Diesel Injection Pump SERVICE MANUAL Common Rail System for TOYOTA HILUX / KIJYANG INNOVA / INNOVA 1KD/2KD OPERATION July, 2004 DENSO CORPORATION 00400077©2004 DENSO CORPORATION All Rights Reserved. This book may not be reproduced oF copied, in whole or in part, without the writen permission of the publisher.1. PRODUCT APPLICATION LIST . 14. 2. OUTLINE . 24. 22. 3. CONSTRUCTION AND OPERATION 34. 32. 33. 34, 35. DIAGNOSIS SYSTEM 4a. 42. 43. 44, 45. 46. TABLE OF CONTENTS PRODUCT APPLICATION LIST (OUTLINE OF SYSTEM ‘SYSTEM CONFIGURATION . DESCRIPTION OF MAIN COMPONENTS . DESCRIPTION OF CONTROL SYSTEM COMPONENTS . EGR CONTROL SYSTEM. DIESEL THROTTLE (ELECTRONICALLY CONTROLLED INTAKE AIR THROTTLE MECHANISM) . FUEL FILTER WARNING DESCRIPTION DTC CHECKICLEAR CHECK MODE PROCEDURE DTC (DIAGNOSTIC TROUBLE CODE) CHART . FAIL-SAFE CHART . EXTERNAL WIRING DIAGRAM 23 Bes Y1. PRODUCT APPLICATION LIST 4-1, PRODUCT APPLICATION LIST Vehicle Name Part Type DENSO Part Car Manufacturer Reference rea SGT | SOTO Tew S| SOTO ator TaD [EngineECU——=—S=* «MAT 75800-6590 | 896670K200 | MAt75800-6600 | _696610K210 MAt75800-6610 | _696610K220 MA175800-6650 | 696610K250 MAT75800-6640 | 696610K260 MAt75800-6630 | _ 696610K290 THAT75800-6620 | 696610K300 THAT75800-6660 | 696610K370 MAt75800-6670 | 696610K320 MA175800-6680 | 696610K330 MAT7S800-6710 | 896610K340 MAt75800-6720 | _896610K350 MA175800-660 | 696610K360 MA175800-6670 | _ 696610K370 EDU Torso S447 eaa7OTIOT1 01310-5481 ‘3987071021 EGR valve VN101397-1000 | 258000L010 ‘Aecelerator pedal module 98800-3140 [7812009070DENSO Part (Car Manufacturer Vebicle Name Part Type Number hart eben. | Reference FILUXIKUYANG INNOVAINNOVA | Supply pump Suizao00-0350 | Z2T000L020 HPS 2KD-FTV Injector 31095000-5520 | 236700L010 Rail 31095440-0551 | 238 T00L010 NE sensor 29600-1151 | 90979-05050 "TDC sensor (29600-0630 | 90918-05025 Coolant temperature sensor | 179700-0881 | 69422-83030 Ful temperature sensor 779730-0020 | _60454-60070-8 “Turbo pressure sensor 79800-7470 | 89421-71020 ‘ir ow mater ‘VN197400-4000 Engine ECU ‘MAT75800-6800 | 896610K390 MAT75800-6740 | _896670K400 MAT75800-6760 | 896610K470 MAT75800-6780 | 896610K440 MATTSBO0-5790_ | B966T0KA50 MIAT7S800-6730_ | G966T0K460 MAT75800-6750 | 896610K470 MAT7S800-6770 | 896610K480 MIAT75800-6830_ | B966T0K400 MAT75800-6850 | 696670K500 MAT75800-6870 | 896610K530 EDU vorsto-saai | 6987077011 Torao-S4e1 | 6987077021 EGR valve ‘vw101397-0880 | 258000020 ‘Accelerator pedal module 79800-3140 | 78120080702. OUTLINE 24, OUTLINE OF SYSTEM 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 Ill Stage of the European Emission Regulations as shown in the figure on Example: Exhaust gas regulation (Europe) the right. ‘Step ll (2000) 0 v one (] . nonin) axa ‘A. System Characteristics: The common rail system uses a type of accumulation chamber called a ral to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to spray the pressurized fuel nto the cylinders. Because the engine ECU controls the injection system (including the injection pressure, injection rate, and injection timing), the system is unaffect- ed by the engine speed orload. This ensures a stable injection pressure at al 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. Injection Pressure Control + Enables high-pressure injection, even in the low engine speed range. + Optimizes control to minimize particulate matter and NOx emissions. . Injection Timing Control Optimally controls the timing to suit driving conditions. Injection Rate Control Pilot injection control sprays a small amount of fuel before the main injection. Common Rail System 7 Injection Pressure Control Injection Timing Control] injection Rate Control COptiization, High preseurizaton Optimization | [8 Piotiniecton Coneron ra syste Common aisysem] [5] _¢ fo. aes \ y |= Crankshaft ‘angle —> 2 . ijeaion Guaity Conta g 3 Cynder jection ‘Conventional} <= = ‘Convéntional| volume correction é pump le ‘Speed —> Injection Speed —> a pes TEIB. Comparison to the Conventional System Incline, VE Pump Common Rail System High-pressure Pipe Momeni High Pressure r Tw Timer Nozzle Govemor He system iniooRanp YY uJ Eine jain ay Ca Pump (Governor) lect Tirig Coa Engine ECU, Injector (WW) Pump (Timer) Engine ECU, Injector (TW) Rising Pressure] Pump. Engine ECU, Supply Pump Distributor Pump. Engine ECU, Ral rictenPeswe Cart] Dependent upon Speed and Injection Quantity Engine ECU, Supply Pump (SCV) “1 TWV; Two Way Valve “2 SGV: Suction Control Valve azv162:2, SYSTEM CONFIGURATION ‘A. Main System Components Location (1) Instrument Panel J/B Assy ‘AMT H-fuse ECU-IGSGAUGE Fuse STOP Fuse IGN Fuse MET Fuse ST Fuse ‘Combination Meter. pics Accelerator Pedal Rod Assy (Accelerator Pedal Position Sensor) Engine Room R/B, J/B @ Integration Relay (EDU Relay, MAIN Relay) GLOW Relay ST Relay ALT H-fuse GLOW H-fuse BATT P/t Huse AM2 Hfuse EFI Fuseb. Location (2) eee Injector Manifold Absolute Pressure Sensor MAF Meter Diesel Turbo IAT Sensor Diesel Throttle Body Assy E-VRV for EGR: EGR Valve Assy Actuator {OC Motor, Nozzle Vane Giow Plug Assy’ ‘Camshaft Position Sensor (Crankshaft Position Sensor Supply Pump Manifold Absolute Pressure Sensor Diesel Turbo IAT Sensor E-VAV tor EGR EGR Valo Assy (GOR Vato Poston Senger Common Fal Assy (Pressure Limter) ‘Commen Ral Ass (Fuel Pressura Sensor Assy) ECT Sensor Injector Glow Plug Assy ‘Crankshaft Position Sensor ‘Camshaft Position Sensor “supply PumpB. Outline of Composition and Operation Composition ‘The common rail system consists primarily of a supply pump, ral, injectors, and engine ECU. Fuel Temperature Sensor a Engine Speed = Accelerator Opening —» | Intake Air Pressure, ___J MRorcae Bessure—=| engine ecu Imake Ar Temperature =| oolant Temperature > Cronshen glee Cinder Recognition Sensor AA A Intake Aiftow Rate —f wai Pressure Cir ject gai Probie Sena I io aia _ Fut Ester orf] Cod T ret J} Fuel Temperature Sensor SCV Supply Pump (Suction ey PumP Control Valve) Fuel Tank’ b. Operation (1) Supply pump (HP3) The supply pump draws fuel from the fue! tank, and pumps the high pressure fuel tothe rail. The quantity of fuel dis- charged from the supply pump controls the pressure in the ral. The SCV (Suction Control Valve) in the supply pump effects this control in accordance with the command received from the ECU. (2) Rail The railis mounted between the supply pump and the injector, and stores the high-pressure fuel. (8) _ Injector (X2 revised type) This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance with signals from the ECU. Signals from the ECU determine the length of time and the timing in which current is applied {o the injector. This in tum, determines the quantity, rate and timing of the fuel that s injected from the injector. (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).C. Fuel System and Control System a. 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 fue! injection system in accordance with the signals received from various sensors. The components ofthis 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 tothe actuators in order to achieve optimal conditions. (8) Actuators (Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electron- ically controling 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 controling the SCV (Suction Control Valve) in the supply pump. Sensor Actuator Engine Speed Crankshaft Postion Sensor NE|—om | | injector “injection Quantiy Contar Cylinder Recogniton “Tfecion Brose Cont Cylider Recognition Sensor Engine ECU Load ‘Accelerator Position Sensor |p | Suppiy Pure SOV) Fuel Pressure Control3. CONSTRUCTION AND OPERATION 34 A DESCRIPTION OF MAIN COMPONENTS Supply Pump (HP3) Outline + The supply pump consists primarily ofthe 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 ata ratio of 1:2. The supply pump has a builtin feed pump (!rochoid type), and draws the fuel from the fuel tank, sending it to the plunger chamber. + The intemal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it the ral. The quantity of fuel supplied to the rail is controled by the SCV, using signals from the engine ECU. The SCVis ‘@ normally closed type (the intake valve clases during de-energization). verow to Ful Tank ¢ La oS se “= Intake pressure Injector Rail Discharge Valve ("take Valve <= Feed pressure <= High pressure Plunger “77 Retum pressure Return Spring OO 7 retun sev Regulating Valve Feed Pump Fucl inlet Intake Fuel Tank Fue! Filter (with Priming Pump)& @ cmb. Supply Pump Internal Fuel Flow “The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail sappy pump ero} (Supply pump interior Regulating vave {Feed pump _}-—{SGv (Suction ControtValvey] [Discharge valve} {—Ral_] Overton | ate vaio} (Cretan & Construction of Supply Pump ‘The eccentric cam is attached to the drive shaft. The eccentric cam is connected to the ring cam. Cam Shaft J Eccentric Cam heing Cam + As the drive shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating. Plunger, Eccentric Cam. Cam Shaft ate+ The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear ofthe drive shaft. Plunger A Ring Cam, Feed Pump Plunger B coorne (Operation of the Supply Pump ‘As shown in the illustration below, the rotation of the eccentric cam causes the ring cam to push Plunger A upwards. Due to the spring force, Plunger 8 is pulled in the opposite direction to Plunger A. As a result, Plunger B draws in fuel, while Plunger A pumps it to the ral Suction Valve Delivery Valve Plunger A. Eccentric Cam iN 4 sev Piunger ~~ Croxton) Plunger A: Finish Compression Plunger A: Begin IntakePlunger Plunger B: Finish Intake B: Begin Compression Plunger A: Begin Compression Plunger A: Finish Intake Plunger B: Begin Intake Plunger B: Finish Compression 2B. Description of Supply Pump Components Feed Pump ‘The trochoid type feed pump, which is integrated inthe supply pump, draws fuel from the fuel tank and feeds it tothe two plungers via the fuel iter and the SCV (Suction Control Valve). The feed pump is driven by the drive shaft. With the ro- tation ofthe inner rotor, the feed pump draws fuel from its suction port and pumps it out through the discharge port. This is done in accordance withthe space that increases and decreases with the movement ofthe outer and inner rotors. Quantity Decrease To Quantity Decrease (uel Disch: © ap Chamber uel Discharge) Outer Rotor Purp Cham > Inner Rotor Intake Port > Diacherge Canty Ierease Quantity increase (Fuel Intake) Fuel Tank b. SCV: Suction Control Valve ‘Alinear solencid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is applied to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger. Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of the supply pump decreases. ‘When current flows o the SCV, variable electromotive force is created in accordance with the duty ratio, moving the valve needle to the right side, and changing the opening of the fuel passage to regulate the fuel quantity. With the SCV ON, the valve spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity intake and full quantity discharge) ‘When the SCV is OFF, the force of the valve spring moves the valve needle tothe let, closing the fuel passage (normally closed), By tuming the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is dis- charged by the plungers. Valve Needle - sev ~ small valve opening => minimum intake quantity ‘Small Opening Valve Needie|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. Aral pressure sensor and a pressure discharge valve (low-pressure valve) are adopted in the ral + The ral pressure sensor (Pe sensor) detects fuel pressure in the rail and sends a signal to the engine ECU, and the pres- ‘sure limiter controls the excess pressure. This ensures optimum combustion and reduces combustion noise. Rail Pressure Sensor Relief Passage El Pressure Limiter Pressure Limiter ‘The pressure limiter opens to release the pressure ifan ab- normally high pressure is generated. + When the rail pressure reaches approximately 200 MPa (2038 kg/om®), it trips the pressure limiter (the valve ‘opens). When the pressure drops to approximately 50 MPa (609.5 kglom), the pressure limiter returns to its normal state (the valve closes) in order to maintain the proper | Valve Open 200 MPa (2038 kglom) pressure Valve Close BO MPa (6055 Kglem?)D._ Injector (X2 revised type) a. Outline The injectors inject the high-pressure fuel from the rai into the combustion chambers atthe optimum injection timing, rate, and spray condition, in accordance with commands received from the ECU. A) Characteristics, + Acompact, energy-saving solenoid-contol 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 char- acters) are engraved on the injector head. The 1KD-FTV common rail system optimizes injection volume control using this information. When an injector is newiy installed in a vehicle, itis necessary to enter the ID codes in the engine ECU Using the DST-2. b. Construction QR Codes: ‘ Solenoid Valve Control Chamber, Pressurized Fuel (from Rail) “A Multiple Hole Filter = Filter Orifice Dimensions: (0.045x2025 a Nozzle Spring. Pressure Pin Leak Passage Nozzle Needle Pressurized Fuel Are© Operation The TWV (Two-Way Valve) solenoid valve opens and closes the outlet orifice to control both the pressure inthe control chamber, and the start and end of injection A) No injection When no currentis supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control cham- ber. Thus, the solenoid valve is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic pressure thats applied to the command piston causes the nozzle spring to compress. This closes the nozzle needle, and as a result, fuels not injected B) Injection + When currentis intaly applied tothe solenoid, the attraction force ofthe solenoid puls the solenoid valve up effectively opening the outlet orfce and allowing fuel to flow out ofthe control chamber. After the fue lows out, the pressure in the control chamber decreases, puling the command piston up. This causes the nozzle needle to rise and the injection to. start + The fuel that flows past the outlet orice flows to the leak pipe and below the command piston. The fuel tha flows below the piston lifts the piston needle upward, which helps improve the nozzie's opening and closing response. + When current continues to be applied tothe solenoid, the nozzle reaches its maximumli, where the injection rate also atthe maximum level. When currentto the solenoid is turned OFF, the solenoid valve falls, causing the nozzle needle to close immediately and the injection to stop. Leak pipe i Solent ‘Actuation ‘Actuation current current Tw. {Valve spring Outet orice i 7 2 Fi Inlet orice c Control chamber Control chamber Control chamber Command Pressure pressure pressure piston Nozzle’ Injection rate Injection rate Injection rate needlec QR codes: *+ Conventionally, adjusting resistors were used for fuel injection quantity correction. However, QR “* (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 ofthe engine cylinders have been further uni- fied, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on. ‘Adjusting Resistance Correction Points (Conventional). ‘QR Code Correction Points (New) ta Injection Quantity Q ‘Actuating Pulse Width TQ [2kD) 160 os 2 = 70 6 = 32 ‘Actuating Pulse Width TQ 135 80 32 Actuating Pulse Width TQ gossrae * Location of GR codes OR Codes (9.9mm) 1D Codes (30 base 16 characters jase 16 characters nothing fuel injection quantity correction information fof market service use.@._ Repair Procedure Changes Differences in comparison with the conventional adjusting correction resistor injectors are as shown below. < CAUTION > © When replacing injectors with QR codes, or the engine ECU, is necessary to record the ID codes (QR codes) in the. ECU. (Ifthe ID codes of the installed injector are not registered correctly, engine failure such as rough idling and noise will result.) Conventional injector with Correction Resistor) New (injector with OR Codes) 5? (25) combinations Z 256% (almost infinite) ID Code EN Replacing the Injector “Electrical recognition of correction resistance” "No correction resistance, 's0 no electrical recognition capability” Spare Injector Engine ECU Engine ECU ‘Necessary to record| the injector ID codes| in Engine ECU Replacing the ngine “Electrical recognition of correction resistance” "No correction resistance, Engine ECU sso no electrical recognition capability” x Vehicle-side, Neticie-sige Injector Injector spare Engine wkd Ecu| eeu * Necessary to record t? eet Pada Retin ge)Intake Air Pressure Sensor This is a type of semi-conductor pressure sensor. It utlizes the characteristics ofthe electrical resistance changes that ‘occur when the pressure applied to a silicon crystal changes. Because a single sensor is used to measure both intake air pressure and atmospheric pressure, a VSV is used to alternate between atmospheric and intake air pressure mea- surement. [Exterior View) Ve Pw Ee Intake Air Pressure Characteristics Sensor Pas (V) Intake Manifold ~=—] vsy [2 Atmosphere 45 EU ‘Atmospheric Pressure Measurement Concitions: MOWED Lins dn toe races deen he cercontets pressure when one ote onions 103) glen Dolo prosont {Ena speed = bp 4a (abs) 3) Saror ON 7 Bide ase mmHg (abs) 700 7800 Intake Air Pressure Measurement Conditions: ‘Absolute Pressure ‘The VSV tums OFF to detect the intake air pressure if the atmospheric pressure measurement conditions are absent 2