensor detects the amount of charging and discharging
amperage of the battery and sends signal to the engine ECU. Based on this signal, the engine ECU calculates
the battery capacity. A Hall IC is used for detecting the amount of charging and discharging amperage. The
changes that occur in the magnetic flux density in the core as a result of the charging and amperage of the
battery are converted and output as voltage.

5 (V)

Output
Voltage

0
281EG86 - 100 +100 (A)
Current
258AS61
Characteristic of Current Sensor
Battery Temperature Sensor
D The battery temperature sensor is built into the battery current sensor.
D The battery characteristic (battery internal resistance) of taking in current for charging varies according
to battery electrolyte temperature. If the electrolyte temperature is too low or too high, the battery internal
resistance will increase, resulting in early deterioration. To prevent this, the battery temperature sensor
changes its resistance as shown below to detect the temperature.

(kΩ)
6

Resistance

0 60 (_C)
Battery Temperature
288EG61C
 ENGINE – 1AZ-FE AND 2AZ-FE ENGINES EG-59

Fail-safe
Due to a failure in the battery current sensor or battery temperature sensor, the engine ECU may determine
the necessity of performing a fail-safe operation. Then, the engine ECU stops the charging control and the
alternator switches to the normal power generation mode.
When the engine ECU detects a malfunction in a sensor, the engine ECU memorizes the DTC (Diagnostic
Trouble Code). The check engine warning light does not illuminate.

" DTC Chart A

DTC No. Detection Item DTC No. Detection Item

Battery Temperature Sensor Circuit
P0516 P1551 Battery Current Sensor Circuit Low
Low EG
Battery Temperature Sensor Circuit
P0517 P1552 Battery Current Sensor Circuit High
High
P0560 System Voltage P1602 Detection of Battery

P1550 Battery Current Sensor Circuit

12. Diagnosis
D When the engine ECU detects a malfunction, the engine ECU makes a diagnosis and memorizes the failed
section. Furthermore, the check engine warning light in the combination meter illuminates or blinks to
inform the driver.
D By using the intelligent tester II, the 5-digit DTCs (Diagnostic Trouble Codes) and ECU data can be read
out. Moreover, the ACTIVE TEST can be used to drive the actuator by means of the intelligent tester II.
D The engine ECU can output freeze-frame data to the intelligent tester II. This data is stored in the engine
ECU at the very moment when the engine ECU detects its last data of malfunction.
D All the DTCs have been made to correspond to the SAE controlled codes. Some of the DTCs have been
further divided into smaller detection areas than in the past, and new DTCs have been assigned to them.
For details, refer to the RAV4 Repair Manual (Pub. No. RM01N0E).
Service Tip
To clear the DTC that is stored in the engine ECU, use the intelligent tester II, and disconnect the
battery terminal or remove the EFI fuse for 1 minute or longer.

13. Fail-safe
When a malfunction is detected by any of the sensors, there is a possibility of an engine or another
malfunction occurring if the ECU were to continue to control the engine control system in the normal way.
To prevent such a problem, the fail-safe function of the ECU either relies on the data stored in memory to
allow the engine control system to continue operating, or stops the engine if a hazard is anticipated. For
details, refer to the RAV4 Repair Manual (Pub. No. RM01N0E).