ENGINE 1MZ-FE ENGINE 36

ENGINE CONTROL SYSTEM

JDESCRIPTION
The construction and functions of the new 1MZ-FE engine includes the following modifications and addi-
tions in comparison with the 1MZ-FE engine installed on the 98 ES300 as the base:
System Outline RX300 98 ES300
SFI
Sequential
Multipot Fuel
Injection
The newly adopted L-type SFI system directly mea-
sures the intake air flow by means of the hot-wire type
air flow meter.
f f
The newly adopted air assisted fuel injection system fa-
cilitates fuel atomization for the improvement of emis-
sion control performance and fuel economy.
f f
ESA
Electronic Spark
Advance
Ignition timing is determined by the ECM based on sig-
nals from various sensors. Corrects ignition timing in
response to engine knocking.
f f
The torque control correction during gear shifting has
been used to minimized the shift shock.
f f
2 knock sensors are used to further improve knock
detection.
f f
IAC
(Idle Air Control)
A rotary solenoid type IAC system controls the first
idle and idle speeds.
f
(1-Coil Type)
f
(2-Coil Type)
VVT-i
Variable Valve
Timing-
intelligent
Controls the intake camshaft to an optimal valve timing
in accordance with the engine condition.
f
ACIS
Acoustic Control
Induction
System
This system changes the intake manifold length over in
three stages according to the engine rpm and throttle
valve opening to improve the performance at all engine
speeds.
f
Active Control
Engine Mount
The damper characteristic of the front engine mount in-
sulator is varied to reduce idling vibration.
f
A/F Sensor and
Oxygen Sensor
Heater Control
Maintain the temperature of the A/F sensor and oxygen
sensors at an appropriate level to increase accuracy of
detection of the oxygen concentration in the exhaust
gas.
f f
Air Fuel Ratio
Feedback control
The precision air fuel ratio feedback control has been
improved through the adoption of the air-fuel ratio sen-
sor and oxygen sensor.
f f*
Engine
Immobilizer
Prohibits fuel delivery and ignition if an attempt is
made to start the engine with an invalid ignition key.
f f
Function to
communicate with
multiplex
communication
system
Communicates with the body ECM, A/C ECU, etc., on
the body side, to input/output necessary signals.
f
*: Calfornia only
ENGINE 1MZ-FE ENGINE 37
JCONSTRUCTION
The configuration of the engine control system in the new 1MZ-FE engine for RX300 is as shown in the
following chart. Shaded portions differ from the 1MZ-FE engine for 98 ES300.
W
STA
PRE
CF
PS
STP
PTNK
TRC
ENG
TC
SIL
SENSORS
MASS AIR FLOW METER
CRANKSHAFT POSITION SENSOR
(Crankshaft Angle Signal)
VVT CAM ANGLE SENOSR
ENGINE COOLANT TEMP. SENSOR
ACTUATORS
ECM
Right Bank
Left Bank
INTAKE AIR TEMP. SENSOR
THROTTLE POSITION SENSOR
(Throttle Position Signal)
IGNITION SWITCH
VEHICLE SPEED SENSOR
COMBINATION METER
HEATED OXYGEN SENSOR
KNOCK SENSOR
(Right Bank & Left Bank)
NEUTRAL START SWITCH
STARTER RELAY
A/C COMP PRESSURE SWITCH
COOLING FAN RELAY
POWER STEERING OIL PRESSURE SWITCH
STOP LIGHT SWITCH
VAPOR PRESSURE SENSOR
TRAC ECU*
DATA LINK CONNECTOR 1
DATA LINK CONNECTOR 3
TRANSPONDER KEY
AMPLIFIER
AIR FUEL RATIO SENSOR
(Right Bank & Left Bank)
EFI MAIN RELAY
EFI
No. 1 ~ No. 6 INJECTOR
ESA
IGNITION COIL with IGNITER
SPARK PLUGS
IAC
CONTROL VALVE
FUEL PUMP CONTROL
CIRCUIT OPENING RELAY
AIR CONDITIONING CONTROL
AIR CONDITIONING ECU
HEATED OXYGEN SENSOR HEATER
VVT-i CONTROL
VVT-i Solenoid VSV RH
EVAP CONTROL
VSV
VAPOR PRESSURE CONTROL
VSV
VVT-i Solenoid VSV LH
MALFUNCTION INDICATOR LAMP
AIR FUEL RATIO SENSOR HEATER
(Right Bank & Left Bank)
MULTIPLEX COMMUNICATION SYSTEM
BODY ECU
AIR CONDITIONER/METER ECU
BATTERY
VG
NE
VV1
VV2
THW
THA
VTA1
IGSW
STA
SPD
OXS
KNKR
KNKL
NSW
TXCT
RXCK
CODE
AFR
AFL
+B
#10~#60
IGT1~6
RSO
FC
ACMG
HTS
OC1
OC2
EVAP1
TPC
IMLD
BATT
MPX1
MPX2
HAFR
HAFL
THEFT DETERRENT INDICATOR LIGHT LAMP*
2
*: Applicable only to vehicles equipped with the TRAC System.
ENGINE 1MZ-FE ENGINE 38
JENGINE CONTROL SYSTEM DIAGRAM
157EG20
ABS Unit
Meter Unit
Fuel Pressure
Control
Relay
Start
Switch
Fuel
Pressure
Regulator
Vehicle Speed Signal
MIL
Fuel Pump
Battery
A/C
Amplifier
DLC3
Park/Neutral Position Switch
Electronic Controlled
Transmission
Solenoid Valves
Stop Light Switch
Electric Load Switch
ECM
ORVR
Breather
Line
VSV (for EVAP
Purge Control)
Pressure
Sensor
VSV
(Pressure
Control)
VSV (for Acoustic
Control Induction
System)
IAC Valve
Intake Air Temp.
Sensor
Mass Air
Flow Meter
Throttle Position
Sensor
A/F Sensor
Camshaft Position
Sensor
Oil Control Valve
Warm-Up-TWC
ECT Sesnor
RPM Sensor
Knock
Sensor
Warm-Up-TWC
A/F Sensor
TWC
Camshaft
Position
Sensor
Injector
Oil Control Valve
(for VVT Control)
EI
Fuel
Filter
Heated Oxygen Sensor
ENGINE 1MZ-FE ENGINE 39
JLAYOUT OF COMPONENTS
157EG21
Knock Sensor
IAC Valve
Throttle Position Sensor
O
2
Sensor
ECM
Cam Position Sensor
Air Flow Meter
OCV
Cam Position Sensor
A/F Sensor
Crank Position Sensor
Injector Water
Temperature
Sensor
Ignition Coil
with Built-in
Ignite
ENGINE 1MZ-FE ENGINE 40
JVVT-i CONTROL SYSTEM
General
D 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 fed back
by means of the cam position sensor for constant control to the target valve timing.
157EG22
Throttle Position Sensor
OCV (RH bank)
Cam Position Sensor (RH bank)
OCV (LH bank)
Cam Position Sensor (LH bank)
Water Temperature Sensor
ECM
Air
Flow Meter
Crank Position Sensor
157EG23
ECM
Target Valve Timing
Actual Valve Timing
Correction
Feedback
OCV
Duty Control
Crank Position Sensor
Air Flow Meter
Throttle Position Sensor
Water Temperature Sensor
Cam Position Sensor
ENGINE 1MZ-FE ENGINE 41
JCONSTRUCTION AND FUNCTIONS
Construction
The camshaft on the exhaust side is driven by the timing belt from the crankshaft pulley, and the camshaft
on the intake side is driven by the gear train from the exhaust side.
The camshaft drive gear (exhaust side) is combined with a scissors gear to reduce the gear noise due to
torque variation. The camshaft driven gear (intake side) is integrated with the VVT-i actuator to vary the
intake camshaft valve timing.
157EG22
157EG24
Crankshaft Timing
Pulley
Timing Belt
Drive Gear
(scissors gear)
Driven gear
(VVT-i Actuator)
Exhaust Camshaft
Intake Camshaft
Valve timing
Varying Portion
Intake Camshaft
VVT-i Actuator
Cam Position Sensor
Exhaust Camshaft
Crankshaft
Cam Position Sensor
Cam Position Sensor
VVT-i Actuator
ENGINE 1MZ-FE ENGINE 42
The ECM distributes the pressure generated by the oil pump into the advance side and retard side by means
of the OCV (oil control valve) installed on the side wall of the cylinder head for adjusting the pressures
before and after the VVT-i controller vane to control the intake camshaft phase.
VVT-i Controller
This controller consists of the housing driven from the exhaust camshaft 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.
157EG25
Driven Gear
Housing (fixed on driven gear)
Vane Seal
Vane Portion
(fixed on intake camshaft)
This illustration shows the
angle advance state.
OCV (Oil Control Valve)
The oil control valve spool position is varied to constantly obtain the optimum valve timing according
to the duty signal sent from the ECM.
The latest timing position is set by the spring force while the engine is stopped.
157EG26
VVT-i Pulley Timing
Advance Chamber
VVT-i Pulley Timing
Retard Chamber
Spool Valve
Connector
Plunger Coil
Drain Drain
Oil Pressure
Spring
Sleeve
ENGINE 1MZ-FE ENGINE
VVT-i Actuator
ECM
Fluid Pressure
Advance Signal
Duty Ratio
Retard Signal
Duty Ratio
Hold Signal
Duty Ratio
ECM
Fluid Pressure
ECM
Fluid Pressure
Vane
(fixed on intake
camshaft)
157EG27 157EG28
157EG29 157EG30
157EG31 157EG32
Rotating Direction
157EG36
157EG37
157EG35
43
Operation (Hydraulic System)
The OCV selects the path to the VVT-i actuator according to the advance, retard or hold signal from the
ECM. The VVT-i actuator rotates the camshaft in the timing advance or retard position or holds it according
to the position where the fluid pressure is applied.
Operation OCV drive signal Description
A
d
v
a
n
c
e
When the OCV is positioned
as illustrated at left by the ad-
vance signal from the ECM,
the resultant fluid pressure is
applied to the timing advance
side vane chamber to rotate
the camshaft in the timing ad-
vance direction.
D
e
l
a
y
When the OCV is positioned
as illustrated at left by the re-
tard signal from the ECM, the
resultant fluid pressure is ap-
plied to the timing retard side
vane chamber to rotate the
camshaft in the timing retard
direction.
H
o
l
d
The ECM calculates the tar-
get timing angle according to
the traveling state to perform
control as described above.
After setting at the target tim-
ing, the valve timing is held
by keeping the OCV 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 1MZ-FE ENGINE
IN
!IN
IN z
INz
IN !
IN
IN
Latest timing
Latest timing
Latest timing
To retard side
To retard side
To advance side
To advance side
EX
EX
EX
EX
EX
EX
EX
44
ECM
In proportion to the engine speed, intake air volume, throttle position and coolant temperature, the ECM
searches an optimal valve timing under each driving condition and control the camshaft timing oil control
valve. In addition, ECM uses signal from the VVT sensors and the crankshaft position sensor to detect
the actual valve timing, thus performing feedback control to achieve the target valve timing.
" Operation During Various Driving Condition A
151EG74
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i
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e

L
o
a
d
Range 4
Range 1
Engine Speed
Range 2
Range 3
Range 5
Full Load Perfomance
Operation state Range Valve timing Objective Effect
During idling
1
Eliminating overlap to re-
duce blow back to the in-
take side
Stabilized idling rpm
Better fuel economy
At light load
2
Decreasing overlap to
eliminate blow back to the
intake side
Ensured engine stability
At medium
load
3
Increasing overlap to in-
crease internal EGR for
pumping loss elimination
Better fuel economy
Improved emission con-
trol
In low to
medium speed
range with
heavy load
4
Advancing the intake valve
close timing for volumetric
efficiency improvement
Improved torque in low
to medium speed range
In high speed
range with
heavy load
5
Retarding the intake valve
close timing for volumetric
efficiency improvement
Improved output
At low
temperatures

Eliminating overlap to pre-

vent blow back to the in-
take side for reduction of
fuel increase at low temper-
atures, and stabilizing the
idling rpm for decreasing
fast idle rotation
Stabilized fast idle rpm
Better fuel economy
Upon starting/
stopping the
engine

Eliminating overlap to
eliminate blow back to the
intake side
Improved startability
ENGINE 1MZ-FE ENGINE 45
JSFI (Sequential Multipot Fuel Injection) SYSTEM
D The L-type SFI system is adopted to adjust fuel injection volume by directly measuring the intake air
flow with a hot-wire type air flow meter.
D An air assist type fuel injection system is adopted to improve emission control and fuel economy be
facilitating fuel atomization.
Air-Fuel Ratio and Feedback Control
As illustrated below, the conventional oxygen sensor is characterized by a sudden change in its output
voltage at the threshold of the stoichiometric air-fuel ratio (14.7 to 1). In contrast, the air-fuel ratio sensor
output a voltage that is approximately proportionate to the existing air-fuel ratio by converting the oxygen
density to the voltage. As a result, the detection precision of the air-fuel ratio has been improved.
151EG30
151EG31
Air-Fuel
Ratio Sensor
AF+
AF
3.0V
3.3V
ECM
Air-Fuel Ratio Sensor
(V)
4.2
(V)
1
0.1
2.2
11 14.7 19
Oxygen Sensor
A
i
r
-
F
u
e
l

R
a
t
i
o

S
e
n
s
o
r
O
u
t
p
u
t
O
x
y
g
e
n

S
e
n
s
o
r
O
u
t
p
u
t
Air-Fuel Ratio
Output Characteristics
The precision of the air-fuel feedback control has been improved through the adoption of the air-fuel ratio
sensor. As illustrated below, if the existing air-fuel ratio diverts from the stoichiometric air-fuel ratio, the
conventional oxygen sensor used to correct the air-fuel ratio at a constant proportion. However, with the
air-fuel ratio sensor, the ECM can determine the extent of diversion from the stoichiometric air-fuel ratio
and execute an immediate correction.
151EG32
Rich
"
Stoichiometric
Air-Fuel Ratio
#
Lean
Injection
Volume
Previous
(Oxygen Sensor)
New
(Air Fuel
Ratio Sensor)
Disorder
New
Previous
Correction at a
Constant Proportion
Immediate Correction
ENGINE 1MZ-FE ENGINE 46
JACIS (ACOUSTIC CONTROL INDUCTION SYSTEM) CONTROL
General
The ECM intake control valve is opened/closed according to the engine rpm and throttle valve opening
to vary the intake manifold length in three stages for improving the torque under heavy load in the medium
speed range.
Operation
Relationships between engine rpm and throttle valve opening
1 Engine speed below 2,700 rpm and throttle valve opening at 30 degrees or more (Low speed range with
heavy load)
2 Engine speed between 2,700 and 3,700 rpm and throttle valve opening at 30 degrees or more (Medium
speed range with heavy load)
3 Engine speed up to 3,700 rpm with throttle valve opening at 30 degrees or less, and full range with
engine speed above 3,700 rpm (Idling range, light load range and high speed range)
1 Low speed range with heavy load
2 Medium speed range with heavy load
3 Idling range, light load range and high speed range
157EG10
157EG11
157EG12
Engine rpm
2700r/min 3700r/min
1 2 3
3
3
30
157EG33
T
h
r
o
t
t
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e

V
a
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v
e

O
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