EG-28 ENGINE − K3-VE ENGINE

JENGINE CONTROL SYSTEM

1. General
The engine control system of the K3-VE engine has the following system.

System Outline
D D-type EFI system detects the intake manifold pressure with pressure sensor.
D The fuel injection system is a sequential multiport fuel injection system.
D Fuel injection takes two forms:
Synchronous injection, which always takes place with the same timing in
accordance with the basic injection duration and an additional correction
based on the signals provided by the sensors.
EFI
Non-synchronous injection, which takes place at the time an injection request
Electronic Fuel
based on the signals provided by the sensors is detected, regardless of the
Injection
crankshaft position.
D Synchronous injection is further divided into simultaneous injection and
independent injection. Simultaneous injection injects fuel twice into all
cylinders during one revolution of the crankshaft at the time the engine is
started. Independent injection injects once into each cylinder during every
two revolutions of the crankshaft after the engine has started.
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.
ISC
A stepper motor type ISC valve controls the fast idle and idle speeds.
(Idle Speed Control)
VVT-i
Variable Valve Controls the intake camshaft to an optimal valve timing in accordance with the
Timing-intelligent engine condition.
[See page EG-35]
Fuel Pump Control D Fuel pump operation is controlled by signals from the Engine ECU.
[See page EG-39] D The fuel pump is stopped when the SRS airbag is deployed in a front collision.
Evaporative The Engine ECU controls the purge flow of evaporative emissions (HC) in the
Emission Control charcoal canister in accordance with engine conditions.
The air conditioner magnetic clutch is turned ON or OFF according to the engine
Air Conditioner conditions after idle-up control so that the engine can be stabilized (variation of
Cut-off Control the idle speed can be reduced). The magnetic clutch is turned OFF temporarily
during acceleration, etc.
Cooling Fan Control The cooling fan is turned ON or OFF in response to the engine coolant
[See page EG-39] temperature and air conditioner operation.
Prohibits fuel delivery and ignition if an attempt is made to start the engine with
Engine Immobilizer*
an invalid ignition key.
Diagnosis When the Engine ECU detects a malfunction, the Engine ECU diagnoses and
[See page EG-40] memorizes the failed section.
Fail-Safe When the Engine ECU detects a malfunction, the Engine ECU stops or controls
[See page EG-40] the engine according to the data already stored in memory.
*: Only on Models Equipped with Engine Immobilizer System
 ENGINE − K3-VE ENGINE EG-29

2. Construction
The configuration of the engine control system in the K3-VE engine is as shown in the following chart.

PIM
VACUUM SENSOR
EFI
THW # 10
WATER TEMP. SENSOR NO. 1 INJECTOR
# 20
NO. 2 INJECTOR
THA # 30
INTAKE AIR TEMP. SENSOR NO. 3 INJECTOR
# 40
NO. 4 INJECTOR EG
N1
CRANKSHAFT POSITION SENSOR

N2 ESA
CAMSHAFT POSITION SENSOR
IG1~IG4
IGNITION COIL with IGNITER
VTH
THROTTLE POSITION SENSOR
Engine SPARK PLUGS
KNK ECU
KNOCK SENSOR

OX1
OXYGEN SENSOR VVT-i
OXH1
OXYGEN SENSOR HEATER
OCV CAMSHAFT TIMING
STA OIL CONTROL VALVE
STARTER SIGNAL

POWER STEERING OIL PST

PRESSURE SWITCH ISC
ISC
CONTROL VALVE
STP
STOP LIGHT SWITCH

H/L FUEL PUMP CONTROL

TAIL LIGHT SWITCH
FC1
CIRCUIT OPENING RELAY
FPOF
AIRBAG SENSOR ASSEMBLY

ALT
ALTERNATOR
02ZEG12

(Continued)
EG-30 ENGINE − K3-VE ENGINE

REAR WINDOW DEF EVAPORATIVE EMISSION

DEFOGGER SWITCH*1 CONTROL
PRG
BLW VSV
BLOWER SWITCH

A/C EVAPORATOR ACEV

TEMPERATURE SENSOR AIR CONDITIONER CONTROL

MGC AIR CONDITIONER

ACSW MAGNETIC CLUTCH RELAY
A/C PRESSURE SWITCH

ACVR Engine
A/C VOLUME
ECU COOLING FAN CONTROL
T FAN1 COOLING FAN RELAY
DLC3 VF
SIO1

B1, B2 COMBINATION METER

EFI MAIN RELAY
REV
TACHOMETER
BAT
BATTERY
W CHECK ENGINE
WARNING LIGHT
SIO2 SPD
TRANSPONDER KEY ECU*2 VEHICLE SPEED SENSOR

DR017EG21

*1: Only on Models Equipped with Rear Window Defogger

*2: Only on Models Equipped with Engine Immobilizer System
 ENGINE − K3-VE ENGINE EG-31

3. Engine Control System Diagram

Intake Air Air Cleaner

Temp. Sensor

Vacuum Sensor
Throttle Position
Sensor VSV for EVAP
EG

Ignition Coil
with Igniter

Charcoal Canister
Camshaft Timing
Oil Control Valve
Transponder Key ECU*1
DLC3 Engine Camshaft Position
Vehicle Speed Signal ECU Sensor
IG2
Check Engine Injector
Warning Light

Knock
Sensor VVT-i Controller
Water Temp.
Sensor

Crankshaft Position
Sensor
Oxygen Sensor TWC

02ZEG30

*1: Only on Models Equipped with Engine Immobilizer System

EG-32 ENGINE − K3-VE ENGINE

4. Layout of Main Components

Vacuum Sensor

VSV (for EVAP)

Check Engine
Warning Light

Fuel Pump

Intake Air
Temp. Sensor

Throttle Position
Sensor
Injector
Engine ECU
ISC Valve
Ignition Coil
with Igniter
Camshaft DLC3
Timing Oil Camshaft
Control Valve Position Sensor
Water Temp.
Sensor

Oxygen
Sensor

Crankshaft Knock Sensor

Position Sensor
02ZEG11
 ENGINE − K3-VE ENGINE EG-33

5. Main Components of Engine Control System

General
The main components of the K3-VE engine control system are as follows:

Components Outline Quantity Function

The engine ECU optimally controls the
EFI, ESA, and ISC to suit the operating
Engine ECU 16-bit CPU 1
conditions of the engine in accordance
with the signals provided by the sensors.
This sensor detects the oxygen
Cup Type concentration in the exhaust emission by EG
Oxygen Sensor 1
with Heater measuring the electromotive force which
is generated in the sensor itself.
This sensor detects the intake manifold
Semiconductor
Vacuum Sensor 1 pressure The engine ECU calculates the
pressure.
(Silicon Chip) Type
intake air volume based on this signal.
Crankshaft
Pick-up
Pi k C
Coil
il T
Type This sensor detects
Thi d t t ththe engine
i speed d and
d
Position Sensor 1
(36 2 1)
(36-2-1) performs the cylinder identification.
identification
(Rotor Teeth)
Camshaft
Pick-up
Pi k C
Coil
il T
Type This sensor performs
Thi f th
the cylinder
li d
Position Sensor 1
(3) identification
identification.
(Rotor Teeth)
This sensor detects the engine coolant
Water Temperature
Thermistor Type 1 temperature by means of an internal
Sensor
thermistor.
This sensor detects the intake air
Intake Air
Thermistor Type 1 temperature by means of an internal
Temperature Sensor
thermistor.
This sensor detects an occurrence of the
Built-in
engine
i kknocking
ki iindirectly
di l ffrom the h
Knock Sensor Piezoelectric Type
yp 1
vibration of the cylinder block caused by
(Resonance Type)
the occurrence of engine knocking.
Throttle This sensor detects the throttle valve
Linear Type 1
Position Sensor opening angle.
The injector is an electromagnetically-
operated nozzle which injects fuel in
Injector 4-Hole Type 4
accordance with signals from the engine
ECU.
The ISC valve is operated by signals from
Stepper Motor Type the engine ECU, and controls the amount
ISC Valve 1
(1-coil Type) of intake air that is allowed to bypass the
throttle valve.
EG-34 ENGINE − K3-VE ENGINE

Crankshaft and Camshaft Position Sensors

D The timing rotor of the crankshaft consists of 34 teeth, with 2 teeth missing. The crankshaft position
sensor outputs the crankshaft rotation signals every 10_, and the missing teeth are used to determine the
top-dead-center.
D To detect the camshaft position, a timing rotor on the intake camshaft is used to generate 3 pulses for every
2 revolutions of the crankshaft.
Crankshaft Position
Timing Rotor Sensor
Timing Rotor
Camshaft Position
Sensor

02ZEG35 DR009EG53

Crankshaft Position Sensor Camshaft Position Sensor

" Sensor Output Waveforms A

720_CA

180_CA 360_CA

30_CA

30_CA 30_CA
30_CA 2 Teeth Missing
02ZEG34
 ENGINE − K3-VE ENGINE EG-35

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

General
D The VVT-i system is designed to control the intake camshaft within a range of 42_ (of Crankshaft Angle)
to provide valve timing that is optimally suited to the engine condition. This improves torque in all the
speed ranges as well as increasing fuel economy, and reducing exhaust emissions.

Camshaft Timing Oil Control Valve

Camshaft Position Sensor

EG
Water Temp. Throttle Position
Sensor Sensor

Engine ECU

Vacuum Sensor

Crankshaft Position Sensor

DR017EG25

D Using the engine speed, intake manifold pressure, throttle position and water temperature, 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 the
crankshaft position sensor to detect the actual valve timing, thus providing feedback control to achieve
the target valve timing.
Engine ECU

Crankshaft Position Sensor Camshaft Timing

Target Valve Timing
Duty-cycle Oil Control Valve
Vacuum Sensor Control
Throttle Position Sensor Feedback

Water Temp. Sensor Correction

Camshaft Position Sensor Actual Valve Timing

Vehicle Speed Signal

221EG16
EG-36 ENGINE − K3-VE ENGINE

Effectiveness of the VVT-i System

Operation State Objective Effect

TDC
Latest Timing

Losing overlap to
D Stabilized idling rpm
During Idling EX IN prevent blow back to
D Better fuel economy
the intake side

BDC 227EG39

to Advance Side

Increasing overlap to D Better fuel economy

At Light and
EX IN increase internal EGR D Improved emission
Medium Load
to reduce pumping loss control

227EG40

Advancing the intake

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

to Advance Side 227EG41

Retarding the intake

In High Speed
valve close timing for
Range with Heavy EX IN Improved output
volumetric efficiency
Load
improvement

to Retard Side 227EG39

Latest Timing
Losing overlap to prevent
blow back to the intake
D Stabilized fast
side leads to the lean
At Low Temp. EX IN idle rpm
burning condition, and
D Better fuel economy
stabilizes the idling speed
at fast idle
227EG39

Latest Timing

D Upon Starting Losing overlap to

D Stopping the EX IN prevent blow back to Improved startability
Engine the intake side

227EG39
 ENGINE − K3-VE ENGINE EG-37

Construction

1) VVT-i Controller
D This controller consists of the housing driven from the timing chain and the vane coupled with the
intake camshaft.
D 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.
D When the engine is stopped, the intake camshaft will be in the most retarded state to ensure startability.
D When hydraulic pressure is not applied to the VVT-i controller immediately after the engine has
started, the lock pin locks the movement of the VVT-i controller to prevent a knocking noise.
Thereafter, when hydraulic pressure is applied to the VVT-i controller, the lock pin is released. EG
Vane
Lock Pin Vane Seal (Fixed on Intake Camshaft) Oil Passage
(Advance)
Spring Force

At a Stop
Oil Pressure

In Operation
Oil Passage
Housing (Retard)
(Fixed on timing sprocket)
227EG46

2) Camshaft Timing Oil Control Valve

This camshaft timing oil control valve controls the spool valve using duty-cycle control from the Engine
ECU. This allows hydraulic pressure to be applied to the VVT-i controller advance or retard side. When
the engine is stopped, the camshaft timing oil control valve is in the most retard position.

To VVT-i Controller To VVT-i Controller

(Advance Side) (Retard Side)

Sleeve

Spring

Drain Drain Coil

Oil Pressure Spool Valve Plunger

221EG17
EG-38 ENGINE − K3-VE ENGINE

Operation

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

Vane
Housing

Engine ECU

IN Drain
Rotation Direction Oil Pressure DR017EG26

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

Engine ECU

Drain IN
Oil Pressure DR017EG27

Rotation Direction

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 − K3-VE ENGINE EG-39

7. Fuel Pump Control

D A fuel cut control is adopted to stop the fuel pump once when the SRS airbag is deployed in a front
collision.
D In this system, the airbag deployment signal from the airbag assembly is detected by the Engine ECU, and
it 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, and the engine can be restarted.

IG Switch EFI Relay

Circuit
Front Airbag Airbag Opening
GSW2 FPOF
Sensors Sensor Relay
Engine ECU EG
(RH and LH) Assembly

Fuel Pump
Airbag 5V Motor
not deployed

Airbag 5V
deployed
Approx. 3 sec.
DR017EG28

8. Cooling Fan Control

D When any one of the following conditions is satisfied, the radiator fan relay is turned ON.
− When the engine coolant temperature exceeds the set value 98_C (208_F).
− When the magnetic clutch relay is turned ON.
D When an abnormality occurs in the water temperature sensor system, the fan motor rotates all the time due
to the fail-safe function.

Magnetic Clutch Relay

IG1
MGC
IG1/Back (7.5 A)
E/G (10 A) IG2
AMI
MGC (7.5 A) 40 A
Engine Radiator Fan
ECU Relay R/FAN (30 A)
FAN1 F/L
2.0 sq

Magnetic
Clutch Cooling Fan Battery
Motor

DR017EG29
EG-40 ENGINE − K3-VE ENGINE

9. Diagnosis
D The diagnosis system of the K3-VE engine uses E
the M-OBD (Multiplex On-Board 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 The 2-digit DTCs (Diagnostic Trouble Codes)
can be accessed by connecting the SST EFIT
(09843-18040) to the DLC3 terminals EFIT
and E, and reading the blinking of the check DLC3
engine warning light. 241BE110
D By using the intelligent tester-II, the 5-digit
DTCs 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 For details, see the Avanza Repair Manual.
Service Tip
2-digit DTC of Avanza differ from other TOYOTA model.

10. Fail-Safe
When the Engine ECU detects a malfunction, the Engine ECU stops or controls the engine according to the
data already stored in the memory as the following condition.
" Fail-Safe Chart A

DTC No. Fail-Safe Operation Fail-Safe Deactivation Condition

D Engine ECU uses value estimated from throttle
opening angle,engine speed and ISC valve opening
angle.
P0105/31 D Intake manifold pressure value fixed if throttle “Pass” condition detected
position sensor circuit malfunctioning.
D Fuel-cut executed if throttle opening angle and engine
speed exceed certain value.
P0110/43 Intake air temperature is fixed at 20_C (68_F) “Pass” condition detected
Engine coolant temperature is fixed at 79_C (176_F)
P0115/42 “Pass” condition detected
Radiator fan is switched ON
P0120/41 Throttle position is fixed at 35_ “Pass” condition detected
Determines maximum retardation from engine speed and
P0325/18 “Pass” condition detected
intake pipe pressure, and delays ignition timing
P0340/14 D Constant value stored in engine ECU memory used “Pass” condition detected
Engine ECU does not enter fail-safe mode even if ISC
P0505/71 (Idle Speed Control) system malfunctions. However, ISC —
system itself returns ISC valve to default (mid) position.
Signal from A/C evaporator temperature sensor is fixed
P1530/44 “Pass” condition detected
at 3.5 V and the A/C is cut
Camshaft timing oil control valve energizing control
P1656/74 “Pass” condition detected
prohibited