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TOYOTA AVENSIS
COMMON RAIL SYSTEM (CRS)
SERVICE MANUAL : Operation

Issued: January 2009

Revised: December 2009

00400688EB
Machine Translated by Google

Revision History
Date Revision Contents
2009.09 Visual content 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".
Determinations for learning conditions
Single microinjection operation
Detecting the change in rotational speed via injection
Correcting the injection pulse width (TQ), and actual injection quantity (Q) char-
actor
2009.12 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.
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Table of Contents

Table of Contents

Operation Section

1. PRODUCT APPLICATION INFORMATION

1.1 Outline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2 Applications. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5
3.2 SCV. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

4. RAIL
4.1 Outline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-8
4.2 Rail Pressure Sensor. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . 1-8

5. INJECTOR
5.1 Outline. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-9
5.2 Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-10

5.3 Quick Response (QR) Codes. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . 1-11

6. CONTROL SYSTEM
6.1 Control System Diagram. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12
6.2 Engine ECU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . ... . . ... . 1-13
6.3 Electronic Drive Unit (EDU). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . 1-14
6.4 Sensors. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-15

7. FUEL INJECTION CONTROL

7.1 Injection Pattern (Reference). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . 1-18
7.2 Control Timing. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . ... . . . . . . . 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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . . . . . 1-24

8.2 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. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . ... . . . . 1-36
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Table of Contents

9.2 DTC Table. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-36

10. CONTROL SYSTEM COMPONENTS

10.1 Engine ECU External Wiring Diagrams. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . . . . . 1-39

10.2 ECU Connector Terminal Layout. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ... . 1-45

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1. PRODUCT APPLICATION INFORMATION

1.1 Outline
The TOYOTA AVENSIS has undergone a model change. As a result, 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 the TOYOTA AVENSIS. For CRS basics, refer to the
"COMMON RAIL SYSTEM SERVICE MANUAL -OPERATION 00400534EA)". Modifications made prior to
the model changes are listed below.
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 Production
MT
2AD-FHV
ADT271 2.2L AT
Avensis October 2008
2AD-FTV
MT
ADT270 1AD-FTV 2.0L

1.3 Exhaust Gas Purification System

TOYOTA D-CAT System (2AD-FHV)

System Outline

Based on the signals received from the sensors, the engine ECU controls
DPNR Catalyst Support Control 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 level
Air Fuel Ratio Sensor Heater
level to increase accuracy of exhaust gas oxygen concentration detec-
Control
tion.

Based on the signals received from the sensors, the engine ECU determines
EGR Control the EGR volume via the EGR valve and EGR cooler bypass
valve in accordance with engine conditions.
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DPF System (2AD-FTV, 1AD-FTV (not Including CCO Specification Vehicles) )

System Outline

Based on the signals received from the sensors, the engine ECU controls
DPF Catalyst Support Control the exhaust fuel addition injector to purify the Particulate Matter
(PM)
Maintains the temperature of the air fuel ratio sensor at an appropriate level
Air Fuel Ratio Sensor Heater
level to increase accuracy of detection of the oxygen concentration in
Control
exhaust gas.
Based on the signals received from the sensors, the Engine ECU determines
EGR Control the EGR volume via EGR valve and EGR cooler bypass valve in
according to the engine condition.

1.4 System Component Part Numbers

DENSO Manufacturer
Part Name Engine Model Remarks
Part Number Part Number

Supply Pump HU294000-071# 22100-0R040 HP3

Rail HU095440-122# 23810-0R040-A
EDU 101310-584# 89870-20160

Exhaust Fuel Addition Injection

297700-003# 23710-26011
dagger

A/F Sensor 211200-135# 89467-20100

071500-237# 894246-0010
Exhaust Gas Temperature
265600-177# 894252-0380
Sensor
265600-178# 894252-0390
Differential Pressure Sensor 104990-166# 894802-0040 Common

Coolant Temperature Sensor 179700-045# 894223-3030

Crankshaft Position Sensor 029600-147# 909190-5029
Camshaft Position Sensor 029600-074# 909190-5029
Manifold Absolute Pressure
079800-780# 894212-0200
(MAP) Sensor
EGR Valve HU150100-007# 258000-R010
Check Valve 029700-001# 2376A2-6010
Monolith Carrier 069800-011# A99452-2011
DPF Base Material 253600-003# A99452-2014
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DENSO Manufacturer
Part Name Engine Model Remarks
Part Number Part Number

Injector HU295900-007# 23670-0R080 G3P

Transmission = MT
MB275900-015# 89661-05D00-A
2AD-FHV for Europe
Only Transmission = AT
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

Injector HU295900-008# 23670-0R090 2AD-FTV G3P

MB275900-020# 89661-05D50-A Only for Europe
Engine ECU (For DPF
MB275900-021# 89661-05F00-A for other regions
system)
Injector HU295900-009# 23670-0R100 1AD-FTV G3P
MB275900-017# 89661-05D20-A Only for Europe
Engine ECU MB275900-018# 89661-05D30-A (For DPF and for Europe
MB275900-019# 89661-05D40-A CCO system) for other regions
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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.
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3. SUPPLY PUMP

3.1 Outline
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.
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3.2 SCV
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.

(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-
shirt. Subsequently, the fuel suction quantity increases.
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(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 original position by spring force, creating a small valve opening. Sub-
subsequently, the fuel suction quantity decreases.
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4. RAIL

4.1 Outline
The 2AD-FTV, 2AD-FTV, and 1AD-FTV are equipped with a pressure discharge valve. Therefore, the ap-
proper engine ECU control, and actuation circuit (EDU) have been designated to control the pressure dis-
charge valve.

4.2 Rail Pressure Sensor

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. Ace
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.
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5. INJECTOR

5.1 Outline
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 reduced 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.
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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 the nozzle
spring force, and fuel is not injected.

Injection
When voltage is applied to the Piezo stack, the stack expands, pushing both the large 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, the 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 upwards, 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.
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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-
assembly line is read, then 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.

The injection quantity correction points contained in the injector QR code are shown in the figure below.
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6. CONTROL SYSTEM

6.1 Control System Diagram

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6.2 Engine ECU

The figure below is an external view of the engine ECU. For the external wiring diagram and connector ter-
final layout: Refer to [Engine ECU External Wiring Diagrams] on P1-39.
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6.3 Electronic Drive Unit (EDU)

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 injection
dagger.
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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.
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.)
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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.
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(2) Manifold Absolute Pressure (MAP) Sensor

The MAP sensor is also a semiconductor type sensor. Pressure is measured using 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 inside
the intake manifold and atmospheric pressure. As a result, both the intake air pressure and atmospheric
pressure are detected with one sensor. Switching between the intake air pressure and atmospheric pressure
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-
Check the intake air pressure.

Atmospheric Pressure Measurement Conditions

Engine speed = 0 rpm
Starter on

Stable idling state

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7. FUEL INJECTION CONTROL

7.1 Injection Pattern (Reference)

The figure below shows representative injection patterns. Injection patterns change according to engine
load conditions.
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7.2 Control Timing

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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 injection
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
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 to misfires,
and exhaust smoke.

Control
Microinjection quantity learning control is automatically performed approximately every 2000 km of normal
vehicle operation, and is completed after the vehicles have 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 is 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.
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Single microinjection operation

Under the single microinjection operation process, the cylinder for which learning will be performed, as
well as the injection quantity is set, then microinjection is performed. The figure below shows the specifics
settings and controls for a single microinjection.

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.

Correcting the injection 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-
injection quantity. The figure below shows the processing for the aforementioned corrections.
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[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 operating
ating.
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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 cylinder correction control corrects the con-
conventional FCCB control (idle speed stabilization control) performed at idle speed in all regions of rotation.

Control outline
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.)

Finally, the optimal emission state is found as shown in the figure below.

The correction below shows one pilot injection, and two main injections.
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8. EXHAUST GAS PURIFICATION SYSTEM

8.1 Configuration
The exhaust gas purification system 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
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-
injection 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-
exhaust 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.

System Configuration
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(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.
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Exhaust Gas Temperature Sensor

The exhaust gas temperature sensors are installed before and after the DPNR catalytic converter
feel 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-
Sister 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 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.
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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 signals.

A/F 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-

temperature 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.
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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.

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 to raise the catalyst temperature.
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(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-
reduces 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 amount 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.

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-
temperature can be raised (to 650°C). As a result, the sulfur from the fuel temporarily accumulated in the catalyst
also eliminated. S regeneration control is performed simultaneously with PM regeneration control. When S
regeneration takes place, the idling rotational speed increases.
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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 purifies the PM from diesel engines.
The catalytic system purifies Hydro Carbon (HC) and Carbon Monoxide (CO), as well as reduces 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 regeneration.

System Configuration
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(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-
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-
Sister 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 converter (as monitored through sensor 1). In addition, the ECU monitors the tem-

perature increase of the DPF catalytic converter using sensor 2.

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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.

A/F 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 temperature
ature 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 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.

Exhaust Fuel Addition Injector

The same type of injector is used for exhaust fuel addition injector as in the TOYOTA D-CAT system.
Refer to [Components] on P1-25
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(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 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.
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8.4 Exhaust Gas Regeneration (EGR) Control System

The engine ECU activates the EGR valve, which regulates the EGR gas recirculation volume accordingly
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.
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9. DIAGNOSTIC TROUBLE CODES (DTC)

9.1 DTC Interpretation

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
Detection Item
(SAE code)
P0031 HO2S Heater Control Circuit Low

P0032 HO2S Heater Control Circuit High

P0045 Turbocharger/Supercharger Boost Control Solenoid "A" Circuit/Open
P0069 MAP - Barometric Pressure Correlation
P0087 Fuel Rail/System Pressure - Too Low
P0088 Fuel Rail/System Pressure - Too High
P0093 Fuel System Leak Detected - Large Leak
P0101 Mass or Volume Air Flow "A" Circuit Range/Performance
P0102 Air Flow (MAF) Meter Circuit Low Input
P0103 Air Flow (MAF) Meter Circuit High Input
P0106 MAP / Barometric Pressure Circuit Range/Performance
P0107 MAP / Barometric Pressure Circuit Low Input
P0108 MAP / Barometric Pressure Circuit High Input
P0112 Intake Air Temperature Sensor 1 Circuit Low
P0113 Intake Air Temperature Sensor 1 Circuit High
P0115 Engine Coolant Temperature 1 Circuit
P0116 Engine Coolant Temperature 1 Circuit Range/Performance
P0117 Engine Coolant Temperature 1 Circuit Low
P0118 Engine Coolant Temperature 1 Circuit High
P011C Charge Air Temperature/Intake Air Temperature Correlation (Bank 1)
P0122 Throttle/Pedal Position Sensor/Switch "A" Circuit Low
P0123 Throttle/Pedal Position Sensor/Switch "A" Circuit High
P0168 Fuel Temperature Too 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
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DTC
Detection Item
(SAE code)
P0192 Rail Pressure Sensor "A" Circuit Low
P0193 Rail Pressure Sensor "A" Circuit High
P0234 Turbocharger/Supercharger Overboost Condition
P0299 Turbocharger/Supercharger Underboost
P0335 Crankshaft Position Sensor "A" Circuit
P0339 Crankshaft Position Sensor "A" Circuit Intermittent
P0340 Camshaft Position Sensor "A" Circuit
P0400 Exhaust Gas Recirculation Flow
P0405 Exhaust Gas Recirculation (EGR) Sensor "A" Circuit Low
P0406 Exhaust Gas Recirculation (EGR) Sensor "A" Circuit High
Exhaust Gas Recirculation (EGR) Throttle Position Control Circuit "A" Range/Perfor-
P0488
mance
P0489 Exhaust Gas Recirculation (EGR) Control Circuit "A" Low
P0490 Exhaust Gas Recirculation (EGR) Control Circuit "A" High
P0500 Vehicle Speed Sensor "A"
P0504 Brake Switch "A"/"B" Correlation
P0545 Exhaust Gas Temperature Sensor Circuit Low
P0546 Exhaust Gas Temperature Sensor Circuit High
P0560 System Voltage
P0606 ECM/PCM (Engine ECU) Processor
P060A Internal Control Module Monitoring Processor Performance
P060B Internal Control Module A/D Processor Performance
P0617 Starter Relay Circuit High
P0627 Fuel Pump "A" Control Circuit /Open
P062D Fuel Injector Driver Circuit Performance
P0724 Brake Switch "B" Circuit High
P1229 Fuel Pump System
P1238 Injector Malfunction
P1251 Turbocharger / Supercharger Overboost Condition (Too High)
P1271 Fuel Regulator Circuit Malfunction (EDU Drive)
P1272 Fuel Pressure Regulator Circuit Malfunction
P1386 Injector for Exhaust Fuel Addition
P1496 Intake Air Temperature Sensor 1 Circuit Low
P1497 Intake Air Temperature Sensor 1 Circuit High
P1601 Injector Correction Circuit Malfunction (EEPROM)
P1604 Startability Malfunction
P1607 Cruise Control Input Processor
P1625 Idle Signal Transmitter Circuit
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DTC
Detection Item
(SAE code)
P2002 Particulate Trap Efficiency Below Threshold
P2032 Exhaust Gas Temperature Sensor Circuit Low
P2033 Exhaust Gas Temperature Sensor Circuit High
P2047 Reductant Injector Circuit/Open
P2048 Reductant Injector Circuit Low
P2049 Reductant Injector Circuit High
P2120 Throttle/Pedal Position Sensor/Switch "D" Circuit
P2121 Throttle/Pedal Position Sensor/Switch "D" Circuit Range/Performance
P2122 Throttle/Pedal Position Sensor/Switch "D" Circuit Low Input
P2123 Throttle/Pedal Position Sensor/Switch "D" Circuit High Input
P2125 Throttle/Pedal Position Sensor/Switch "E" Circuit
P2127 Throttle/Pedal Position Sensor/Switch "E" Circuit Low Input
P2128 Throttle/Pedal Position Sensor/Switch "E" Circuit High Input
P2138 Throttle/Pedal Position Sensor/Switch "D" / "E" Voltage Correlation
P2141 Exhaust Gas Recirculation Throttle Control Circuit "A" Low
P2142 Exhaust Gas Recirculation Throttle Control Circuit "A" High
P2226 Barometric Pressure Circuit
P2228 Barometric Pressure Circuit Low
P2229 Barometric Pressure Circuit High
P2237 O2 Sensor (A/F Sensor) Positive Current Control Circuit/Open
P2238 O2 Sensor (A/F Sensor) Positive Current Control Circuit Low
P2239 O2 Sensor (A/F Sensor) Positive Current Control Circuit High
P2252 O2 Sensor (A/F Sensor) Negative Current Control Circuit Low
P2253 O2 Sensor (A/F Sensor) Negative Current Control Circuit High
P2453 Diesel Particulate Filter (DPF) Differential Pressure Sensor Circuit Range/Performance
P2454 Diesel Particulate Filter (DPF) Differential Pressure Sensor Circuit Low
P2455 Diesel Particulate Filter (DPF) Differential Pressure Sensor Circuit High
P245C Exhaust Gas Recirculation (EGR) Cooler Bypass Control Circuit Low
P245D Exhaust Gas Recirculation (EGR) Cooler Bypass Control Circuit High
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10. CONTROL 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)
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(2) 2AD-FHV (For TOYOTA DCAT, AT)

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(3) 1AD-FTV (For CCO)

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10.2 ECU Connector Terminal Layout

Changes have been made to the ECU. The terminal layout is as per the diagram below.

2AD-FHV (For TOYOTA DCAT System, MT), 2AD-FTV (For DPF System), 1AD-FTV (For DPF System)

2AD-FHV (For TOYOTA DCAT System, AT)

1AD-FTV (For CCO)

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Terminal Connections

Terminal No. Terminal Code Connection

1 E05 A/F Sensor (Out) Earth
2 E01 Power Earth (Engine Earth)
3 E02 Power Earth (Engine Earth)
4 M- Throttle Motor (-)
5 M+ Throttle Motor (+)
6 PVC+ PVC
7 EGM+ EGR DC Motor (+)
8 EGM- EGR DC Motor (-)
9 ME01 EGR DC Motor Ground
10 VN E-VRV
11 GE01 Throttle Motor Shield Earth
12 PVC- PVC
13 E1 Earth (Engine Earth)
14 - -

15 - -

16 ECBV Cold EGR Bypass VSV

17 FIV Fuel Injection Valve
18 MAF2 A/F Sensor (Out) Heater
19 CAN+ ECT ECU
20 - -

21 NSW Starter Relay and Power Management ECU

22 CAN- ECT ECU
23 IDLO EDU
24 - -

25 - -

26 - -

27 GREL Glow Plug Relay

28 - -

29 - -

30 - -

31 ALT Alternator
32 P N/S Switch (P)
33 PRD EDU
34 INJ1 EDU
35 #1 EDU
36 #2 EDU
37 #3 EDU
38 #4 EDU
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Terminal No. Terminal Code Connection

39 G+ Camshaft Position Sensor (+)
40 G- Camshaft Position Sensor (-)
41 - -

42 - -

43 - -

44 VCPX DPNR Differential Pressure Sensor (Power Supply)

45 VPEX DPNR Differential Pressure Sensor Earth
46 D N/S Switch (D)
47 EPIM MAP Sensor Earth
48 R N/S Switch (R)
49 N N/S Switch (N)
50 VCS2 Rail Pressure Sensor (Sub) (Power Supply)
51 VCS1 Rail Pressure Sensor (Main) (Power Supply)
52 E2S1 Rail Pressure Sensor (Main) Earth
53 PCR1 Rail Pressure Sensor (Main)
54 VG MAF Meter
55 E2G MAF Meter Earth
56 NO+ Crankshaft Position Sensor (+)
57 NOT- Crankshaft Position Sensor (-)
58 - -

59 - -

60 ETCI Exhaust Gas Temperature Sensor (Fr) Earth

61 PEX1 DPNR Differential Pressure Sensor
62 VCVL Throttle Position Sensor (Power Supply)
63 EVLU Throttle Position Sensor Earth
64 EEGL EGR Valve Position Sensor Earth
65 VCEG EGR Valve Position Sensor (Power Supply)
66 VCPH MAP Sensor (Power Supply)
67 - -

68 E2S2 Rail Pressure Sensor (Sub) Earth

69 ETHI Intake Air Temperature Sensor Earth
70 ETHF Fuel Air Temperature Sensor Earth
71 ETHW Coolant Temperature Sensor Earth
72 EMFF Intake Air Temperature Sensor Earth
73 AF2- A/F Sensor (Out) Ground
74 AF2+ A/F Sensor (Out)
75 - -

76 RLFF EDU
77 THCI Exhaust Gas Temperature Sensor (Fr)
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Terminal No. Terminal Code Connection

78 THCO Exhaust Gas Temperature Sensor (Rr)
79 ETCO Exhaust Gas Temperature Sensor (Rr) Earth
80 VLU1 Throttle Position Sensor

81 EGRA EGR Valve Position Sensor

82 PIM MAP Sensor

83 - -

84 - -

85 PCR2 Rail Pressure Sensor (Main)

86 THIA Intake Air Temperature Sensor
87 THF Fuel Temperature Sensor
88 THW Coolant Temperature Sensor
89 THA Intake air temperature sensor
90 - -

91 - -

92 S Sequential Switch
93 - -

94 CANH J/C

95 CANL J/C

96 CANP Power Management ECU

97 CANN Power Management ECU
98 SFTU Sequential Switch
99 - -

100 LGND Radar Sensor

101 IMI Immobilizer

102 IMO Immobilizer

103 SPD Vehicle Speed Sensor (MRE)
104 TACH DLC3

105 W Check Engine Light

106 - -

107 - -

108 SFTD Sequential Switch

109 WFSE DLC3

110 TC DLC3

111 IGSW IG2 Relay

112 ASLM Adjustable Speed Limit Main Switch
113 CCS Cruise Control Switch

114 - -

115 - -

116 - -
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Terminal No. Terminal Code Connection

117 - -

118 EOM Earth

119 PWR Sports Switch
120 STP Stop Light Switch
121 ST1- Stop Light Switch
122 - -

123 - -

124 CCCHG Cruise Control Switch

125 - -

126 MREL Main Relay

127 IREL EDU Relay
128 STA Starter Relay and Power Management ECU
129 - -

130 NEO Power Management ECU

131 - -

132 EPA2 Accelerator Position Sensor (Sub) Earth

133 VCP2 Accelerator Position Sensor (Sub) (Power Supply)
134 EPA Accelerator Position Sensor (Main) Earth
135 VCPA Accelerator Position Sensor (Main) (Power Supply)
136 VPA2 Accelerator Position Sensor (Sub)
137 VPA Accelerator Position Sensor (Main)
138 - -

139 BAT Battery

140 +B Battery Main Relay
141 FANL Fan Relay
142 FANH Fan Relay
143 +B2 Main Relay
144 - -

145 - -

146 - -

147 - -

148 - -

149 - -
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Service Department DENSO CORPORATION

1-1, Showa-cho, Kariya-shi, Aichi-ken, 448-8661, Japan