COMMON RAIL SYSTEM (CRS) SERVICE MANUAL : Operation
Contents
1. PM is Continuously Oxidized by Active Oxygen and 02 PM is Continuously Oxidized by Active Oxygen Q000416E S Sulfur regeneration When sulfur contained in the diesel fuel accumulates in the catalyst NOx purification capacity decreases S regeneration is used to restore the NOx purification capacity By injecting fuel into the catalyst using the exhaust fuel addition injector the air fuel ratio in the catalyst can be made rich and the catalyst temper ature can be raised to 650 C As a result the sulfur from the fuel temporarily accumulated in the catalyst is eliminated S regeneration control is performed simultaneously with PM regeneration control When S regeneration takes place the idling rotational speed increases Operation Section 1 31 8 3 Diesel Particulate Filter DPF System Outline The DPF system reduces Particulate Matter PM emissions The DPF system is used with the 2AD FTV and 1AD FTV engines excluding CCO specification vehicles The DPF system comprehensively regulates the engine controls consists of a catalytic system and a fuel injection system that purify the PM from diesel engines The catalytic system purifies Hydro Carbon HC and Carbon Monoxide CO as well as reduces the PM with a catalytic converter in the DPF The fuel injection system adds fuel into the exhaust port using the exhaust fuel addition injector to maintain a proper catalyst temperature for DPF catalyst regeneration2. Sensor Ring Cam Delivery Valve Q004186E Operation Section 1 6 3 2 SCV e The supply pump is equipped with a normally closed type SCV When the solenoid is energized the needle valve is pressed upon in the compact SCV the cylinder is pulled upon by the armature completely opening the fuel passage and supplying fuel to the plunger Total quantity suctioned Total quantity discharged When power is removed from the solenoid the return spring presses the needle valve back to the original position closing the fuel passage The solenoid is actuated by duty ratio control Fuel is supplied in an amount corresponding to the open sur face area of the passage which depends on the duty ratio The fuel is then discharged by the plungers Needle Valve Solenoid Valve Body Return Spring Q004184E 1 When the SCV energization duration duty on time is long When the energization time is long the average current flowing to the solenoid is large As a result the needle valve is pushed out in the compact SCV the needle valve is pulled creating a large valve open ing Subsequently the fuel suction quantity increases Wy Y Needle Large Valve Opening Q004319E Operation Section 2 When the SCV energization duration duty on time is short When the energization time is short the average current flowing through the solenoid is small As a result the needle valve is returned to the or
3. 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 Top Dead Center TDC Sensor Mounting Position Timing Rotor Crankshaft Position Sensor External View of Sensor Pulse Chart 2 Teeth Missing NE Signal Plate 720 CA a ga o ci Shielded Wire Crankshaft Position Sensor Q004245E 1 16 Operation Section Camshaft position sensor G sensor The camshaft position sensor is an MPU type identical to the crankshaft position sensor The camshaft position sensor generates one signal for every two revolutions of the crankshaft by using the timing trigger of the timing sprocket Sensor Mounting Position Timing Sprocket ECU TDC G Input Circuit Timing Trigger Camshaft Position Sensor External View of Sensor Pulse Chart TDC G TDC G ER Camshaft Position Sensor G Signal Plate 720 CA Q004246E Operation Section 1 17 2 Manifold Absolute Pressure MAP Sensor The MAP sensor is a semiconductor type sensor Pressure is measured utilizing the piezoelectric effect under which when the pressure on the silicon element in the sensor changes the electrical resistance also changes In addition the air pressure on the MAP sensor is switched between the pressure within the intake manifold and atmospheric pressure As a result both the intake a
4. 1 8 5 INJECTOR 5 1 Outline ne hoe Die ea ie he ee bee endl pt Mead athe he pa high pd be eb Arte boo 1 9 5 2 Opera aN okt biliardi aria ra 1 10 5 3 Quick Response QR Codes eras nren e En a ee een 1 11 6 CONTROL SYSTEM 6 1 Control System Diagram aaa 1 12 6 2 Engine ECU rn ti eee rana 1 13 6 3 Electronic Drive Unit EDU 1 14 CA o o a e AA e 1 15 7 FUEL INJECTION CONTROL 7 1 Injection Pattern Reference 0 00 a 1 18 LCE e tr RR UR 1 19 7 3 Microinjection Quantity Learning Control 1 20 7 4 Wide Range Cylinder Correction Control 1 23 8 EXHAUST GAS PURIFICATION SYSTEM 8 1 Configuration vr re a alle le a ek NE ee pedi 1 24 82 TOYOTA D CAT Diesel Clean Advanced Technology System 1 24 8 3 Diesel Particulate Filter DPF System 1 31 8 4 Exhaust Gas Regeneration EGR Control System 1 35 9 DIAGNOSTIC TROUBLE CODES DTC 9 1 DTC Interpretation EE Sh o ee oe 1 36 Table of Contents 922 DIG Table feele Saber oe in Selezione dei dee ia Zeie eli ap tes ER bendy be eo es 1 36 10 CONTOROL SYSTEM COMPONENTS 10 1 Engine ECU External Wiring Diagrams 00 tees 1 39 10 2 ECU Connector Terminal Layout 1 45 Operation Section 1 1 1 PRODUCT APPLICATION INFORMATION 1 1 Outline e The TOYOTA AVENSIS has undergone a model change As a res
5. HC are added to the catalyst to raise the catalyst temperature to 600 C which is the self combustion temperature for PM Therefore the accumulated PM is combusted in a short amount of time The engine ECU controls times A B and C shown below as well as the injection duration After Injection Post Injection Q000506E Operation Section 1 35 8 4 Exhaust Gas Regeneration EGR Control System The engine ECU actuates the EGR valve which regulates the EGR gas recirculation volume in accordance with engine conditions The engine ECU controls the VSV for the EGR cooler which switches the bypass passage and cooler pas sage in the EGR cooler to optimize the EGR gas temperature Accelerator Position Sensor Diesel Throttle Diesel Throttle Control Motor Crankshaft Position Sensor Coolant Temperature Sensor Mass Air Flow MAF Meter EGR Valve e Intake Air Temperature Sensor Position Sensor I l Atmospheric Pressure 1 Sensor I I I E Actuator I TOT EGR Cooler MAP Sensor EGR Cooler Bypass Valve Exhaust Gas Engine gt to Turbocharger Sub Assembly Q004247E Operation Section 1 36 9 DIAGNOSTIC TROUBLE CODES DTC 9 1 DTC Interpretation e DTCs SAE codes that utilize the Intelligent Tester II STT are displayed as output codes if multiple DTCs are outputted the codes are shown in order starting with the lowest number 9 2 DTC Table DTC SAE code Detecti
6. Operation Section 1 25 1 Components DPNR Catalyst The DPNR catalyst suppresses drops in exhaust gas pressure and accumulates over 95 of PM by us ing a porous ceramic filter with high accumulation efficiency and a low pressure drop In addition by coat ing the surface of the filter with a NOx adsorber catalyst NOx can be reduced through adsorption Monolithic Construction Wall Flow Type Alternating Blocked Passages Cross Section DPNR Catalyst Magnified View AA00000 1 26 Operation Section Exhaust Gas Temperature Sensor The exhaust gas temperature sensors are installed before and after the DPNR catalytic converter to sense the exhaust gas temperature A thermistor built into the exhaust gas temperature sensor changes resistance value in accordance with changes in the exhaust gas temperature The lower the exhaust gas temperature the higher the thermistor resistance value Conversely the high er the exhaust gas temperature the lower the thermistor resistance value The exhaust gas temperature sensor is connected to the ECU The 5 V power source voltage in the ECU is applied to the exhaust gas temperature sensor from terminal THCI B1S1 and THCO B1S2 via re sistor R Resistor R and the exhaust gas temperature sensor are connected in series When the resistance value of the exhaust gas temperature sensor changes in accordance with the ex
7. and small diameter pistons downward In addition the control valve is also pushed downward opening the upper seat and closing the lower seat As a result a fuel path is opened to the control chamber Since the pressure is not rapidly transmitted to the control chamber due to the presence of orifice A control chamber pressure decreases The decrease in control chamber pressure causes pressure at the bottom of the nozzle needle to rise As such the nozzle needle is pushed upward and fuel injection begins End of injection When the voltage applied to the Piezo stack is removed the stack shrinks and both the large and small diameter pistons as well as the control valve rise Additionally the lower seat opens and the upper seat closes As a result a fuel path to the control chamber opens and fuel pressure in the control chamber quickly returns to the same pressure as the rail Therefore the nozzle needle is pushed downward and fuel injection stops Piezo Stack Large Piston Orifice A Small Piston i IE Uy gt Control HI Kg Control Valve Chamber Upper Sheet 3 k Upper Sheet Pressure JE Open ale Close Lower Sheet Sei Lower Sheet Close Open Nozzle Needle LE hi dn Non Injection End of Injection Q004191E Operation Section 5 3 Quick Response QR Codes QR codes are used to improve the accuracy of the injector injection quantity The code from the vehicle as sembly line is read t
8. e Q004240E 2 2AD FHV For TOYOTA DCAT AT BATT E sE eS e E 2 IS O Camshaft Position Sensor Crankshaft Position Sensor I E JUE O EDU Gauge EE N S Switch Accelerator Position Sensor Main AT 1355 VCPA Accelerator Position rm Sub DPNR Differential D Pressure Sensor EGR Valve Bit Pt Position Sensor sal Throttle Position mi Sensor Rail Pressure 531 PCR1 Sensor Main E2S1 O 04 VCS2 Rail Pressure 85 PCR2 E282 Operation Section 1 41 BATT Glow Relay Glow Plug Engine Earth Meter 162 Check Engine Light Engine Earth Alternator IMO atom bil 0 hui 1 mmobllizer Q004241E 1 42 Operation Section O B MAF Meter e Exhaust Gas Temperature Exhaust Gas Temperature AND am take Air a Fuel Temperature Sensor mo Coolant Temperature Intake Air Temperature Sensor Laser Sensor zr Adjustable Speed Limit Main Switch OD eben gen OST1 Stop Lic Light Switch Stop Light Operation Ai Relay Main Relay Shield Sn A Throttle JI e KH Z T Exhaust Fuel Addition Injector HER Fan Motor Vior Radiator Stiet AIF Relay ua Earth Engine Earth CANH 494 ic Q004242E Operation Section 1 43 3 1AD FTV For CCO Camshaft Position Sensor Crankshaft Position Sensor a 3 H o De J ig EDU Meter Cruise Control Switch BATT Glow Relay Back up Light Switch 5 E Ss un N
9. B1S1 Air Fuel Ratio 14 5 10 145 20 30 Air Fuel Ratio 0 065 0 174 0 274 0 361 0 513 0 787 1 013 1 579 Q004230E Operation Section 1 29 Exhaust Fuel Addition Injector The exhaust fuel addition injector receives signals from the engine ECU and controls the catalyst A F and temperature in accordance with the CPU program A pre determined amount of fuel is injected from the injector into the exhaust gas pipes during pre determined conditions As shown below the exhaust fuel addition injector is installed on the engine exhaust side and fuel from the supply pump is sent through the pipe A pressure of 1 MPa is constantly applied to the exhaust fuel addition injector The exhaust fuel addition injector receives output signals from the ECU time variable pulse to generate an electromagnetic force in the interior coil As a result the needle moves left and right thus moving the valve body integrated with the needle in the same direction As such fuel is injected from the nozzle Exhaust Fuel Injector Addition Injector siga ettore MD I I era Q004201E The exhaust fuel addition injector is mounted on the exhaust port of the cylinder head and low pressure fuel is provided to the injector by the feed pump inside the supply pump Fuel is added from this injector via control signals from the ECU to perform catalyst regeneration During catalyst regeneration the exhaust fuel addition injector adds fuel t
10. Engine ECU VSV for EGR Cooler EGR Cooler DPF System Differential Pressure Sensor Exhaust Gas Temperature Sensor B1S1 Exhaust Fuel zalij TL Oxidation Catalyst DPF Catalytic Exhaust Gas Temperature Sensor B1S2 Supply Pump Oxidation Catalyst Q004232E System Configuration 1 32 Operation Section 1 Components Exhaust Gas Temperature Sensor The exhaust gas temperature sensors are installed before and after the DPF catalytic converter to sense the exhaust gas temperature A thermistor built into the exhaust gas temperature sensor changes resistance value according to the ex haust gas temperature The lower the exhaust gas temperature the higher the thermistor resistance value Conversely the high er the exhaust gas temperature the lower the thermistor resistance value The exhaust gas temperature sensor is connected to the ECU The 5 V power source voltage in the ECU is applied to the exhaust gas temperature sensor from terminal THCI B1S1 and THCO B1S2 via re sistor R Resistor R and the exhaust gas temperature sensor are connected in series When the resistance value of the exhaust gas temperature sensor changes in accordance with the exhaust gas temperature the voltage at terminals THCI B1S1 and THCO B1S2 also changes When DPF catalyst regeneration is needed the ECU operates the exhaust fuel addition injector to obtain the target upstream temperature for the DPF catalytic conver
11. Material 253600 003 Operation Section HU295900 007 23670 0R080 Transmission MT MB275900 015 89661 05D00 A 2AD FHV for Europe Only Transmission AT i MB275900 016 89661 05D10 A Engine ECU For TOY for Europe OTA D CAT Transmission AT MB275900 044 89661 05B80 system for hilly regions like Greece MB275900 020 89661 05D50 A Only Engine ECU For DPF sys B275900 021 89661 05F00 A tem for other regions M HU295900 009 23670 0R100 4aD FTV MB275900 017 89661 05D20 A Only Engine ECU MB275900 018 89661 05D30 A For DPF and MB275900 019 89661 05D40 A CCO system for other regions Operation Section 2 SYSTEM OUTLINE 2 1 Construction and Operation 1 2AD FHV 2AD FTV 1AD FTV The primary CRS components are shown in the figure below Pressure Discharge Valve Rail Pressure Sensor E i mi High Pressure Fuel d gt Return Fuel Fuel Temperature v 4 lt gt Suction Fuel Sensor Supply ax g EE PE ui Injector Suction Control Valve SCV E Fuel Filter 0 Exhaust Fuel Addition Injector Fuel Tank Q004153E Operation Section 1 5 3 SUPPLY PUMP 3 1 Outline e The supply pump is equipped with a SV1 type Suction Control Valve SCV The connector has changed from the conventional perpendicular type to a horizontal type External View Cutaway Model Suction Valve Feed Pump Fuel Temperature
12. TOYOTA AVENSIS COMMON RAIL SYSTEM CRS SERVICE MANUAL Operation Issued January 2009 Revised December 2009 DENSO CORPORATION 00400688EB Revision History 2009 09 Visual contents addition Visual contents are video and animation used for manual explanation Visual con tents can be viewed by clicking the appropriate button Items added to the visual contents The following items have been added to Microinjection Quantity Learning Control under FUEL INJECTION CONTROL Y Determinations for learning conditions v Single microinjection operation v Detecting the change in rotational speed via injection Y Correcting the injection pulse width TQ and actual injection quantity Q char acteristics 2009 12 e Visual contents added to Operation under INJECTOR 2009 DENSO CORPORATION All rights reserved This material may not be reproduced or copied in whole or in part without the written permission of DENSO Corporation Table of Contents Table of Contents Operation Section 1 PRODUCT APPLICATION INFORMATION Iet A a a aaa a a A a a aa a a e a aae r a a E 1 1 EEN eeler te ENEE 1 1 1 3 Exhaust Gas Purification System 1 1 1 4 System Component Part Numbers 1 2 2 SYSTEM OUTLINE 2 1 Construction and Operation 1 4 3 SUPPLY PUMP 3 1 Outline Ta e mog e va 1 5 3 2 SOM s EE EE TAR Ee 1 6 4 RAIL 4 1 Outline ze o ee be Aen ob ge 1 8 4 2 RailkPressure Sensoi EE
13. ection Timing Timing Timing be amp _ _ Pilot After Injection Interval Injection 2 Interval a a Pilot Injection 1 Interval Q001191E Operation Section 1 20 7 3 Microinjection Quantity Learning Control Outline In microinjection quantity learning control the actual injector injection quantity is estimated from the change in engine rotation accompanying a very small injection The difference between the estimated actual injec tion quantity and the injection quantity command value at that time are learned by the engine ECU This difference is then used to correct the actual injection quantity Goal e Microinjection quantity learning control is used to accomplish the following 1 to minimize injection quantity deviations due to injector deterioration over time and 2 to prevent both engine running noise due misfires and exhaust smoke Control e Microinjection quantity learning control is automatically performed approximately every 2000 km of normal vehicle operation and is completed after the vehicles has traveled approximately 500 km Actual learning takes place during the following processes REFERENCE Until the vehicle has traveled approximately 500 km automatically performed approximately every 500 km Determinations for learning conditions Microinjection quantity learning control is performed when the following two engine operations are estab lished 1 a reduction in vehicle speed and 2 injection i
14. ed exhaust gas quantity The Piezo injector consists of a Piezo stack large diameter piston small diameter piston control valve and nozzle needle The Piezo stack is a laminated body consisting of alternating layers of a substance called PZT PbZrTiO3 and thin electrodes The characteristics of a Piezo element are used to expand and shrink the stack via the inverse Piezoelectric effect The large and small diameter pistons move up and down in accordance with the expansion and shrinking of the Piezo stack The control valve is moved by the Piezo stack and the large and small diameter pistons to control pres sure inside the injector The nozzle needle is in turn moved up and down via control valve pressure control When the nozzle nee dle is pushed up fuel is injected QR Codes ID Codes 30 base 16 characters x ER an Piezo Stack Large Piston Small Piston Control Valve Y External View Construction Q004200E Operation Section 1 10 5 2 Operation Non injection When voltage is not applied to the Piezo stack the pressure in the control chamber and at the bottom of the nozzle needle is the same pressure as fuel in the rail Therefore the nozzle needle is held closed by nozzle spring force and fuel is not injected Injection When voltage is applied to the Piezo stack the stack expands pushing both the large
15. h E Circuit Throttle Pedal Position Sensor Switch E Circuit Low Input Throttle Pedal Position Sensor Switch E Circuit High Input Throttle Pedal Position Sensor Switch D E Voltage Correlation Operation Section 1 39 10 CONTOROL SYSTEM COMPONENTS 10 1 Engine ECU External Wiring Diagrams 1 2AD FHV for TOYOTA D CAT MT 2AD FTV for DPF System 1AD FTV for DPF System Camshaft Position Sensor JE Cruise Control Switch BATT Glow Relay Glow Plug 5 E yn S Light Switch w 3 Cl Starter a Engine Earth Rel H Meier 1 Q Accelerator Position 1372 TE Sensor Main 1340 Check Engine Light O Accelerator Position 1368 e Sensor Sub 1220 65 Engine Earth SEGR Valve 810 d O Position Sensor_______ el S Alternator pp hrotile Position gol 0101 MO o1924immobilizer 0118 O Rail Pressure PCR1 D l V Sensor Main 4281 O plBail Pressure _agpcr2 E2S2 Q004239E 1 40 Operation Section O B MAF Meter e Exhaust Gas Temperature Exhaust Gas Temperature AD e take Air cam Fuel Temperature Sensor mo Coolant Temperature Intake Air Temperature Sensor ET zr Adjustable Speed Limit Main Switch Er OST1 Stop Lic Light Switch Stop Light Operaion Ai Relay Main Relay Shield Sn A Throttle JI e KH Z T Exhaust Fuel Addition Injector HER L Fan Motor Vior Radiator Stiet AIF Relay gem Earth Engine Earth CANH 494 Y
16. hat this mixture is still leaner than the stoichiometric air fuel ratio The ECU controls the aforementioned adjustments based on signals from the A F sensor When the ECU performs DPF catalyst regeneration cleaning by adding fuel from the exhaust fuel addi tion injector the A F sensor feedback is used to ensure an appropriate air fuel ratio is maintained This voltage change occurs only inside the ECU It is not possible to measure this voltage at the sensor Heater e L Solid Electrolyte Zirconia Element Element N I Exhaust Gas 1113 Electrode gt B Air A A Section AF Lambda B1S1 AFS Voltage B1S1 14 5 20 30 Air Fuel Ratio FE 0 065 0 174 0 274 0 361 0 513 0 787 1 013 1 579 Exhaust Fuel Addition Injector The same type of injector is used for exhaust fuel addition injector as in the TOYOTA D CAT system Q004230E Refer to Components on P1 25 Operation Section 1 34 2 Operation In the DPF system PM is collected oxidized and self combusted by optimizing the injection pattern and controlling the exhaust gas temperature based on the following 1 the exhaust gas temperature and 2 the difference in pressure at the front and rear of the DPF When the exhaust temperature is low adding an after injection after the main injection raises the exhaust gas temperature to approximately 250 C to promote PM oxidation When the PM is collected and accumulated a post injection and
17. haust gas temperature the voltage at terminals THCI B1S1 and THCO B1S2 also changes When DPNR catalyst regeneration is needed the ECU operates the exhaust fuel addition injector to obtain the target upstream temperature for the DPF catalytic converter as monitored through sensor 1 In addition the ECU monitors the tem perature increase of the DPNR catalytic converter using sensor 2 Exhaust Gas Temperature Sensor B1S1 Exhaust Gas Cross Section Diagram of Exhaust Gas Temperature Sensor DPNR Catalytic Converter Exhaust Gas Temperature Sensor B1S2 Property of Output Voltage Exhaust Gas Temperature C F 1000 1832 960 1760 760 1400 560 1040 360 680 160 320 40 40 002 05 10 15 20 25 30 35 40 454950 Exhaust Gas Temperature Sensor Voltage V Q004236E Operation Section 1 27 Differential Pressure Sensor The differential pressure sensor detects the difference in pressure at the front and rear of the catalyst and outputs a signal to the engine ECU The sensor portion is a semiconductor type pressure sensor that utilizes the piezoelectric effect via a silicon element and amplifies and outputs a voltage with an IC circuit When PM is collected and accumulated in the catalyst the filter clogs and the difference in pressure at the front and rear of the catalyst increases Therefore the engine ECU judges whether or not to subject the PM to combustion processing based on the sensor signa
18. hen entered into the engine ECU Similar to the assembly line process when perform ing service the ID code is read by a diagnostic tool and entered into the engine ECU QR Codes 9 9mm ID Codes 30 base 16 characters Base 16 characters noting fuel injection quantity correction information for market service use Q004192E e The injection quantity correction points contained in the injector QR code are shown in the figure below 200 MPa 140 MPa Correction 80 MPa 12 Points 40 MPa Injection Quantity Q Actuating Pulse Width TQ Q004193E Operation Section 1 12 6 CONTROL SYSTEM 6 1 Control System Diagram Accelerator Position 8 Sensor AN e s __ Engine ECU Alternator Battery Cooling Fan Relay Rail Pressure Sensor Fuel Temperature Sensor Pressure Discharge Rail LO CEM a EDU Relay Fs fo enu Intake Air Temperature Sensor Turbo Diesel Throttle Intercooler Wm I MAF Meter mir gt VSVforEGR Intake Air Cooler Temperature Sensor EGR Cooler Injector Exhaust Fuel Turbocharger Addition Injector LP E VRV for i Turbocharger Gro o Manifold Absolute i Pressure MAP Control E Position d S Sensor 5 si EGR Valve Differential Exhaust Gas Pressure Temperature Sensor Sensor Temperature Sensor __ Glow Relay A F Sensor Crankshaft Position Sensor Q004194E Operation Section 1 13 6 2 Engine ECU O The figure belo
19. iginal position by spring force creating a small valve opening Sub sequently the fuel suction quantity decreases SCV Needle Small Valve Opening Q004320E Operation Section 4 RAIL 4 1 Outline e The 2AD FTV 2AD FTV and 1AD FTV are equipped with a pressure discharge valve Therefore the ap propriate engine ECU control and actuation circuit EDU have been designated to control the pressure dis charge valve Relief passage Rail Pressure Sensor Pressure Discharge Vale Q004185E 4 2 Rail Pressure Sensor e The rail pressure sensor detects fuel pressure within the rail and sends pressure signals to the ECU The rail pressure sensor is a Piezo resistance type semiconductor pressure sensor that uses the pressure add ed to a metal diaphragm and the accompanying changes in electrical resistance to detect rail pressure As a backup during a failure the rail pressure sensor has redundant systems for output voltage The output characteristics for the 2005 model year have been changed Approx 0 2 Output Voltage 1 Volt Vcc Output Voltage 2 Volt Vcc Rail Pressure MPa Q004231E Operation Section 1 9 5 INJECTOR 5 1 Outline e The G3 type Piezo injectors equipped in the TOYOTA AVENSIS can inject fuel at extremely high pressure 200 MPa As a result the atomization of the fuel mist from the nozzle has been improved leading to increased combustion efficiency and reduc
20. ine conditions Operation Section DPF System 2AD FTV 1AD FTV not Including CCO Specification Vehicles Based on the signals received from the sensors the engine ECU con DPF Catalyst Support Control trols the exhaust fuel addition injector to purify the Particulate Matter PM Maintains the temperature of the air fuel ratio sensor at an appropriate Air Fuel Ratio Sensor Heater i SITA RE level to increase accuracy of detection of the oxygen concentration in ontro exhaust gas Based on the signals received from the sensors the Engine ECU deter EGR Control mines the EGR volume via EGR valve and EGR cooler bypass valve in accordance with the engine condition 1 4 System Component Part Numbers DENSO Manufacturer Part Name Engine Model Remarks Part Number Part Number HP3 Supply Pump HU294000 071 22100 0R040 Ral HU095440 122 23810 0R040 A EDU 101310 584 89870 20160 Exhaust Fuel Addition Injec zo 297700 003 23710 26011 A F Sensor 211200 135 89467 20100 ii 071500 237 894246 0010 PI Exhaust Gas Temperature 265600 177 894252 0380 PI Sensor 265600 178 894252 0390 ma Differential Pressure Sensor 104990 166 894802 0040 Common fai Coolant Temperature Sensor 179700 045 894223 3030 po I Crankshaft Position Sensor 029600 147 909190 5029 E Camshaft Position Sensor 029600 074 909190 5029 m Manifold Absolute Pressure 079800 780 894212 0200 MAP Sensor Monolith Carrier DPF Base
21. ion pulse width TQ and actual injection quantity Q characteristics In this process the actual injection quantity is estimated from the set microinjection and the change in rotational speed The actual injection quantity is then corrected such that the value equals the target in jection quantity The figure below shows the processing for the aforementioned corrections Actual Injection Quantity Processing e Estimation of correction quantity from each detected value Reflection of correction quantity Injection Pulse Width TQ Q002596E 1 22 Operation Section REFERENCE Learning must be performed manually when either an injector or injectors or the engine ECU has been replaced As per the figure below diagnostic tools are used to perform learning while the engine is oper ating No Load 3000 4000 rpm Non Injection Learning Approximately 10 Single Injections Rail Pressure Adjusting uu During this Interval Injection Recovery Idle Approximately Approximately 3 sec 2 sec Unit Cycle Approximately 7 sec Q002597E Operation Section 1 23 7 4 Wide Range Cylinder Correction Control Outline In wide range cylinder correction control the combustion state for each cylinder is detected based on the crankshaft position sensor NE signal The injection quantity across all the cylinders can then be averaged by correcting the injection quantity for each injector Wide range cy
22. ir pressure and atmospheric pressure are detected with one sensor Switching between the intake air pressure and atmospheric pres sure is controlled by the Vacuum Switching Valve VSV When any one of the conditions listed below is established the VSV is switched on for 150 milliseconds via command from the engine ECU to detect atmospheric pressure When none of the conditions below are established the VSV is switched off to de tect the intake air pressure Atmospheric Pressure Measurement Conditions v Engine speed 0 rpm v Starter on v Stable idling state Pressure Characteristics PIM V mmHg abs kPa abs 2400 Absolute Pressure Q004197E Operation Section 1 18 7 FUEL INJECTION CONTROL 7 1 Injection Pattern Reference The figure below shows representative injection patterns Injection patterns change according to engine load conditions Main Injection Top Dead Center TDC A Pilot Injection 1 Pilot Injection 2 After Injection VV Main Injection Top Dead Center TDC a Pilot Injection 2 After Injection Main Injection Top Dead Center TDC a Q004328E Operation Section 1 19 7 2 Control Timing Actual TDC ea IH TOOOULIU Pilot Injection Pilot Injection Main Injection After Injection UJ UJ UJ UJ Piezo Stack i Control Pulse i l l t t Nozzle I Needle Lift I Pilot ip Main Injection After Injection 1 Injection 2 Timing Inj
23. linder correction control corrects the con ventional FCCB control idle speed stabilization control performed at idle speed in all regions of rotation Control outline e The difference between the final injection quantity and the actual injection quantity are learned based on the loop in the figure below Next the following two items are compared 1 the results of the actual injection quantity estimate based on the ideal state for NE input and 2 the results of the actual injection quantity estimate based on the actual NE input detected value Difference Between Both Values Learned Command Actual Injection Actual Rotational Injection Quantity Command Output Quantity Wide Range Injection Rotational Quantity Learning Speed Output Q002598E Finally the optimal emission state is found as shown in the figure below Includes Error from Compatible Vehicle gt gt A FE E i ctua Rotational i issi Optimal Command Command Output Optimal Emissions Injection Quantity GENI Speed Optimal Exhaust Gas Ideal Rotational Speed Target Value m Q002599E The correction below shows one pilot injection and two main injections Pilot 1 The total deviation in injection quantity is learned via wide range injection quantity learning Reflected in Main Injection Quantity Q002600E Operation Section 1 24 8 EXHAUST GAS PURIFICATION SYSTEM 8 1 Configuration e The exhaust gas purification s
24. ls Output Voltage VP V Pressure 100 0 kPa Q004229E AIF Sensor The A F sensor outputs a voltage that is proportional to the air fuel ratio The A F sensor output voltage is used to control the A F mixture The A F sensor is located after the DPNR catalytic converter The A F sensor was developed based on the structure and technology of the A F sensor used in gasoline engines The cover for the A F sensor electrode has been modified for diesel engine use As a result the A F sen sor functions more effectively in the DPNR type diesel engine and also avoids problems with sensor tem perature and PM In order to reduce PM the ECU adjusts the air fuel ratio to a value slightly richer than normal note that this mixture is still leaner than the stoichiometric air fuel ratio The ECU controls the aforementioned adjustments based on signals from the A F sensor When the ECU performs DPNR catalyst regeneration cleaning by adding fuel from the exhaust fuel ad dition injector the A F sensor feedback is used to ensure that an appropriate air fuel ratio is maintained This voltage change occurs only inside the ECU It is not possible to measure this voltage at the sensor 1 28 Operation Section Element Exhaust Gas ven gt AF Lambda B1S1 AFS Voltage B1S1 AFS Voltage B1S1 V Heater zar ZL Solid Electrolyte Zirconia Element Q I TS en Electrode DY Air A A Section AF Lambda
25. o raise the catalyst temperature Turbocharger Exhaust Fuel Exhaust Gas Addition Injector Temperature Sensor Upstream Exhaust Gas gt Engine ECU Catalytic Converter Exhaust Gas Temperature Sensor Downstream A F Sensor Q004237E 1 30 Operation Section 2 Operation Continuous PM regeneration and NOx reduction The D CAT system is a combination of an NOx adsorption three way catalyst and a porous ceramic con struction As exhaust gas passes through the gaps in the porous ceramic construction the catalyst oxi dizes the PM and reduces the NOx drastically reducing the quantity of both substances Lean combustion excessive oxygen state is normally performed in diesel engines In a lean state oxi dation occurs easily but reduction is difficult to produce Therefore it is necessary to temporarily adsorb NOX with the DPNR catalyst When the NOx is adsorbed PM oxidation is promoted by the generation of active oxygen To reduce the NOx first fuel is injected by the exhaust fuel addition injector to create a rich state where the quantity of oxygen is relatively small In this rich state NO as well as a large quantity of active oxygen are generated by the NSR and DPNR catalysts The NO is then reduced to N2 and the PM is oxidized by the active oxygen As a result NOx and PM are simultaneously reduced NO Ot Active Oxygen NOx Adsorption NOx Adsorption Material Carrier Carrier
26. on Item code P0101 Mass or Volume Air Flow A Circuit Range Performance P0122 Throttle Pedal Position Sensor Switch A Circuit Low P0123 Throttle Pedal Position Sensor Switch A Circuit High P0180 Fuel Temperature Sensor A Circuit P0182 Fuel Temperature Sensor A Circuit Low P0183 Fuel Temperature Sensor A Circuit High P0190 Rail Pressure Sensor A Circuit P0191 Rail Pressure Sensor A Circuit Range Performance Operation Section 1 37 DTC SAE code Detection Item code Rail Pressure Sensor A Circuit Low Rail Pressure Sensor A Circuit High Crankshaft Position Sensor A Circuit P0405 Exhaust Gas Recirculation EGR Sensor A Circuit Low P0406 Exhaust Gas Recirculation EGR Sensor A Circuit High P0488 Exhaust Gas Recirculation EGR Throttle Position Control Circuit A Range Perfor mance Starter Relay Circuit High Fuel Pump A Control Circuit Open Brake Switch B Circuit High Intake Air Temperature Sensor 1 Circuit Low Intake Air Temperature Sensor 1 Circuit High Injector Correction Circuit Malfunction EEPROM P1625 Idle Signal Transmitter Circuit Operation Section 1 38 DTC SAE code Detection Item code Throttle Pedal Position Sensor Switch D Circuit Throttle Pedal Position Sensor Switch D Circuit Range Performance Throttle Pedal Position Sensor Switch D Circuit Low Input Throttle Pedal Position Sensor Switch D Circuit High Input Throttle Pedal Position Sensor Switc
27. or TOYOTA DCAT System AT 138 140 90 97 19 VAVAVAVA estese ere e 148 38 AANA as aa E LA Lu V led V VA as AWA Jel fij EE VV Fi e ct as cd IVIVFATRERRR Iran DI peje UZ V jenu ra reden fefefe E vavavava zuna va EARL IMA ae EZRA LALALA Q004189E 1AD FTV For CCO Operation Section 1 46 Terminal Connections RE ji ro pra ZZ cid ee AAA red i o et E ee rr SI o AN AIF Sensor Out Heater S E I pap dr i E I A JA NETA AN JA Po 3 ER SR PIJE e P o rena e eo de Operation Section 1 47 leer dee e eee NEC rije E rr EA EES a 5 emo O s Rail Pressure Sensor Main Earth A A om ma O Exhaust Gas Temperature Sensor Fr Earth von ar Sensor Power Sapa O e A A I a o oem 8 ETH oromo Sensoren EE Operation Section 1 48 mm rr poster Sensor ei weeseso U EE E AA e THR Tine Temperate sor mn senor e A AA AO E a EA s IL mme aere C e Psu jasem I RA A nn CTC e no CTN e SR TTT aa aa A ARA A A EA Operation Section 1 49 e A a je ODD PeP a SSS A os po obo SCHEER DES AA Accelerator Position Sensor Main Earth ee RE Fedi del 1 1 e ZZ Cesti Coi dl dei rr reed crap ii A A A Operation Section 1 50 Service Department DENSO CORPORATION 1 1 Showa cho Kariya shi Aichi ken 448 8661 Japan
28. s cut off In the determination process the engine ECU then judges whether or not the conditions for learning have been met The figure below shows the specific details for learning determinations Engine Rotational Speed Determination Content e Non injection determination Injection Quantity Q Deceleration determination Clutch position determination For manual transmission vehicles Determination Q002593E Operation Section 1 21 Single microinjection operation Under the single microinjection operation process the cylinder for which learning will be performed as well as the injection quantity are set then microinjection is performed The figure below shows the specific settings and controls for a single microinjection Rail Pressure Settings Control Injection Injection cylinder setting Injection Command injection quantity setting Quantity C Injection timing setting Injection pressure rail pressure setting control Fuel injection Injection Q002594E Detecting the change in rotational speed via injection In this process the change in rotational speed can be detected using the set microinjection The figure below shows the processing for calculating changes in rotational speed Engine Rotational Speed A Detection f Injection Processing Quantity Q Rotational speed change detection Rotational speed change processing Injection Q002595E Correcting the inject
29. si 2 BATI O E0132_ 0243 Starterf3 a Engine Earth Ge D Meier m 162 re enor Main 9 SE Check Engine Light DI 656 Engine Earth D EGR Valve 8 TI O Position Sensor GA 6 Alternator pS Lhrottle Position gol 101 Mo 102 Tmmobllizer Sensor EMO Immobilizer Rail Pressure sal Sensor Main 0 Rail Pressure 851 PCR2 DI o Sensor Sub 681 E2S2 Q004243E 1 44 Operation Section O B MAF Meter e take Air cam Fuel Temperature Sensor x Coolant Temperature Intake Air Temperature Sensor OND zr Adjustable Speed Limit Main Switch eben gen OST1 Stop Lic Light Switch Stop Light Operaion Ai Relay Main Relay Shield Sn A Throttle JI e KH HERY Fan Motor for Radiator Q004244E Operation Section 1 45 10 2 ECU Connector Terminal Layout e Changes have been made to the ECU The terminal layout is as per the diagram below 90 138 140 97 BZ AAA Aemet UZ SES E 38 PAYA VA Ul URE VATS VAVAVA sx VA AVA ol e e ZIA A EE EVV eet eset ZZZZEZFE ZZIZ Ra ZZ telesi Z EDDIE EE Eee DIDI 147 149 Q004187E 2AD FHV For TOYOTA DCAT System MT 2AD FTV For DPF System 1AD FTV For DPF System 90 97 138 140 VIVE AE FIR IZ reo w pojo AVA VA ZUT Fe cd A ero rs fos sors Ver el prepira 178878 OZ eher Eesen ebben fe fore ra sA CA EA AAA i AAA 13 18 73 89 30 147 149 Q004188E 2AD FHV F
30. ter as monitored through sensor 1 In addition the ECU monitors the tem perature increase of the DPF catalytic converter using sensor 2 Exhaust Gas Temperature Sensor B1S1 Exhaust Gas Cross Section Diagram of Exhaust Gas Temperature Sensor Oxidation Catalyst DPF Catalytic Converter Exhaust Gas Temperature Sensor B1S2 Property of Output Voltage Exhaust Gas Temperature C F 1000 1832 960 1760 760 1400 560 1040 360 680 160 320 40 40 002 05 10 15 20 25 30 35 40 4549550 Exhaust Gas Temperature Sensor Voltage V Q004203E Operation Section 1 33 Differential Pressure Sensor The same type of sensor is used for differential pressure sensor as in the TOYOTA D CAT system Refer to Components on P1 25 AIF Sensor The A F sensor outputs a voltage that is proportional to the air fuel ratio The A F sensor output voltage is used to control the A F mixture The A F sensor is located after the DPF catalytic converter The A F sensor was developed based on the structure and technology of the A F sensor used in gasoline engines The cover for the A F sensor electrode has been modified for diesel engine use As a result the sensor functions more effectively in the DPF type diesel engine and also avoids problems with sensor temper ature and PM In order to reduce PM the ECU adjusts the air fuel ratio to a value slightly richer than normal note t
31. ult the 2AD FHV 2AD FTV and 1AD FTV specifications have changed In addition the Common Rail System CRS has also changed due to the aforementioned change in engine specifications This manual explains items specific to parts used in tte TOYOTA AVENSIS For CRS basics refer to the COMMON RAIL SYSTEM SERVICE MANUAL OPERATION 00400534EA Modifications made prior to the model change are listed below e Maximum injection pressure increased to 200 MPa The pressure discharge valve is now common to all rails The G3 Piezo injector is now used Microinjection quantity learning control has been added to the system 1 2 Application Engine Dis Start of Vehicle Name Vehicle Model Engine Model Transmission placement mewo 2AD FHV Avensis October 2008 2AD FTV FTV ADT270 SS FTV 1 3 Exhaust Gas Purification System TOYOTA D CAT System 2AD FHV Outline Based on the signals received from the sensors the engine ECU con DPNR Catalyst Support Control trols the exhaust fuel addition injector to purify the NOx HC CO and Particulate Matter PM Maintains the temperature of the air fuel ratio sensor at an appropriate Air Fuel Ratio Sensor Heater 1 i Control level to increase accuracy of exhaust gas oxygen concentration detec ontro tion Based on the signals received from the sensors the engine ECU deter EGR Control mines the EGR volume via the EGR valve and EGR cooler bypass valve in accordance with eng
32. w is an external view of the engine ECU For the external wiring diagram and connector ter minal layout Refer to Engine ECU External Wiring Diagrams on P1 39 Operation Section 1 14 6 3 Electronic Drive Unit EDU e The EDU controls the pressure discharge valve installed on the supply pump to help regulate fuel pressure To achieve noise reduction the EDU also controls the injectors at low speed when the engine is idling based on signals from the ECU The EDU delivers drive signals to fuel injectors using the DC DC converter which provides a high voltage quick charging system Soon after the EDU receives a fuel injection command IJT signal from the engine ECU the EDU responds to the command with an injector injection confirmation IJF signal when current is applied to the fuel injec tor EDU Wiring Diagram Control Circuit Engine Confirmation Pulse e EDU Connector CAUTION Terminals K L M N O P Q R S and T are high voltage terminals Q004196E Operation Section 1 15 6 4 Sensors 1 Crankshaft position sensor and camshaft position sensor Crankshaft Position Sensor NE Sensor The crankshaft position sensor unit is a Magnetic Pick UP MPU type When the engine speed pulsar gear installed on the crankshaft passes the sensor section the magnetic field of the coil within the sensor changes generating an AC voltage This AC voltage is detected by the engine ECU as the detection signal
33. ystem for the 2AD FHV engine consists of the TOYOTA Diesel Clean Air Technology D CAT system and the Exhaust Gas Recirculation EGR control system For the 2AD FTV and 1AD FTV engines excluding CCO specification vehicles the exhaust gas purification system consists of the Diesel Particulate Filter DPF system and the EGR control system 8 2 TOYOTA D CAT Diesel Clean Advanced Technology System Outline e The TOYOTA D CAT system used in for the 2AD FHV engine reduces Particulate Matter PM and NOx emissions TOYOTA D CAT comprehensively regulates engine control consisting of a catalytic system and a fuel in jection system that purifies both particulate matter PM and nitrogen oxides NOx discharged by diesel engines The catalytic system purifies hydrocarbons HC and carbon monoxides CO and reduces PM and NOx with a catalytic converter with the DPNR system The fuel injection system adds fuel into the ex haust port using the exhaust fuel addition injector to produce a rich state for NOx reduction and maintain a proper catalyst temperature for DPNR catalyst regeneration Engine ECU VSV for EGR Cooler TOYOTA D CAT EGR Cooler System Differential Pressure Senso Injector Exhaust Gas Temperature Sensor B1S1 Throttle Exhaust Fuel O Addition Injector TL sr DPNR Catalytic Exhaust Gas Temperature Sensor B1S2 A F Sensor Supply Pump Fuel Tank Oxidation Catalyst Q004233E System Configuration
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