weight TOYOTA PRIUS 2001 Service Repair Manual
[x] Cancel search | Manufacturer: TOYOTA, Model Year: 2001, Model line: PRIUS, Model: TOYOTA PRIUS 2001Pages: 1943, PDF Size: 18.26 MB
Page 274 of 1943
NEW MODEL OUTLINE
182MO18
182MO19
182EG03
kW
60
50
40
30
20
10 N´m
120
11 0
100
90
80
Engine Speed (rpm) 1,000 2,000 3,000 4,000 5,000(52/4,500)
(111/4,200)
Torque
Output
15
HV Battery Charging
When high load operation is continued, the engine
does not stop to charge the HV battery even
if the vehicle is stopped, in order to keep the
HV battery charged to a given level. (when
ªREADYº light is ON.) ;however, the engine does
not charge the HV battery when the lever is
shifted into the ªNº position.
The engine speed may also be increased during normal
traveling in order to charge the HV battery.
1NZ-FXE Engine
The new Prius is fitted with a 1.5 gasoline engine which has been developed for the use with the TOYOTA
hybrid system. A mass of leading-edge technology has been implemented to achieve excellent fuel economy,
low emissions, light weight, compactness, and low vibration and noise.
Outline of the 1NZ-FXE Engine Engine performance curve
1NZ-FXE
Displacement (m)1,497
TypeDOHC 4 valves
Bore y Stroke (mm)75.0 y 84.7
Compression ratio13.0
Maximum output [kW (HP)/rpm]52 (70)/4,500
Maximum torque [N´m (lb´ft)/rpm]111 (82)/4,200
FuelGasoline
Page 275 of 1943
NEW MODEL OUTLINE
MAIN MECHANISM
182CH29
16
4 Features of the 1NZ-FXE engine
1. Highly efficient and high expansion ratio gasoline engine
Adoption of a super fuel-efficient engine developed for use with THS. Its high expansion ratio cycle is achieved by applying the
Atkinson cycle*1 which obtains high thermal efficiency.
2. Reduction in frictional loss
The maximum engine speed is set at 4,500 rpm to reduce frictional resistance, thereby producing a highly efficient low-speed
engine.
An offset crankshaft with 12 mm deviation from the center axis of the cylinder bore is utilized to reduce frictional resistance
of the piston.
Frictional resistance is reduced through the use of low tension valve springs and piston rings.
Lightweight design has been adopted for reciprocating engine parts.
The above measures for reducing frictional loss contribute to improved fuel economy.
3. VVT-i (Variable Valve Timing -intelligent)
The timing of the opening and closing of the intake valves is controlled by the computer according to driving conditions, such
as engine speed and level of acceleration. Thus, smooth intake and exhaust are achieved to greatly improve torque in the low
and medium speed zones. This also contributes to better fuel economy and purification of exhaust gas. Then the VVT-i function
is used to reduce vibration when the engine starts.
4. Compact, lightweight, and low emission
Adoption of an aluminum cylinder block and compact design of parts. And, by positioning the catalytic converter near the engine
for a backwards exhaust layout, we have been able to reduce emissions when the engine is cold started.
*1 : Atkinson Cycle: Proposed by an English engineer named James Atkinson, this thermal cycle enables the compression stroke
and the expansion stroke of the mechanism to be set independently of each other.
Suspension
MacPherson strut type suspension with L-shape
lower arms has been adopted in the front and
torsion beam with toe control link suspension
in the rear. Also, each component part is opti-
mally located and tuned for both excellent con-
trollability and enhanced riding comfort.
EMPS (Electric Motor-assisted Power Steering)
System
Vehicle speed sensing type electric motor-assisted power steering is fitted as standard. Unlike conventional
hydraulic power steering, EMPS does not depend on an engine for its power source, providing a steering feel
in no way inferior to conventional steering when the engine has stopped. Thus it is suitable for the HV system.
Other merits include improved fuel economy through energy conservation, lighter weight, and no need to fill
the power steering fluid.
Page 286 of 1943
ENGINE ± 1NZ-FXE ENGINE45
FEATURES OF 1NZ-FXE ENGINE
The 1NZ-FXE engine has been able to achieve the following performance through the adoption of the items
listed below.
(1) High performance and fuel economy
(2) Low noise and vibration
(3) Lightweight and compact design
(4) Good serviceability
(5) Clean emission
Item
(1)(2)(3)(4)(5)1NZ-FE
The VVT-i system is used.
High-expansion Atkinson cycle has been adopted.
An offset crankshaft has been adopted.
A cylinder block made of aluminum has been adopted.
A stainless steel exhaust manifold is used for weight reduction.
A rearward exhaust layout has been adopted to realize the early
activation of the catalyst.
HC Adsorber and catalyst system has been adopted.
Fuel returnless system has been adopted.
12-hole type fuel injectors have been adopted.
The DIS (Direct Ignition System) makes ignition timing
adjustment unnecessary.
Quick connectors are used to connect the fuel hose with the
fuel pipes.
The oil filter is installed diagonally downward.
A timing chain has been adopted.
A vacuum system that detects leaks in the evaporative
emission control system has been adopted.
The vapor reducing fuel tank system has been adopted.
This system reduces the amount of fuel vapor that is generated.
Page 288 of 1943
ENGINE ± 1NZ-FXE ENGINE
182EG05
FrontExhaust Side
Crankshaft Center
Bore Center
8 mm
Intake Side12 mm
182EG06
Taper Squish Shape47
2. Cylinder Block
A cylinder block made of aluminum alloy has been adopted to realize a significant amount of weight reduc-
tion.
A water pump swirl chamber and an inlet passage to the pump are provided in the cylinder block.
The rear portion of the cylinder block has been shaped conically to improve the coupling rigidity with the
transaxle.
Through the adoption of the offset crankshaft, the bore center has been shifted 12 mm towards the intake,
in relation to the crankshaft center. Thus, the side force when the maximum pressure is applied has been
reduced and the heat efficiency has been improved. And as a result, fuel economy has been improved.
Through the use of a thin-walled cast iron liner in the cylinder bore, a distance of 8 mm between the bores
has been realized, resulting in a compact package. This liner is thin, so that boring is not possible.
By discontinuing the use of the rear oil seal retainer and by pressing the rear oil seal into the cylinder block,
a compact package has been realized.
3. Piston
The taper squish shaped piston has been
adopted to improve combustion chamber.
Low-tension piston rings have been adopted to
reduce friction and improve fuel economy and
oil consumption performance.
By increasing the mechining precision of the
cylinder bore diameter, the outer diameter of
the piston has been made into the one type.
Page 289 of 1943
ENGINE ± 1NZ-FXE ENGINE
171EG07
182EG07
Crankshaft Position
Sensor RotorOil HolePin
No.5 Journal
Balance Weight
No.1 Journal 48
4. Connecting Rod
The connecting rods are made of high-strength
material for weight reduction.
The connecting rod cap is held by bolts tight-
ened to plastic region.
5. Crankshaft
The crankshaft has 5 journals and 4 balance weights.
A crankshaft position sensor rotor has been pressed into the crankshaft to realize an integrated configura-
tion.
The surface roughness of the pins and journals have been improved for low-friction operation.
The bearing width has been reduced for low-friction operation.
Page 291 of 1943
ENGINE ± 1NZ-FXE ENGINE
165EG12
Camshaft
Valve Lifter
Valve
171EG12
Camshaft Sprockets
Timing
Chain
Chain Guide
Oil Jet
Crankshaft
Sprocket Chain
Tensioner
Chain
Tension
Arm 50
3. Intake and Exhaust Valve and Valve Lifter
Valve lifters with shimless valve adjustment have been adopted for weight reduction.
The adjustment of the valve clearance is accomplished by selecting and replacing the appropriate valve
lifters.
Narrower valve stems have been adopted to reduce the intake and exhaust resistance and for weight reduc-
tion.
Specifications mm (in.)
Item
Intake ValveExhaust Valve
Face Diameter30.5 (1.2)25.5 (1.0)
Stem Diameter5.0 (0.20)5.0 (0.20)
4. Timing Chain
A roller timing chain with an 8.0 mm pitch has
been adopted to make the engine more compact
and reduce chain noise.
A material which has excellent wear resistance
has been selected for the timing chain to im-
prove reliability.
The timing chain is lubricated by engine oil
from an oil jet.
Chain tensioner, chain tension arm and chain
guide are established to reduce the engine noise
and friction loss.
Page 296 of 1943
ENGINE ± 1NZ-FXE ENGINE
182EG12
A ± A Cross Section Throttle Control Motor
AA
Throttle Position SensorReturn Spring
Opener Spring
182EG13
Vacuum Port55
INTAKE AND EXHAUST SYSTEM
1. Throttle Body
The adoption of the ETCS-i has realized excellent throttle control.
The ISC system and cruise control system are controlled comprehensively by the ETCS-i.
The ETCS-i, which drives the throttle valve through a DC motor that is controlled by the ECM, thus doing
away with a throttle link to connect the accelerator pedal to the throttle valve, has been adopted.
The throttle control motor is provided with a return spring that closes the throttle valve.
An opener spring is provided on the throttle position sensor side. This spring opens the throttle valve slight-
ly when the engine is stopped to prevent the throttle valve from sticking and to improve the engine's restart-
ability.
A warm coolant passage is provided below the throttle body to prevent the throttle valve from freezing
during cold temperatures.
2. Intake Manifold
Because it is not necessary to improve the in-
take air efficiency through inertial intake due to
the adoption of the Atkinson cycle, the length
of the intake pipe of the intake manifold has
been shortened, and furthermore, the intake
pipes for cylinders #1 and #2, as well as for #3
and #4, have been integrated midstream to
achieve a large-scale weight reduction.
In addition, the throttle body has been oriented
downflow in the center of the surge tank to
achieve a uniform intake air distribution.
A vacuum port has been provided for the Toyo-
ta HC adsorber and catalyst system.
Page 297 of 1943
ENGINE ± 1NZ-FXE ENGINE
182EG14
182EG15
Ball Joints
Main Mufflar
TWC
TWC with HC Adsorber
182EG16
Actuator
HC Adsorber
Bypass Valve
TWC 56
3. Exhaust Manifold
A ball joint has been adopted for coupling the
exhaust manifold to the front pipe in order to
improve reliability.
A stainless steel exhaust manifold is used for
weight reduction.
4. Muffler
General
A ball joint has been adopted for coupling the exhaust manifold to the exhaust pipe and the exhaust pipe
to the main muffler to achieve a simple configuration and improved reliability.
The ceramic walls in the front TWC (Three-Way Catalytic Converter) have been decreased in thickness
and increased in density from the conventional models.
By decreasing the thermal capacity in this manner, it becomes easier to heat the catalyst and the catalyst's
exhaust cleansing performance is improved.
A Toyota HCAC (HC Adsorber and Catalyst) system has been adopted to improve the clean emission
performance of the exhaust gases when the temperature of the TWC is low.
Toyota HCAC System
a) General
This system provides HC adsorber coaxially to the TWC to improve the clean emission performance of
the exhaust gases when the temperature of the TWC is low.
b) Construction
This system consists of HC adsorber, TWC, actuator, bypass valve.
Page 331 of 1943
THS (TOYOTA HYBRID SYSTEM)
182CH05
Stator
Rotor
Speed Sensor (Resolver)
MG1
182CH04
Stator
Rotor
Speed Sensor (Resolver)
MG2
182TH07
N.m
350
300
250
200
150
100
50
0
01000 30002000 50004000 60000 20 40
30
10 kW
Torque
Engine Speed (rpm)Output
Torque
Output
33
MG1 AND MG2 (MOTOR GENERATOR NO.1 AND NO.2)
DESCRIPTION
Both the MG1 and the MG2 are compact, lightweight, and highly efficient alternating current permanent
magnet synchronous type.
Serving as the source of supplemental motive force that provides power assistance to the engine as needed,
the electric motor helps the vehicle achieve excellent dynamic performance, including smooth start-offs
and acceleration. When the regenerative brake is activated, MG2 converts the vehicle's kinetic energy into
electrical energy, which is then stored in the HV battery.
MG1 recharges the HV battery and supplies electrical power to drive MG2. In addition, by regulating the
amount of electrical power generated (thus varying the generator's rpm), MG1 effectively controls the
continuously variable transmission function of the transaxle. MG1 also serves as the starter to start the
engine.
MG2 Specifications
TypePermanent Magnet
Motor (1CM)
Rated voltage [V]273.6
Maximum output [kW] (rpm)33 / (1040 5600)
Maximum torque [N.m (kgf.m) (rpm)350 / (0 400)
Amperage at maximum torque [A]351
Cooling systemWater-cooled
Performance Curve
Page 335 of 1943
THS (TOYOTA HYBRID SYSTEM)
182TH34
Battery Pack Upper Case
Service Plug
SMR
(System Main Relay)Battery ECU
HV Battery Module37
HV BATTERY
DESCRIPTION
The sealed nickel metal hydride (Ni-MH) battery technology has been further evolved in the newly devel-
oped HV battery that offers features such as high power density, lightweight, and longevity, that are specifi-
cally designed to match the characteristics of the THS. Because the THS effects charge / discharge control
to maintain a constant level of SOC (state of charge) while the vehicle is operating normally, it does not rely
on the use of external rechargers.
In the battery area, six 1.2-volt cells are connected in series to form one module. A total of 38 modules are
divided into two holders and connected in series. Thus, the HV battery containing a total of 228 cells has a
rated voltage of 273.6 V.
The electrode plates in the HV battery are made of materials such as porous nickel and metal hydride alloy.