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Service Manual: Common Rail System For Toyota Hilux / Kijyang Innova / Innova 1Kd/2Kd
Service Manual: Common Rail System For Toyota Hilux / Kijyang Innova / Innova 1Kd/2Kd
SERVICE MANUAL
Common Rail System for
TOYOTA HILUX / KIJYANG INNOVA /
INNOVA 1KD/2KD
OPERATION
July, 2004
00400077
TABLE OF CONTENTS
1. PRODUCT APPLICATION LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-1. PRODUCT APPLICATION LIST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. OUTLINE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-1. OUTLINE OF SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
2-2. SYSTEM CONFIGURATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
3. CONSTRUCTION AND OPERATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3-1. DESCRIPTION OF MAIN COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
3-2. DESCRIPTION OF CONTROL SYSTEM COMPONENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
3-3. EGR CONTROL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
3-4. DIESEL THROTTLE (ELECTRONICALLY CONTROLLED INTAKE AIR THROTTLE MECHANISM) . . . . . . . . . . . . . . . . 39
3-5. FUEL FILTER WARNING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 40
4. DIAGNOSIS SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4-1. DESCRIPTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 43
4-2. DTC CHECK/CLEAR . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45
4-3. CHECK MODE PROCEDURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 47
4-4. DTC (DIAGNOSTIC TROUBLE CODE) CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 48
4-5. FAIL-SAFE CHART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
4-6. EXTERNAL WIRING DIAGRAM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
1.
Vehicle Name
Vehicle Model
Engine Model
Reference
HILUX/KIJYANG INNOVA/INNOVA
KUN15R, KUN16R
1KD-FTV
3.0L
HILUX/KIJYANG INNOVA/INNOVA
KUN10R, KUN25R,
2KD-FTV
2.5L
2KD-FTV
KUN26R, KUN40R
Volume
1KD-FTV
DENSO Part
Car Manufacturer
Number
Part Number
Supply pump
SM294000-0350
221000L020
Injector
SM095000-5442
236700L020
Rail
SM095440-0551
238100L010
NE sensor
029600-1151
90919-05050
TDC sensor
029600-0630
90919-05025
179700-0451
89422-33030
179730-0020
89454-60010-B
079800-7470
89421-71020
VN197400-4000
Engine ECU
MA175800-6590
896610K200
MA175800-6600
896610K210
MA175800-6610
896610K220
MA175800-6650
896610K250
MA175800-6640
896610K260
MA175800-6630
896610K290
MA175800-6620
896610K300
MA175800-6660
896610K310
MA175800-6670
896610K320
MA175800-6680
896610K330
MA175800-6710
896610K340
MA175800-6720
896610K350
MA175800-6690
896610K360
MA175800-6670
896610K370
101310-5441
8987071011
101310-5481
8987071021
VN101397-1000
258000L010
198800-3140
7812009010
Vehicle Name
HILUX/KIJYANG INNOVA/INNOVA
1KD-FTV
Part Type
EDU
EGR valve
Accelerator pedal module
-1-
Reference
HP3
DENSO Part
Car Manufacturer
Number
Part Number
Supply pump
SM294000-0350
221000L020
Injector
SM095000-5520
236700L010
Rail
SM095440-0551
238100L010
NE sensor
029600-1151
90919-05050
TDC sensor
029600-0630
90919-05025
179700-0451
89422-33030
179730-0020
89454-60010-B
079800-7470
89421-71020
VN197400-4000
Engine ECU
MA175800-6800
896610K390
MA175800-6740
896610K400
MA175800-6760
896610K410
MA175800-6780
896610K440
MA175800-6790
896610K450
MA175800-6730
896610K460
MA175800-6750
896610K470
MA175800-6770
896610K480
MA175800-6830
896610K490
MA175800-6850
896610K500
MA175800-6870
896610K530
101310-5441
8987071011
101310-5481
8987071021
VN101397-0990
258000L020
198800-3140
7812009010
Vehicle Name
HILUX/KIJYANG INNOVA/INNOVA
2KD-FTV
Part Type
EDU
EGR valve
Accelerator pedal module
-2-
Reference
HP3
2.
OUTLINE
The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines, and aimed for
1. further improved fuel economy; 2. noise reduction; and 3. high power output.
This Common Rail System meets the Step III Stage of the
European Emission Regulations as shown in the figure on
the right.
A. System Characteristics:
The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that
contain electronically controlled solenoid valves to spray the pressurized fuel into the cylinders. Because the engine ECU
controls the injection system (including the injection pressure, injection rate, and injection timing), the system is unaffected by the engine speed or load. This ensures a stable injection pressure at all times, particularly in the low engine speed
range, and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine during start-up and
acceleration. As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved.
a.
b.
Optimization
Common rail system
Speed
Injection timing
NOx
Conventional
pump
Particulate
Injection
pressure
Pilot injection
Main
injection
Crankshaft angle
Cylinder injection
volume correction
Speed
Injection pressure
c.
QD0734E
-3-
In-line, VE Pump
High-pressure Pipe
Rail
TWV
Nozzle
Supply Pump
Usually High Pressure
Delivery Valve
Governor
System
In-line Pump
Feed Pump SCV (Suction Control Valve)
Injector
Fuel Tank
VE Pump
Injection Quantity Control
Pump (Governor)
Pump (Timer)
Pump
Pump
Dependent upon Speed and Injection Quantity
-4-
QD2341E
Location (1)
-5-
b.
Location (2)
-6-
Composition
The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.
EDU
Engine ECU
Rail
Injector
Rail Pressure
Sensor
Check Valve
Fuel
Cooler
Fuel Filter
Fuel Temperature Sensor
Supply Pump
SCV
(Suction
Control Valve) Fuel Tank
Q000705E
b.
(1)
Operation
Supply pump (HP3)
The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel discharged from the supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply pump
effects this control in accordance with the command received from the ECU.
(2)
Rail
The rail is mounted between the supply pump and the injector, and stores the high-pressure fuel.
(3)
(4)
Engine ECU
The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and
pressure, as well as the EGR (exhaust gas recirculation).
-7-
Fuel System
This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the rail, and
is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.
b.
Control System
In this system, the engine ECU controls the fuel injection system in accordance with the signals received from various
sensors. The components of this system can be broadly divided into the following three types: (1) Sensors; (2) ECU; and
(3) Actuators.
(1)
Sensors
Detect the engine and driving conditions, and convert them into electrical signals.
(2)
Engine ECU
Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order
to achieve optimal conditions.
(3)
Actuators
Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically controlling the actuators. The injection quantity and timing are determined by controlling the length of time and the
timing in which the current is applied to the TWV (Two-Way Valve) in the injector. The injection pressure is determined
by controlling the SCV (Suction Control Valve) in the supply pump.
Sensor
Actuator
Engine Speed
Injector
Injection Quantity Control
Injection Timing Control
Injection Pressure Control
Cylinder Recognition
Cylider Recognition Sensor G
Engine
ECU
Accelerator Position Sensor
Load
Supply Pump (SCV)
Fuel Pressure Control
QD2380E
-8-
3.
Outline
The supply pump consists primarily of the pump body (eccentric cam, ring cam, and plungers), SCV (Suction Control
Valve), fuel temperature sensor, and feed pump.
The two plungers are positioned vertically on the outer ring cam for compactness.
The engine drives the supply pump at a ratio of 1:2. The supply pump has a built-in feed pump (trochoid type), and draws
the fuel from the fuel tank, sending it to the plunger chamber.
The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to
the rail. The quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV is
a normally closed type (the intake valve closes during de-energization).
to Rail
Injector
Discharge Valve
Rail
Intake Valve
Plunger
Intake pressure
Feed pressure
High pressure
Return pressure
Return Spring
Return
SCV
Fuel Overflow
Regulating Valve
Fuel
Cooler
Feed Pump
Filter
Fuel Inlet
Camshaft
Intake
Fuel Tank
Q000707E
-9-
Plunger
Feed Pump
Filter
Regulating Valve
IN
Ring Cam
SCV
Pump Body
Drive Shaft
Plunger
Q000708E
-10-
b.
Discharge valve
Rail
Intake valve
Fuel tank
QD0705E
c.
Cam Shaft
Eccentric Cam
Ring Cam
QD0706E
As the drive shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.
Plunger
Eccentric Cam
Ring Cam
Cam Shaft
QD0727E
-11-
The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the drive shaft.
Plunger A
Ring Cam
Feed Pump
Plunger B
d.
QD0728E
Suction Valve
Plunger A
Delivery Valve
Eccentric Cam
Ring Cam
SCV
Plunger B
Plunger A: Finish Compression
Plunger B: Finish Intake
-12-
Feed Pump
The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the two
plungers via the fuel filter and the SCV (Suction Control Valve). The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump draws fuel from its suction port and pumps it out through the discharge port. This
is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors.
Outer Rotor
To
Pump Chamber
Quantity Decrease
Quantity Decrease
(Fuel Discharge)
Inner Rotor
Intake Port
From
Fuel Tank
b.
Discharge
Port
Quantity Increase
Quantity Increase
(Fuel Intake)
QD0708E
-13-
A)
Feed Pump
Plunger
SCV
Valve Needle
Large Opening
Valve Needle
3'
-14-
B)
Feed Pump
Plunger
SCV
Valve Needle
Small Opening
Valve Needle
3'
-15-
C. Rail
a.
Outline
Stores pressurized fuel (0 to 160 MPa) that has been delivered from the supply pump and distributes the fuel to each
cylinder injector. A rail pressure sensor and a pressure discharge valve (low-pressure valve) are adopted in the rail.
The rail pressure sensor (Pc sensor) detects fuel pressure in the rail and sends a signal to the engine ECU, and the pressure limiter controls the excess pressure. This ensures optimum combustion and reduces combustion noise.
#2
OUT
#3
OUT
IN
#4
OUT
Relief Passage
Pressure Limiter
Q000712E
b.
Pressure Limiter
The pressure limiter opens to release the pressure if an abnormally high pressure is generated.
Q000257E
Valve Open
pressure.
Valve Close
Q000271E
-16-
Outline
The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing,
rate, and spray condition, in accordance with commands received from the ECU.
A)
Characteristics
A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted.
QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 base 16 characters) are engraved on the injector head. The 1KD-FTV common rail system optimizes injection volume control using
this information. When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the engine ECU
using the DST-2.
b.
Construction
QR Codes
30 Base 16 Characters
Solenoid Valve
Control Chamber
Pressurized Fuel
(from Rail)
Command Piston
Leak Passage
Nozzle Needle
Seat
Pressurized Fuel
Q000713E
-17-
c.
Operation
The TWV (Two-Way Valve) solenoid valve opens and closes the outlet orifice to control both the pressure in the control
chamber, and the start and end of injection.
A)
No injection
When no current is supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control chamber. Thus, the solenoid valve is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic
pressure that is applied to the command piston causes the nozzle spring to compress. This closes the nozzle needle,
and as a result, fuel is not injected.
B)
Injection
When current is initially applied to the solenoid, the attraction force of the solenoid pulls the solenoid valve up, effectively
opening the outlet orifice and allowing fuel to flow out of the control chamber. After the fuel flows out, the pressure in the
control chamber decreases, pulling the command piston up. This causes the nozzle needle to rise and the injection to
start.
The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston. The fuel that flows below
the piston lifts the piston needle upward, which helps improve the nozzle's opening and closing response.
When current continues to be applied to the solenoid, the nozzle reaches its maximum lift, where the injection rate is also
at the maximum level. When current to the solenoid is turned OFF, the solenoid valve falls, causing the nozzle needle to
close immediately and the injection to stop.
Leak pipe
Solenoid
Actuation
current
Valve spring
TWV
Outlet orifice
Actuation
current
Actuation
current
Rail
Inlet orifice
Command
piston
Nozzle
needle
No injection
Control chamber
pressure
Control chamber
pressure
Control chamber
pressure
Injection rate
Injection rate
Injection rate
Injection
End of injection
Q000149E
-18-
d.
QR codes
Conventionally, adjusting resistors were used for fuel injection quantity correction. However, QR *1 (Quick Response)
codes have been adopted to enhance correction precision.
Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points, and thus
the injection quantity control precision has improved. The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.
Adjusting Resistance Correction Points (Conventional).
[2KD]
135MPa
105MPa
1.2
54MPa
1.0
0.7
0.6
160
Injection Quantity Q
Injection Quantity Q
1.5
32MPa
70
32
1.0
QD1543E
135
Injection Quantity Q
[1KD]
80
32
Q000714E
QR Codes (
9.9mm)
10EA 01EB
03EA 01EB
0300 0000
0000 BC
ID Codes
(30 base 16 characters)
Base 16 characters nothing
fuel injection quantity correction
information for market service use.
Q000715E
-19-
e.
52 (25) combinations
ID Code
10EA 01EB
03EA 01EB
0300 0000
0000 BC
Q000716E
QD1532E
Replacing the
Injector
Spare Injector
Engine ECU
* Necessary to record
the injector ID codes
in Engine ECU
Engine ECU
QD1534E
QD1536E
Replacing the
Engine ECU
Vehicle-side
Injector
Spare Engine
ECU
QD1535E
-20-
Outline
This is the command center that controls the fuel injection system and engine operation in general.
(Outline Diagram)
Sensor
Engine ECU
Actuator
Detection
Calculation
Actuation
QD2352E
-21-
Outline
The EDU has been adopted to support the high-speed actuation of the injectors. The high-speed actuation of the injector
solenoid valve is made possible through the use of a high-voltage generating device (DC/DC converter).
b.
EDU Operation
The high-voltage generating device converts the battery voltage into high voltage. The engine ECU sends signals to terminals B through E of the EDU in accordance with the signals from the sensors. Upon receiving these signals, the EDU
outputs signals to the injectors via terminals N through K. At this time, terminal F outputs the Ijf injection verification signal
to the ECU. The pressure discharge valve is controlled by PRD signals coming to terminal R.
COM2
Battery
High-voltage
Generating
Circuit
COM1
IJt#1
INJ#1
IJt#4
INJ#4
IJt#2
IJt#3
Control
Circuit
INJ#2
INJ#3
IJf
GND
Q000717E
-22-
-23-
B. Description of Sensors
a.
b.
34 Pulses/360CA
*1 Pulses/720CA
Cylinder Recognition Sensor Rotor
* The pulsar gear used for actual control is shown
within the broken-lined circle.
QD2356E
-24-
Circuit Diagram
ECU
G Input Circuit
NE
NE Input Circuit
G+
G-
* The engine ECU identifies the No. 1 cylinder when it detects the missing-tooth NE pulse
and the cylinder recognition pulse (G Pulse) simultaneously.
G Pulse
NE Pulse
720 CA
#3 TDC
#1 TDC
115 CA
0 1 2 3 4 5 6 7 8 9 1011121314151617 0 1 2 3 4 5 6 7 8 9 101112131415
30 CA
10 CA
90 CA
180 CA
360 CA
QD2357E
-25-
c.
VPA2
EP2
VCP2
VPA1
E P1
VCP1
Wiring Diagram
Sensor
VPA2
3.988V
Linear Output
Voltage
(DC5V Applied)
4
VPA1
3
2
VPA1
0.047F
EP1
1.6V
0.047F
VcP1
3.188V
1
0.8V
-5
5
0.29
10
15
20
VPA2
25
0.047F
Fully Open
Maximum Rotation Angle: 20.27
EP2
0.047F
VcP2
Full Stroke
Q000719E
-26-
d.
[Exterior View]
VC
PIM
E2
TRIM
Intake Air
Pressure
Sensor
Intake Manifold
Pressure Characteristics
VC = 5 V
PIM (V)
Atmosphere
VSV
4.5
ECU
The VSV turns OFF to detect the intake air pressure if the atmospheric
pressure measurement conditions are absent.
1
13.3
253.3
100
1900
Absolute Pressure
kPa (abs)
mmHg (abs)
Q000720E
-27-
Thermistor
-30
(25.4)
-20
15.04 +1.29
-1.20
-10
(9.16)
(5.74)
10
(3.70)
20
2.45+0.14
-0.13
30
(1.66)
40
(1.15)
50
(0.811)
60
(0.584)
70
(0.428)
80
0.3180.008
90
(0.240)
100
(0.1836)
110
0.14170.0018
120
(0.1108)
ECU
5V
THW
(THA)
Thermistor
e.
E2
Q000721E
-28-
f.
Thermistor
-30
(25.4)
-20
15.01.5
-10
(9.16)
(5.74)
10
(3.70)
20
2.450.24
30
(1.66)
40
(1.15)
50
(0.811)
60
(0.584)
70
(0.428)
80
0.3180.031
90
(0.240)
100
(0.1836)
110
(0.1417)
120
(0.1108)
Fuel Temperature
Sensor
Q000722E
-29-
Outline
This system effects fuel injection quantity and injection timing control more appropriately than the mechanical governor
and timer used in the conventional injection pump. The engine ECU performs the necessary calculations in accordance
with the sensors installed on the engine and the vehicle. It then controls the timing and duration of time in which current
is applied to the injectors, in order to realize both optimal injection and injection timing.
b.
c.
d.
e.
-30-
Outline
This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and intake air pressure corrections to the basic injection quantity calculated by the engine ECU, based on the engine operating conditions and driving conditions.
Injection Quantity Calculation Method
Accelerator Opening
Injection Quantity
-31-
Engine Speed
Maximum
Injection
Quantity
Engine Speed
Engine Speed
Corrected
Final Injection
Quantity
Basic Injection
Quantity
Accelerator
Opening
Low Quantity
Side
Engine Speed
Injection Quantity
b.
EDU Actuation
Timing Calculation
QB0715E
c.
Accelerator Opening
Engine Speed
QB0716E
d.
rection, atmospheric pressure correction, ambient temperature correction, and the cold operation maximum injection
quantity correction to the basic maximum injection quantity
determined by the engine speed.
Engine Speed
QB0717E
Injection Quantity
Base Injection
Quantity
STA ON Duration
Starting
STA/ON
Coolant Temperature
Low
High
Injection Quantity
e.
STA ON Duration
STA/ON
Starting
QB0718E
-32-
f.
Control Conditions
Coolant Temperature
Air Conditioner Load
Gear Position
Target Speed
Calculation
Coolant Temperature
Air Conditioner S/W
Neutral S/W
Injection
Quantity
Correction
Injection Quantity
Determination
Vehicle Speed
Target Speed
Calculation
Comparison
Speed
Detection
QB0720E
g.
#1
#3
t1
#4
t4
t3
#1
#3
#4
#2
#1
#3
#4
#2
Angle
Speed
Crankshaft Angle
Correction
Crankshaft Angle
QD2451E
-33-
Outline
Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.
b.
(1)
(2)
Main Injection
Top Dead Center (TDC)
Pilot Injection
Interval
QB0723E
-34-
c.
Actual TDC
NE Pulse
Pilot Injection
Main Injection
Basic Injection
Timing
-35-
Main Injection
Timing
Voltage Correction
Corrections
Injection Quantity
Engine Speed
QB0724E
Outline
While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the delay from
the time fuel is injected to the beginning of combustion, cannot be shortened to less than a certain value. As a result, the
quantity of fuel that is injected until main ignition occurs increases, resulting in an explosive combustion at the time of
main ignition. This increases both NOx and noise. For this reason, pilot injection is provided to minimize the initial ignition
rate, prevent the explosive first-stage combustion, and reduce noise and NOx.
Pilot Injection
Normal Injection
Injection Rate
Large First-stage
Combustion
(NOx and Noise)
Small First-stage
Combustion
Heat Release
Rate
-20
TDC
20
-20
40
TDC
20
40
Rail
Pressure
Engine Speed
-36-
QB0727E
Outline
By sensing the engine driving conditions and actual amount of EGR valve opening, the engine ECU electrically operates
the E-VRV, which controls the magnitude of vacuum introduced into diaphragm of EGR valve and throttle opening position with stepping motor and the amount of recirculating exhaust gas is regulated.
-37-
b.
(1)
Atmosphere
(2)
FV
Diaphragm
Valve
FM
Current
Increase
FV
FM
Spring
Moving Core
FM
Coil
to Stabilized
State
to Stabilized
State
Stator Core
When applied current
decreases, (FV > FM),
and output vacuum is low.
EGR Volume: Decreased
Atmosphere
(Vacuum Force FV =
Solenoid Attraction Force FM)
Stable
-38-
Outline
An electronically controlled intake air throttle valve mechanism has been adopted. Located in the intake manifold upstream of the EGR valve, this mechanism optimally controls the intake air throttle valve angle to control the flow of the
EGR gas, and reduce noise and exhaust gas emissions. The diesel throttle Assy is made by another manufacturer.
b.
A)
EGR Control
To further increase the EGR volume when the EGR valve is fully open, the intake air throttle valve opening is reduced
and the vacuum in the intake manifold is increased by restricting the flow of intake air.
B)
Stepping Motor
B
BCOM
ACOM
A
Rotor
A
B
BCOM
Equivalent Circuit
Connector
QD2363E
-39-
A fuel filter warning light has been added to notify the driver when fuel filter clogging is detected. Although it does not
form part of the common rail system, it is included for reference as a related fuel system function.
B. Installation Position
C. System Operation
a.
General Description
When the fuel filter clogs, the detection switch installed on the fuel filter operates to turn ON the fuel filter warning light
on the instrument cluster.
-40-
b.
Complete Circuit
As shown below, signals from the two sensors installed on the filter (fuel filter warning switch and fuel sedimenter level
warning switch) are input to the meter ECU, and the meter ECU actuates the fuel filter warning light.
c.
d.
-41-
-42-
DIAGNOSIS SYSTEM
4-1. DESCRIPTION
When troubleshooting Multiplex OBD (M-OBD) vehicles, the vehicle must be connected to the DST-2. Various data output
from the vehicle's Engine Control Unit (ECU) can then be read.
The vehicle's on-board computer illuminates the Malfunction Indicator Lamp (MIL) on the instrument panel when the
computer detects a malfunction in the computer itself or in
drive system components. In addition, the applicable Diagnostic Trouble Codes (DTCs) are recorded in the ECU
memory.
If the malfunction does not reoccur, the MIL turns ON until
the ignition switch is turned OFF, and then the MIL turns
OFF when the ignition switch is turned ON but the DTCs remain recorded in the ECU memory.
The diagnosis system operates in "normal mode" during normal vehicle use. In normal mode, 2 trip detection logic is used
to ensure accurate detection of malfunctions. A "check mode" is also available to technicians as an option. In check mode,
1 trip detection logic is used for simulating malfunction symptoms and increasing the system's ability to detect malfunctions, including intermittent malfunctions.
When a malfunction is first detected, the malfunction is temporarily stored in the ECU memory (1st trip). If the same malfunction is detected during the next subsequent drive cycle, the MIL is illuminated (2nd trip).
The freeze frame data records the engine conditions (fuel system, calculated engine load, engine coolant temperature,
fuel trim, engine speed, vehicle speed, etc) when a malfunction is detected. When troubleshooting, the freeze frame data
can help determine if the vehicle was running stopped, if the engine was warmed up or not, if the air-fuel ratio was lean
or rich, and other data, from the time the malfunction occurred.
-43-
D. DLC3
a.
The vehicle's ECU uses the ISO 14230 (M-OBD) communication protocol. The terminal arrangement of the DLC3
complies with ISO 15031-03 and matches the ISO 14230
format.
Terminal Description
Condition
Specified Condition
During transmission
Pulse generation
Chassis ground
Always
Below 1
Signal ground
Always
Below 1
Battery positive
Always
9 to 14 V
11 to 14 V
F. Check MIL
a.
When the engine is started, the MIL should turn OFF. If the
lamp remains ON, the diagnosis system has detected a
malfunction or abnormality in the system.
-44-
b.
c.
d.
e.
b.
-45-
c.
Read DTCs by observing the MIL. If any DTC is not detected, the MIL blinks as shown in the illustration.
d.
e.
Check the details of the malfunction using the DTC chart on page 48.
f.
After completing the check, disconnect terminals 13 (TC) and 4 (CG) and turn off the display.
c.
d.
-46-
D. Clear DTCs and Freeze Frame Data (without using the DST-2)
a.
Disconnect the battery negative (-) cable for more than 1 minute.
(2)
Remove the EFI fuse from the engine room R/B located inside the engine compartment for more than 1 minute.
(2)
(3)
(4)
b.
c.
d.
e.
f.
g.
h.
i.
Check the DTC(s) and freeze frame data using the DST-2.
j.
-47-
DTC No.
P0045*3
Detection Item
*1
*2
MIL
Memory
Trouble Area
- ECU
tion]
P0087/49
Low
- ECU
malfunction]
P0088/78
High
- Pressure limiter
tion]
cuit
- ECU
P0093/78
Large Leak
- Supply pump
tem]
- Common rail
- Injectors
- Pressure limiter
- Open or short in EDU circuit (P0200 set simultaneously)
- Open or short in injector circuit
- EDU (P0200 set simultaneously)
- ECU
-48-
DTC No.
P0100/31*3
Detection Item
*1
*2
MIL
Memory
Trouble Area
- MAF meter
- ECU
P0102/31*3
P0103/31*3
- MAF meter
- ECU
P0105/31
P0107/31
P0108/31
Input
- Turbocharger sub-assy
input]
- ECU
P0112/24
- IAT sensor*4,*5
- ECU
*1
Low Input
[Intake air temperature sensor
(built into mass air flow meter)
low input]
P0113/24
P0115/22
- ECT sensor
- ECU
sensor]
-49-
*1
*2
MIL
Memory
Circuit
- ECU
DTC No.
P0117/22
Detection Item
Trouble Area
- ECT sensor
- ECU
P0120/41
P0122/41
P0123/41
- ECU
- Open in VC circuit
- ECU
- Open in E2 circuit
P0180/39
P0182/39
P0183/39
P0190/49
P0192/49
P0193/49
- ECU
-50-
DTC No.
P0200/97
Detection Item
*1
*2
MIL
Memory
Trouble Area
- Injector
- EDU
- ECU
P0234*3
P0299*3
- Turbocharger sub-assy
Condition
tion]
- ECU
P0335/12
P0339/13
Circuit
- ECU
Circuit Intermittent
[Crankshaft position sensor
intermittent problem]
P0340/12
P0400*4,*5
P0405*4,*5
P0406*4,*5
- ECU
cuit
Performance
[Intake shutter]
switch circuit
- Diesel throttle valve assy
- ECU
-51-
*1
*2
MIL
Memory
- ECU
Circuit/Open (Bank 1)
tion]
- ECU
DTC No.
P0500/42
Detection Item
Trouble Area
- Speed sensor
- Combination meter
- ECU
- Skid control ECU
P0504/51
P0606
ECU/PCM Processor
- ECU
[ECU]
P0607
P0627
P1229/78
tion]
- ECU
system malfunction]
cuit
- Supply pump (suction control valve)
- ECU
P1251*3
P1601/89
- Turbocharger sub-assy
tion]
- ECU
PROM)
- ECU
[ECU]
P1611/17
IC Circuit Malfunction
[ECU]
P2008*3
P2120/19
P2121/19
sor circuit
- ECU
mance
- ECU
-52-
DTC No.
P2122/19
P2123/19
*1
*2
MIL
Memory
- Immobilizer system
Detection Item
Trouble Area
- Open or short in accelerator pedal position sensor circuit
- ECU
P2125/19
P2127/19
P2128/19
P2138/19
P2226/A5*6
- ECU
[ECU]
P2228/A5*6
P2229/A5*6
U0001/A2*6
B2799
-53-
DTC No.
P0045
Detection Item
Fail-Safe Operation
Fail-Safe Deactivation
Conditions
Leak
P0087/49
P0088/78
P0093/78
P0103/31
*1
-54-
DTC No.
Detection Item
P0105/31
Fail-Safe Operation
Fail-Safe Deactivation
Conditions
P0108/31
P0110/24
P0113/24
P0115/22
P0117/22
depending on conditions)
Low Input
[Engine coolant temperature sensor
low input]
P0118/22
P0120/41
"A" Circuit
P0122/41
P0123/41
P0168/39
-55-
DTC No.
P0180/39
P0182/39
Detection Item
Fail-Safe Operation
(104F)
Fail-Safe Deactivation
Conditions
Pass condition detected
P0183/39
P0190/49
P0193/49
P0200/97
Injector Circuit/Open
[EDU system for injector malfunction]
P0234*1
P0299
*1
P0335/12
P0340/12
P0488/15
P0500/42
P0627/78
P1229/78
P1251*1
P1611/17
IC Circuit Malfunction[ECU]
-56-
DTC No.
Detection Item
P2120/19
Fail-Safe Operation
Fail-Safe Deactivation
Conditions
"D" Circuit
[Accelerator pedal position sensor
(sensor 1)]
P2121/19
P2122/19
P2123/19
P2125/19
P2127/19
P2128/19
P2138/19
P2226/A5
P2228/A5
P2229/A5
-57-
-58-
b.
-59-
c.
-60-
35P
1
E01 E02
VNTI
35
PCV+ PCV-
E1
VNTC
SCV
THA
THF E2
28
34
75
VCT
EGR
VG
G+
EGLS EVG
G-
31P
70
LUSL
EGRC
ALT
35P
41
PI
BATT
105
STA NSW
EOM GREM GIND
VLU PIM
62
69
OILM
97
IMI IMO
104
130
111
TACH DM THW0 +B
W TC IREL IGSW MREL
VPA2 VPA CCS
WFSE SIL
EPA2 EPA
VCP2 VCPA
135
Q000938E
Wiring Color
L-BR
Terminal Description
Battery (for measuring
Condition
Specified Condition
Always
9 to 14 V
Ignition switch
Ignition switch ON
9 to 14 V
Ignition switch ON
9 to 14 V
MAIN Relay
Ignition switch ON
9 to 14 V
0 to 1.5 V
Ignition switch ON
4.5 to 5.5 V
0.5 to 11 V
control)
VC (E7-18) - E1 (E8-7)
B-O-BR
B-BR
W-G-BR
R-W-BR
W-L-BR-W
2.6 to 4.5 V
GR-G-BR-Y
malfunction detection)
1.2 to 2.0 V
3.4 to 5.0 V
LG-R-BR-W
4.5 to 5.0 V
BR-R-BR-Y
4.5 to 5.0 V
W-R-B-W
MAF meter
0.5 to 3.4 V
Y-B-BR
IAT sensor
0.5 to 3.4 V
Y-G-BR
THIA (E7-20) - E2 (E7-28)
Y-G-BR
-61-
0.5 to 3.4 V
Wiring Color
R-L-BR
Terminal Description
ECT sensor
Condition
Specified Condition
0.2 to 1.0 V
B-Y-BR
Starter signal
Cranking
6.0 V or more
Injector
Idling
Pulse generation
Idling
Pulse generation
Idling
Pulse generation
L-Y-BR
#1 (E7-24) - E1 (E8-7)
B-W-BR
#2 (E7-23) - E1 (E8-7)
R-BR
#3 (E7-22) - E1 (E8-7)
V-BR
#4 (E7-21) - E1 (E8-7)
Y-R-BR
G + (E8-23) - G - (E8-31)
Y-L
sor
NE + (E7-27) - NE - (E7-34)
Y-L
G-W-BR
7.5 to 14 V
pedal depressed
Ignition switch ON, brake
0 to 1.5 V
pedal released
ST1 - (E6-14) - E1 (E8-7)
R-L-BR
(opposite to STP)
pedal depressed
Ignition switch ON, brake
0 to 1.5 V
7.5 to 14 V
pedal released
TC (E5-11) - E1 (E8-7)
P-W-BR
Terminal TC of DLC3
Ignition switch ON
9 to 14 V
W (E5-12) - E1 (E8-7)
R-B-BR
MIL
MIL illuminated
0 to 3 V
9 to 14 V
V-R-BR
R-Y-BR
bination meter
Pulse generation
Pulse generation
DLC3
PIM (E8-28) - E2 (E7-28)
L-B-BR
sure sensor
1.2 to 1.6 V
in.Hg)
Same as atmospheric pres-
1.3 to 1.9 V
sure
Apply positive pressure of
3.2 to 3.8 V
B-W-BR
EDU relay
9 to 14 V
Idling
0 to 1.5 V
B-W-BR
Engine speed
Idling
Pulse generation
R-Y-BR
Idling
1.3 to 1.8 V
sensor (main)
GREL (E5-15) - E1 (E8-7)
R-BR
GLOW relay
-62-
Cranking
9 to 14 V
Idling
0 to 1.5 V
Wiring Color
Terminal Description
G-B-BR
Ignition switch ON
G-BR
Idling
Pulse generation
G-W-G-Y
Idling
Pulse generation
EDU
Idling
Pulse generation
P-BR
Condition
Specified Condition
0.5 to 3.4 V
B-O-BR
Ignition switch ON
Pulse generation
R-B-BR
Ignition switch ON
Pulse generation
B-BR
3.0 to 4.0 V
0.4 to 1.0 V
GR-BR
L-Y-BR
nal
engine
Ignition switch ON
sor
-63-
Pulse generation
0.6 to 1.4 V
I
Battery
High-voltage
Generating
Circuit
H
IJt#1
IJt#4
IJt#2
K
Control
Circuit
IJt#3
IJf
COM2
COM1
INJ#1
INJ#4
INJ#2
INJ#3
J K
GND
F B C
D E G
Q000928E
-64-
Published
: July 2004
DENSO CORPORATION
Service Department
1-1 Showa-cho, Kariya, Aichi Prefecture, Japan