ISUZU 4HK1 Engine Function Structure Operation - FSS

Function, Structure, Operation of Engine Page 1 of 60
Function, Structure, Operation of Engine
1. Engine Control System Overview
The engine control system is an electronic control system that controls the engine in order to constantly provide optimal
combustion state according to the driving condition, and consists of the following systems.
• Electronically controlled fuel injection system

• EGR
• Turbocharger control
• Idling control
• PTO control
The engine control system also has the following system control functions.
• Preheat control
• DPD
• Cruise control
• Speed limiter control
• Communication function with other control units
• Exhaust brake control
• Self-diagnosis function
ECM input/output diagram
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2. Fuel System Description
1. System overview
The common rail system contains an accumulator known as a fuel rail to store pressurized fuel, and an injector with
electronic control solenoid valve to inject the pressurized fuel into the combustion chamber. Injection control is controlled
by the ECM, and thus the common rail (fuel rail) system can be controlled independently, free from the influence of engine
speed and load. This ensures stable injection pressure at all times, particularly in the low engine speed range, and
therefore significantly reduces the black smoke specific to diesel engines generated during engine starting or acceleration.
As a result, the cleanliness and volume of exhaust gas are improved and higher output can be achieved.
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2. Injection quantity control
To optimize the injection quantity, the fuel injection quantity is controlled by regulating the injector coil based mainly on the
signals from the engine speed and accelerator opening position.
3. Injection pressure control
In order to enable high-pressure injection even at low engine speeds, the fuel pressure inside the fuel rail is controlled. The
proper pressure inside the fuel rail is controlled by calculating the engine speed, fuel injection quantity, etc., and by
controlling the fuel supply pump, the appropriate amount of fuel is discharged and forced-fed to the fuel rail.
4. Injection timing control
This control is performed by calculating the proper fuel injection timing mainly from the engine speed or the injection
quantity in substitution of the timer function to regulate the injector.
5. Injection rate control
To improve combustion inside the cylinder, only a small amount of fuel is injected first to be ignited, and then the second
injection is performed when ignition is made. This control for injection timing and injection amount is performed by
regulating the injector.
System schematic
System control schematic
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6. Fuel system
The common rail (fuel rail) system consists of two fuel pressure systems: the suction piping between the fuel tank and the
fuel supply pump, and the high-pressure piping between the fuel supply pump and the injector.
The fuel is suctioned from the fuel tank to the fuel supply pump, then boosted by the pump before being supplied to the fuel
rail. At this time, the fuel amount to be supplied to the fuel rail is controlled by regulating the FRP regulator based on the
signal from the ECM.
Fuel system schematic
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1. Fuel rail
2. Pressure limiter
3. FRP sensor
4. Leak-off pipe
5. Injector
6. ECM
7. Exhaust pipe injector
8. Fuel temperature sensor
9. FRP regulator
10. Fuel supply pump
11. Fuel filter
12. Sedimenter
13. Priming pump
14. Fuel feed pipe
15. Fuel return pipe
16. Breather valve
17. Fuel tank
3. EGR System
1. EGR system
The EGR system recirculates a part of the exhaust gas back into the inlet manifold, which results in reduced nitrogen oxide
(NOx) emissions. Higher operability and emission reduction are both realized by controlling the EGR system. A control
current from the ECM operates a motor to control the lift amount of the EGR valve. In addition, the EGR position sensor is
used for detection of the actual valve lift amount and for precise control of the EGR amount.
The EGR is activated when the specified conditions of engine speed, engine coolant temperature, intake air temperature,
and barometric pressure are met. Then, the valve opening position is calculated based on engine speed and the desired
fuel injection quantity. The motor drive duty is determined from this valve opening position, and the valve is driven
according to the motor drive duty. The intake throttle valve closes when the EGR is activated in order to maintain an
appropriate pressure in the inlet manifold.
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1. ECM
2. EGR position sensor
3. EGR valve
4. Engine coolant outlet
5. Engine coolant inlet
6. EGR cooler
7. Intake throttle valve
8. MAF and IAT sensor
9. Intake throttle position sensor
4. Turbocharger Description
1. Turbocharger system
The 2-stage turbocharger system adjusts boost pressure by changing the operation ratios of the 2 turbochargers. By
optimally controlling the low-pressure and high-pressure turbochargers, it is possible to produce effective turbo effects
across all engine speed ranges. By employing a VNT turbo, the high-pressure turbo can obtain higher supercharging even
in low engine speed ranges. Turbo effects are also maintained when the engine moves to a high speed range by
increasing the operation ratio of the low-pressure turbo.
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1. Air cleaner
2. Low-pressure turbo
3. Wastegate valve
4. High-pressure turbo
5. VNT control module
The VNT turbocharger is a system which efficiently uses boost pressure to enable a turbocharger effect even when turbo is
weakest (when engine speed and exhaust energy are low). The turbocharger optimizes turbine speed by varying the
opening position of the nozzle inside the turbine housing, adjusting the inlet area of the turbo based on engine speed and
load to control boost pressure. The ECM sends the desired nozzle opening position based on information from each sensor
to the VNT control module via CAN communication in order to properly control the boost pressure in accordance with the
engine load requirements. The VNT control module drives the VNT actuator based on the information received from the
ECM and controls the nozzle vane via the control rod. The position sensor is installed to the VNT actuator. The VNT control
module performs feedback control based on information from the position sensor, etc. It is at this time the actual nozzle
opening position is determined, and the nozzle vane opening position is adjusted to an optimal level via the nozzle control
rod.
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3. VNT actuator operation
The actuator is activated based on signals from the VNT control unit, and the nozzle control rod is moved. The nozzle vane
operates via the nozzle control rod moving an operating plate.
General circuit diagram
5. Idle Control Description
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1. Idling control
The idling speed during engine warm up can be set as desired, with the ECM controlling the fuel injection quantity in order
to achieve the set speed. Turn the idling control knob in a 300° range to set the idling speed. Take care, as turning beyond
the specified range may result in malfunction. Idling control can only be performed when the shift lever is in the neutral
position.
2. START ASSIST
When the START ASSIST switch is pressed, the ECM sets the idling speed to 850 rpm in order to prevent engine stall due
to lack of power during start-up and to improve operability.
6. PTO Control System Description
PTO control refers to the switching of accelerator and the switching of governor characteristics to meet the requirements of the
body and/or special equipment. Conditions for switching of accelerator and switching of governor characteristics are separated,
and when the external accelerator is connected, both the drive accelerator and external accelerator can be used.
1. Switching of accelerator
It refers to drive accelerator (accelerator pedal position sensor input) and external accelerator (PTO throttle sensor input)
switching. Both the drive accelerator and external accelerator can be used by being connected with the external
accelerator. However, the external accelerator can be used only when the vehicle is stopped.
The following conditions must all be met in order to use the external accelerator.
• The vehicle is stopped.

• The shift lever is in neutral position.
• The accelerator position of the drive accelerator is in the idle position.
• No DTC related to the PTO is set.
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• The engine speed is 500 rpm or more.
If the above conditions are met, and if the PTO switch is ON or the external accelerator is open, the external accelerator
opening position becomes effective.
The external accelerator will be disabled if any of the following conditions are met.
• DTCs related to the PTO are set.

• The sensor has failed.
• The vehicle is in gear.
• The vehicle speed exceeds 25 km/h {15.5 mph}.
• The PTO switch is OFF and the external accelerator is closed.
2. Switching of governor characteristics (driving mode and operational mode)
The governor characteristics can be switched depending on the PTO switch status input to the ECM, only when the
external accelerator is connected. However, the switching of governor characteristics is only possible when the vehicle is
stopped.
Switching from the driving mode to the operational mode is allowed only when the conditions for switching of accelerator
are met. If the external accelerator is opened, the governor characteristics are switched to the operational mode, and if the
drive accelerator is opened, the governor characteristics are switched to the driving mode.
Note:
• If opened at the same time, the ECM determines the bigger output and reflects to the engine.
1. ECM
2. Accelerator opening position
3. Vehicle speed
4. Engine speed
5. Neutral switch
6. External accelerator
7. Conditions for switching of accelerator
8. Operational mode governor
9. Selection of governor characteristics
10. Driving mode governor
11. Drive accelerator
13. Injector
7. Pre-Heating Control
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1. Glow control system
The glow control system facilitates engine start at low temperatures, and also reduces white smoke and noise immediately
after engine start. When the ignition switch is turned ON, the ECM detects the temperature of the engine coolant based on
the signal sent from the engine coolant temperature sensor to change the glow time, so the engine can always be started
under optimum conditions. Also, the after-glow function can stabilize the idling immediately after the engine is started. The
ECM determines the glow time according to the engine coolant temperature, and activates the glow relay and the glow
indicator light.
8. DPD System Description
The DPD is a system which cleans NOx and HC using an oxidation catalyst, and also traps PM emitted from the engine using a
specialized filter. Regeneration (burning off of PM) is performed when PM has accumulated in the filter. The ECM detects the
PM accumulation status from the exhaust differential pressure sensor or from the distance the vehicle has been driven.
Automatic regeneration will be performed when a certain level of PM has accumulated or when the vehicle has been driven a
certain distance. If automatic regeneration cannot be completed by vehicle operation, [PUSH DPD SWITCH] will be displayed in
the instrument panel cluster to indicate to the driver that manual regeneration must be performed.
During regeneration, the temperature inside the filter is increased to burn off the accumulated PM. In order to adjust to the
optimum temperature, the ECM uses the exhaust gas temperature sensor to detect the exhaust temperature, and raises the
temperature by controlling the fuel injection, exhaust brake valve, and exhaust throttle valve to combust the accumulated PM.
Once regeneration is started, it must be completed within a predetermined amount of time. After regeneration has been
completed, it is possible to determine the purification of the filter by checking the exhaust differential pressure.
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1. Air cleaner
4. Engine assembly
6. Exhaust brake valve
7. Exhaust brake solenoid valve
8. Air tank
9. Exhaust gas temperature sensor 2 (Front of oxidation catalyst)
10. Exhaust gas temperature sensor 1 (Front of DPD filter)
11. Oxidation catalyst
12. Exhaust differential pressure sensor
13. DPD filter
14. ECM
15. Various inputs
16. DPD switch
17. [AUTO REGEN.] display (Green)
18. [CHECKING PM LEVEL] display (Amber)
19. [MANUAL REGEN.] display (Amber)
20. [PUSH DPD SWITCH] display (Amber)
21. Multi information display (MID)
9. Cruise Control
Speed at a set level can be maintained without depressing the accelerator pedal with this function. When the cruise control
main switch is turned ON and the desired speed is reached, operating the cruise control set switch will activate the cruise state,
allowing the desired speed to be maintained even if the accelerator pedal is released.
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1. One-time acceleration function
During cruise driving, the accelerator pedal can be depressed for temporary acceleration. When the accelerator pedal is
released, the vehicle decelerates and returns to the previous cruise state.
2. Set coast function (It lowers the cruise set speed.)
During cruise driving, the vehicle will decelerate when operating the cruise control set switch. When releasing the cruise
control set switch after decelerating to the desired speed, the current vehicle speed will be updated as the set speed.
3. Tip-down function
This function decreases the set speed during cruise driving, and is used to fine-adjust the set speed. If the set switch is
quickly operated and released during cruise driving, the set speed can be decreased by 1 km/h {0.6 mph} each time the
switch is operated. The cruise can be finely adjusted to a speed within the allowed range. However, it is not possible to
adjust the set speed below the minimum cruise set speed.
4. Set accelerator function (It raises the cruise set speed.)
During cruise driving, the vehicle will accelerate when operating the cruise control resume switch. When releasing the
cruise control resume switch after accelerating to the desired speed, the current vehicle speed will be updated as the set
speed.
5. Tip-up function
This function raises the set speed during cruise driving, and is used to fine-adjust the set speed. If the cruise control
resume switch is quickly operated and released during cruise driving, the set speed can be increased by 1 km/h {0.6 mph}
each time the switch is operated. The cruise can be finely adjusted to a speed within the allowed range. However, it is not
possible to adjust the set speed above the maximum cruise set speed.
6. Cruise cancellation
The cruise function will be canceled when any of the following conditions are met.
• The cruise control main switch is OFF.

• The vehicle speed falls to 40 km/h {25 mph} or less.
• The vehicle speed falls below the set cruise speed by 40 km/h {25mph} or more.
• The cruise control set switch and cruise control resume switch are operated (ON) at the same time.
• A malfunction such as a DTC being set has occurred in the engine control system.
• Engine stopped
• The clutch pedal is depressed.
• The brake pedal is depressed.
• The exhaust brake switch is ON.
• The shift lever is in neutral.
7. Resume function
If the cruise function has been canceled, the cruise control resume switch can be operated in order to return to the cruise
state applied before the cancellation. However, if the cruise was canceled under any of the following conditions, it is not
possible to revert to the cruise state applied before the cancellation. It is necessary to set the cruise state again.
• The cruise control main switch is OFF.

• The vehicle speed falls to less than 30 km/h {18.6 mph}.
• The vehicle speed falls below the set cruise speed by 40 km/h {25mph} or more.
• The cruise control set switch and cruise control resume switch are operated (ON) at the same time.
• A malfunction such as a DTC being set has occurred in the engine control system.
• Engine stopped
8. Auxiliary brake linkage cruise control
During cruise driving, the auxiliary brake is automatically linked, enabling a function that restricts acceleration on gentle
downward slopes. This is intended to reduce driving strain on the driver and improve reliability.
During cruise driving, if the vehicle enters a downhill slope and the vehicle speed exceeds the cruise set speed, the ECM
firstly operates the exhaust brake to restrict increases in speed.
Once the vehicle decelerates to the set cruise speed, the auxiliary brake is released.
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Note:
• During cruise driving, the ECM operates and releases the auxiliary brake.
10. Speed Limiter Device
Speed limiter control refers to the ECM control of the fuel injection quantity based on the vehicle speed signal and engine speed
in order to prevent the vehicle from exceeding a set speed.
The speed sensor control unit receives the vehicle speed signals from the vehicle speed sensor and then corrects the signals in
accordance with the vehicle before sending to the ECM, instrument panel cluster, etc. The ECM requests and interprets the
engine speed from the CKP sensor signals.
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11. Communications with the Other ECU
1. Function to communicate with EHCU
The ECM performs CAN communication with the EHCU.

The ECM always sends the current accelerator pedal depression amount as the ASR accelerator opening position signal to
the EHCU.
The EHCU sends the accelerator pedal depression amount to be controlled as the ASR fuel quantity reduction signals to
the ECM.
2. Fuel quantity reduction control
When the EHCU detects skid of the drive wheels, signals for the required reduction in ASR fuel quantity are sent to the
ECM based on ASR accelerator opening position signals. The ECM restricts fuel injection quantity based on these ASR
fuel quantity reduction signals in order to suppress engine output and minimize drive wheel skid.
3. Engine speed output
The ECM outputs the engine speed to the tachometer via CAN communication. The engine speed pulse is also output for
the tachograph.
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1. CKP sensor
2. Engine speed
3. ECM
4. CAN communication
5. Tachometer
6. Tachograph
7. Pulse signal output
12. Exhaust Brake System Description
The exhaust brake includes a valve inside the exhaust pipe, and closing this valve increases resistance in the exhaust stroke,
raising the effect of the engine brake. The exhaust brake valve operates by air pressure. This air pressure supply controls the
exhaust brake by opening and closing the exhaust brake solenoid valve.
If the engine speed is 525 rpm or more and all the exhaust brake operating conditions are met, the ECM activates the exhaust
brake solenoid valve.
Exhaust brake operation conditions
• The exhaust brake switch is ON.

• The accelerator pedal is not depressed.
• An accelerator pedal position sensor malfunction, exhaust brake circuit malfunction, clutch switch malfunction, A/D
conversion error, etc., are not detected.
• Gear shift clutch is not disengaged (for Smoother models).
• The clutch pedal is not depressed (M/T models).
• The system voltage is 24 V or more.
• The vehicle speed is above the predetermined range.
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13. ECM
1. Regarding TCM
The ECM constantly monitors the information sent from various sensors and controls each system of the powertrain. The
ECM performs the diagnostic functions of the system, detects operational problems with the system, warns the driver via
the MIL, and stores DTCs. The DTC identifies the areas where problems have occurred to assist the repair operation
performed by the technician.
2. ECM voltage description
The ECM applies the specified voltage to various switches and sensors. The ECM is able to apply voltage in such a way
because the ECM resistance is very high, and the voltage that is actually applied to the circuit is low. Therefore, the test
lamp may not illuminate even if it is connected to the circuit. The voltmeter that is normally used at maintenance factories
may not display a correct reading because its input impedance is too low. An accurate voltage reading can be obtained by
using a DMM with an input impedance of 10 MΩ. The input/output devices in the ECM include analog-to-digital converters,
signal buffers, counters, and special drivers. The ECM uses electronic switches to control most components.
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3. ECM and components
The ECM is designed to maintain regulation levels of exhaust gases while obtaining excellent drivability and fuel efficiency.
The ECM monitors various engine and vehicle functions via sensors such as the CKP sensor.
4. EEPROM
EEPROM is a permanent memory chip soldered onto the circuit board inside the ECM. EEPROM contains various
programs and calibration information necessary for the ECM to control the powertrain operations.
Unlike ROM for conventional methods, EEPROM is not replaceable. If a malfunction is found with the EEPROM, replace
the ECM.
14. Engine Controls Components
1. Accelerator pedal position sensor
The accelerator pedal position sensor is installed to the accelerator control link. The sensor consists of 2 sensors in 1
housing. The ECM uses the accelerator pedal position sensor to calculate the desired acceleration and deceleration. The
accelerator pedal position sensor is a Hall element type sensor. Each accelerator pedal position sensor sends signals
related to accelerator pedal angle changes to the ECM via the signal circuit. The signal voltage of accelerator pedal
position sensor 1 is kept low at first and increases as the pedal is depressed. The signal voltage of accelerator pedal
position sensor 2 is kept high at first and decreases as the pedal is depressed.
2. PTO throttle sensor
The PTO throttle sensor is installed outside the cab as an external accelerator and supplies a voltage signal that changes
based on the angle of the PTO accelerator to the ECM. The ECM calculates the PTO accelerator opening position from the
voltage signal and uses it for fuel injection control and many other controls.
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3. Barometric pressure sensor
The barometric pressure sensor is installed within the instrument panel and changes the signal voltage in accordance with
the changes in barometric pressure. The ECM detects low signal voltage with low barometric pressure such as high
altitude places. It also detects high signal voltage with high barometric pressure. The ECM uses this voltage signal to
adjust the fuel injection quantity and injection timing, as well as make altitude corrections.
4. Boost pressure sensor
The boost pressure sensor is installed to the inlet duct. The boost pressure sensor changes the signal voltage in
accordance with changes in air pressure in the air intake pipe. The boost pressure sensor transmits signals related to air
pressure changes in the air intake pipe to the ECM via the signal circuit. The ECM detects a low signal voltage in low boost
pressure, such as when the engine is under low load. The ECM detects a high signal voltage in high boost pressure, such
as when the engine is under high load.
5. CMP sensor
The CMP sensor is installed to the rear section of the cylinder head and generates CMP signals when the cam section of
the camshaft passes by the sensor. The ECM determines the cylinder and specifies the crank angle using the CMP signal
and the CKP signal input from the CKP sensor, and uses the information for fuel injection control and the calculation of
engine speed. While this control is usually performed using the CKP signal, the CMP signal is used instead when the CKP
sensor is faulty.
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1. Camshaft gear
2. Rotational direction
3. CMP sensor
6. CKP sensor
The CKP sensor is installed on the flywheel housing and generates a CKP signal when the hole on the flywheel passes by
the sensor. The ECM determines the cylinder and specifies the crank angle using the CKP signal and the CMP signal input
from the CMP sensor, and uses the information for fuel injection control and calculation of engine speed. While this control
is usually performed using the CKP signal, the CMP signal is used instead when the CKP sensor is faulty.
1. CKP sensor
7. Engine coolant temperature sensor
The engine coolant temperature sensor is installed near the thermostat housing. The engine coolant temperature sensor is
a variable resistor and measures the temperature of the engine coolant. When the engine coolant temperature is low, the
engine coolant temperature sensor resistance is high, and the higher the engine coolant temperature becomes, the lower
the resistance of the sensor. The ECM detects a high voltage when the sensor resistance is high, and a low voltage when
the sensor resistance is low.
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The fuel temperature sensor is installed to the fuel supply pump. The fuel temperature sensor is a variable resistor that
measures the temperature of the fuel entering the fuel supply pump. When the fuel temperature is low, the fuel temperature
sensor resistance is high, and the higher the fuel temperature becomes, the lower the resistance of the sensor. The ECM
detects a high voltage when the sensor resistance is high, and a low voltage when the sensor resistance is low.
1. FRP regulator
The MAF and IAT sensor is installed between the air cleaner and turbocharger. The MAF and IAT sensor is one sensor
comprised of a MAF sensor and IAT sensor.
The MAF sensor is an air flow meter that measures the amount of air that enters the engine. The MAF sensor measures a
portion of the air that passes through the duct. When the amount of air entering the engine is small, it indicates
deceleration or idling speed. When the amount of air is large, it indicates acceleration or a high load state.
The IAT sensor is a variable resistor and measures the temperature of the air flowing into the engine. When the intake air
temperature is low, the IAT sensor resistance is high, and the higher the intake air temperature becomes, the lower the
resistance of the sensor. The ECM detects a high voltage when the sensor resistance is high, and a low voltage when the
sensor resistance is low.
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10. Injector
Compared with conventional injection nozzles, injectors electronically controlled by the ECM have command pistons,
solenoid valves, etc., added. The injector characteristics are written in the ID codes. This system uses injector flow rate
information to optimize the injection quantity control. The 2D barcode or ID code on the injector is used to improve injection
quantity precision. The use of codes enables injection quantity dispersion control throughout all pressure ranges,
contributing to improvements in combustion efficiency, reductions in exhaust gas emissions, and improvements in output
stability. When an injector is replaced, it is necessary to input the ID code in the ECM.
1. Terminal stud
2. Identification number
3. O-ring
4. Injection pipe installation section
5. Leak-off pipe installation section
6. Injector ID Code
11. Injector operation
1) Non-injection state
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The two-way valve closes the outlet orifice using spring force when no current is supplied to the solenoid from the ECM. At
this time, the fuel pressure applied to the nozzle leading end is equivalent to the fuel pressure applied through the inlet
orifice to the control chamber. As for the pressure balance in this state, the sum of pressure on the command piston upper
surface and the nozzle spring force is greater than the pressure applied to the nozzle leading end, and as a result the
nozzle is pressed down and the injection hole is closed.
2) Injection start
When the ECM supplies current to the solenoid, the two-way valve is pulled upwards, opening the outlet orifice and
causing fuel to flow to the return port. As a result, the nozzle is pressed up along with the command piston by the pressure
applied to the nozzle leading end, and the nozzle injection hole opens to inject the fuel.
3) Injection end
When the ECM stops supplying current to the solenoid, the two-way valve comes down and the outlet opening is closed.
As a result, the fuel stops flowing from the control chamber into the return port, and the fuel pressure within the control
chamber sharply rises. Then, the nozzle is pressed down by the command piston and the nozzle injection hole is closed to
stop fuel injection.
12. Fuel filter pressure sensor
The fuel filter pressure sensor is installed to the pipe between the fuel filter and the exhaust pipe injector. The pressure of
the fuel sent to the exhaust pipe injector is detected, converted into an electric signal, and sent to the ECM. The voltage
becomes higher when the pressure is higher, and becomes lower when the pressure is lower. The ECM calculates the
actual fuel pressure from the voltage signal sent from the sensor, and uses it to control exhaust pipe injection.
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The exhaust pipe injector is installed to the exhaust adapter. During DPD regeneration control, the ECM drives the exhaust
pipe injector and raises the temperature inside the DPD in order to combust the PM.
1. Connector
2. Bracket installation fuel supply section
3. O-ring
4. Tip seal
5. End nozzle outlet
The fuel supply pump is the main part of the common rail (fuel rail) type electronic fuel injection system. The fuel supply
pump is installed to the front side of the engine. The FRP regulator and fuel temperature sensor are components of the fuel
supply pump. By way of the internal supply pump (trochoid type), fuel is sent from the fuel tank to the fuel supply pump.
The fuel is fed into 2 plunger chambers that are located inside the fuel supply pump. The fuel entering this chamber is
controlled by the FRP regulator. The FRP regulator is controlled solely by the current supplied from the ECM. When no
current is flowing to the solenoid, the fuel flow amount will be at maximum. Conversely, when the flow of current to the
solenoid reaches its maximum, the flow of fuel will cease completely. As long as the engine is running, these 2 plungers
will create a high-pressure condition within the fuel rail. The supply amount and pressure of fuel is controlled by the FRP
regulator being controlled by signals from the ECM. This allows for operation to be optimized, as well as for improved fuel
efficiency and decreased emissions of nitrogen oxide (NOx).
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15. Fuel rail (common rail)
Along with the employment of a common rail (fuel rail) type electronic control fuel injection system, a fuel rail is provided
between the fuel supply pump and the injectors in order to store highly pressurized fuel. The FRP sensor and pressure
limiter are installed to the fuel rail. The FRP sensor detects the fuel pressure inside the fuel rail, and sends signals to the
ECM. Based on these signals, the ECM controls the fuel pressure inside the fuel rail using the FRP regulator of the fuel
supply pump. When the fuel pressure inside the fuel rail is excessively high, the pressure limiter mechanically opens the
valve to release pressure.
1. Pressure limiter
2. FRP sensor
16. FRP sensor
The FRP sensor is installed to the fuel rail. The sensor detects the fuel pressure in the fuel rail and converts the pressure to
a voltage signal. The ECM monitors the FRP sensor signal voltage. The signal voltage increases as the fuel rail pressure
rises, while it decreases as the pressure declines. The ECM calculates the actual fuel rail pressure from the voltage signal
and uses the result in the fuel injection control and other control tasks.
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1. Pressure limiter
2. FRP sensor
17. Pressure limiter
The pressure limiter relieves pressure by opening the valve if abnormally high pressure is generated. The valve opens
when the pressure in the fuel rail reaches approximately 240 MPa {34,800 psi}, and closes when the pressure falls to
approximately 50 MPa {7,250 psi}. Fuel that is relieved from the pressure limiter returns to the fuel tank.
1. Valve
2. Valve body
3. Valve guide
4. Spring
5. Housing
6. Fuel inlet
7. Fuel outlet
18. FRP regulator
The FRP regulator is installed to the fuel supply pump. The ECM controls the duty ratio of the FRP regulator (amount of
time the FRP regulator is energized), and adjusts the amount of fuel supplied to the high-pressure plunger. The drive load
of the fuel supply pump is decreased so that only the amount of fuel necessary to achieve the desired rail pressure is sent.
When current flows to the FRP regulator, variable electromotive force is created in accordance with the duty ratio, changing
the opening of the fuel passage, and thus regulating the fuel quantity. When the FRP regulator is OFF, the return spring
contracts to completely open the fuel passage, allowing for fuel to flow to the plunger (maximum intake amount and
maximum discharge amount). When the FRP regulator is ON, the fuel passage (normally open) closes due to pressure
from the return spring. By the turning ON and OFF of the FRP regulator, fuel is supplied in accordance with the operating
duty ratio and is discharged by the plunger.
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1. FRP regulator
19. EGR valve
The EGR valve is installed on the inlet cover. The ECM controls the opening and closing of the EGR valve based on the
driving condition of the engine by controlling the EGR motor. The motor inside the EGR valve is controlled according to the
duty ratio signals sent from the ECM. The EGR valve lift amount is detected by the position sensor and is sent to the ECM.
The sensor consists of 3 individual sensors in 1 housing. Position sensors 1, 2, and 3 are Hall element type sensors. The
position sensor sends ON or OFF signals related to EGR valve position changes to the ECM via the signal circuit.
The intake throttle valve is installed to the intake duct. The ECM controls the opening position of the intake throttle valve
based on the operating conditions of the engine. The motor inside the intake throttle valve is controlled according to duty
ratio signals sent from the ECM. The opening position of the intake throttle valve is changed in the appropriate increments
from a duty ratio of 0%. The valve closes with increases in duty ratio and opens when duty ratio decrease. The intake
throttle valve opening position is detected by the position sensor. The position sensor outputs signals related to the
opening position of the intake throttle valve. The ECM detects a low signal voltage when the valve opening is small or
closed. Also, the ECM detects a high signal voltage when the valve opening is large.
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21. EGR gas temperature sensor
The EGR gas temperature sensor is installed to the exhaust manifold. The EGR gas temperature sensor is a variable
resistor and measures the exhaust temperature of the exhaust manifold. When the exhaust air temperature is low, the
sensor resistance of EGR gas temperature sensor is high, and the higher the exhaust air temperature becomes, the lower
the resistance of the sensor. The ECM detects a high voltage when the sensor resistance is high, and a low voltage when
the sensor resistance is low.
22. Charge air cooler temperature sensor 2
Charge air cooler temperature sensor 2 is installed on the outlet side of the intercooler. Charge air cooler temperature
sensor 2 is a variable resistor and measures the intake air temperature at the intercooler outlet. When the intake air
temperature is low, the sensor resistance of charge air cooler temperature sensor 2 is high, and the higher the intake air
temperature becomes, the lower the resistance of the sensor. The ECM detects a high voltage when the sensor resistance
is high, and a low voltage when the sensor resistance is low.
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23. Turbocharger outlet temperature sensor
The turbocharger outlet temperature sensor is installed to the high pressure turbocharger outlet air duct. The turbocharger
outlet temperature sensor is a variable resistor and measures the intake air temperature at the high pressure turbocharger
outlet. When the intake temperature is low, the turbocharger outlet air temperature sensor resistance is high, and the
higher the intake air temperature becomes, the lower the resistance of the sensor. The ECM detects a high voltage when
the sensor resistance is high, and a low voltage when the sensor resistance is low.
The exhaust differential pressure sensor is installed to the chassis frame near the DPD. The exhaust differential pressure
sensor changes the signal voltage in accordance with changes in the exhaust gas pressure difference in the front and rear
of the DPD filter. The ECM detects a low signal voltage at times when there is low differential pressure, such as when there
is little PM accumulation. The ECM detects a high signal voltage at times when there is high differential pressure, such as
when there is a lot of PM accumulation. The ECM uses this signal voltage for controlling DPD regeneration or purification
determination after regeneration.
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25. Exhaust gas temperature sensor 1
Exhaust gas temperature sensor 1 is installed on the DPD. Exhaust gas temperature sensor 1 is a variable resistor and
measures the exhaust temperature in front of the DPD filter. When the exhaust air temperature is low, the sensor
resistance of exhaust gas temperature sensor 1 is high, and the higher the exhaust air temperature becomes, the lower the
26. Exhaust gas temperature sensor 2
Exhaust gas temperature sensor 2 is installed on the DPD. Exhaust gas temperature sensor 2 is a variable resistor and
measures the exhaust temperature in front of the oxidation catalyst. When the exhaust air temperature is low, the sensor
resistance of exhaust gas temperature sensor 2 is high, and the higher the exhaust air temperature becomes, the lower the
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27. Vehicle speed sensor
The vehicle speed sensor is installed to the transmission. It is installed with the Hall effect circuit. The magnet rotates with
the output shaft and interacts with the generated magnetic field in order to generate pulse signals.
28. VNT actuator
The VNT actuator is installed to the turbocharger. The ECM communicates with the VNT control module based on engine
load, etc., and the VNT control module controls the VNT actuator.
Turbocharger nozzle control is performed by operating the motor built into the VNT actuator, which controls the variable
nozzle. The ECM adjusts the variable nozzle opening position to control changes in boost pressure according to the load
requirements of the engine.
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The VNT control module is installed on the side member on the left side of the engine. The ECM communicates with the
VNT control module based on engine load, etc., and the VNT control module performs control by operating the motor built
into the VNT actuator. It also receives signals from the position sensor built into the VNT actuator, and provides feedback
to the ECM concerning the amount of turbocharger operation via communication with the ECM.
1. Connector lock position
30. MIL
The MIL is located in the instrument panel cluster and informs the driver of malfunctions concerning the engine or related
systems. When the ECM detects a malfunction through self-diagnosis function, it illuminates the MIL. Also, the DTC status
can be checked by shorting the terminals of the DLC, making the MIL flash.
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31. DLC
The DLC is installed near the steering shaft at the lower right of the driver seat and is a connector for communicating with
the scan tool and various control units. Also, it has a diagnostic switch function. The diagnostic switch is turned ON by
shorting between the terminals of the DLC.
15. Engine Mechanical
1. Engine structural diagram
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2. Electronic engine control
This controls injection, air intake and exhaust, including the amount and timing of fuel injection, the air intake throttle, EGR,
idling speed, etc., using the control unit.
3. Cylinder block
The cylinder block is cast iron, with equal distance between the bore centers and a highly rigid structure with left and right
symmetry centering on the crankshaft center. Tighten the bearing cap using the plastic region rotational angle tightening
method with the ladder frame structure.
4. Piston
The pistons are auto-thermatic pistons cast with aluminum struts, and the combustion chambers are round re-entrant
types.
5. Cylinder head
The cylinder heads are cast iron, and each cylinder has 4 valves. Tighten the head bolts using the plastic region rotational
angle tightening method.
6. Crankshaft
It is tufftrided, and the No. 1 balance weight is marked with each of the journal diameter grades.
7. Connecting rod cap bolt
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Tighten the mounting bolt of the connecting rod cap using the plastic region rotational angle tightening method.
16. Fuel System
1. Common rail (fuel rail) type electronically controlled injection system
The common rail (fuel rail) type controlled injection system is composed of the supply pump that sets a target pressure for
the high-pressure fuel and supplies the fuel, the common rail (fuel rail) that stores the high-pressure fuel, and the injectors
that atomize and inject the high pressure fuel. The ECM controls the injection timing and injection quantity under various
vehicle operation conditions based on various signals.
Common rail
1. FRP sensor
2. Pressure limiter
Supply pump
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1. Crankshaft key
3. High pressure pipe
4. FRP regulator
2. Injector
The injector is a multiple injection hole nozzle, and the solenoid valve on the injector head opens and closes to control the
injection quantity and injection timing.
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1. Terminal stud
2. Injector part number marking
3. O-ring
4. Fuel inlet
5. Leak-off pipe installation section
6. ID plate
3. Fuel filter
1. Element
2. Filter section
3. Case
4. Bolt
5. Drain plug
17. Cooling System
1. Engine coolant circulation system diagram
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The cooling system is a forced-circulation system, and its main components are water pump, thermostat, and radiator. The
Smoother oil is cooled by the coolant in the radiator.
1. Radiator
2. Radiator cap
3. Reserve tank
4. Air bleeding plug
5. Water outlet pipe
6. Thermostat (2 pcs.)
7. Engine temperature sensor
8. Bypass pathway
9. EGR cooler
10. EGR cooler
11. Low pressure turbocharger
12. High pressure turbocharger
14. Water jacket
15. Cylinder block drain plug
16. Oil cooler
17. Heater core
18. Drain plug
19. Water pump
20. Cooling fan
2. Water pump
The water pump is a centrifugal impeller type that is driven by the engine fan belt.
Because the water pump cannot be disassembled, replace the water pump if a malfunction is found.
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1. Fan center
2. Fan pulley
3. Water pump case
4. Seal unit
5. Impeller
6. Liquid gasket application groove
7. Bearing
3. Thermostat
The thermostats are wax pellet types. There are 2 thermostats, 1 with a valve-opening temperature of 82°C {180°F} and 1
with a valve-opening temperature of 85°C {185°F}. This structure allows high precision control of coolant temperature, and
the thermostats are installed inside the thermostat housing.
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1. Jiggle valve
2. Open valve temperature marking
3. Valve
4. Gasket
5. Piston
4. Radiator
The radiator is a tube type with corrugated fins. To raise the boiling point of the engine coolant, the radiator cap with an
open valve pressure of 108 kPa {1.1 kgf/cm2 / 15.66 psi} is attached.
18. Lubrication System
The lubrication system uses a full-flow filter element with integrated bypass, a water-cooled oil cooler, and oil jets for cooling the
pistons. Oil is sent from the oil gallery and through the oil cooler to lubricate each sliding section.
Lubricating system diagram
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19. Exhaust System
The exhaust brake valve adjusts the exhaust pressure to perform brake assistance, engine QWS, etc. The DPD is installed to
the rear of the exhaust brake valve. The DPD unit is an integrated structure with an oxidation catalyst and filter. The oxidation
catalyst and filter perform the cleaning of exhaust gases. When a pressure difference between the front and rear of the DPD is
detected, or when the vehicle is driven a set distance, trapped PM will be burned off and the filter will be regenerated.
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1. Front exhaust pipe A

3. Front exhaust pipe B
4. Rear exhaust pipe
5. DPD
20. Emission Control Devices
1. EGR system
The EGR system recirculates a part of the exhaust gas to the intake manifold, and by mixing in inert gas to the intake air,
the combustion temperature is lowered and the generation of NOx is suppressed.
The control method of this EGR employs an electronic control method that ensures both drivability and low emissions. This
activates the direct current motor using a control current from the ECM to control the EGR valve.
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1. ECM
2. EGR position sensor
3. EGR valve
4. Engine coolant outlet
5. Coolant inlet
6. EGR cooler
9. Intake throttle position sensor
21. Electrical System
1. Starter circuit
The starting system consists of the batteries, starter, ignition switch, starter relay, etc. Each of these main components is
wired as shown in the starter circuit diagram.
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2. Starter
The starter is a magnetic shift type, inner gearing mesh method reduction starter.
When the ignition switch is turned ON, the plunger is drawn in, and at the same time the magnetic switch contact point is
closed to rotate the armature, the pinion is pushed forward via the shift lever, engaging with and rotating the ring gear,
which rotates the crankshaft, starting the engine. Once the engine is started, when the ignition switch is turned OFF the
plunger returns, the pinion separates from the ring gear, and the armature stops rotating. When the engine speed becomes
faster than the pinion, the pinion attempts to turn in reverse, but it just idles due to the one-way clutch function, so the
armature is not driven.
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1. Pinion clutch
2. Ring gear
3. Shift lever
4. Magnetic switch
5. S-terminal
6. B-terminal
7. Starter relay
8. Ignition switch
9. Battery
10. Armature
Starter motor
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1. Brush holder
2. Magnetic switch
3. Lever
4. Pinion
5. Clutch
6. Internal gear
7. Armature
8. Yoke
Output characteristic diagram
3. Generator
60 A specifications
1. Regulator
2. Field coil
3. Stator
4. Ball bearing
5. Pulley
6. Front bracket
7. Rotor
8. Rear bracket
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9. Rectifier
10. B-terminal
11. Ball bearing
90A specifications
1. Regulator
2. Field coil
3. Stator
4. Ball bearing
5. Pulley
6. Front bracket
7. Rotor
8. Rear bracket
9. Rectifier
10. B-terminal
11. Ball bearing
4. Multi-function IC regulator
The trouble diagnosis is included to illuminate the charge light when the feed coil circuit is open and also when there is
excessive voltage.
50 A, 60 A specifications
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1. Charge light (LED)

2. Key switch
3. Battery
4. IC regulator
5. Generator
6. Field coil
7. Stator coil
5. Preheating system
The preheating system adopts the QOS-II system. Also, the controller is integrated with the ECM.
22. Flywheel PTO
1. Flywheel PTO
The PTO crank gear is added to the end of the crankshaft, and the flywheel PTO is tightened to the crankshaft together
with the flywheel.
Power is output from the PTO gear located in the upper section of the flywheel housing, via the PTO crank gear and idle
gear. There is no mechanism for turning the power ON/OFF midway, power is output by direct coupling to the engine
regardless of the clutch and transmission being ON or OFF.
23. Engine Controls Component Views
1. Engine component location diagram
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1. Engine coolant temperature sensor

2. Injector (inside head cover)
3. Injector harness intermediate connector
5. EGR valve
6. Boost pressure sensor
7. FRP sensor
8. Pressure limiter
9. CKP sensor
11. FRP regulator
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1. Turbocharger outlet temperature sensor
2. VNT actuator
3. EGR gas temperature sensor
1. Fuel filter pressure sensor

2. CMP sensor
1. ECM
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2. Exhaust gas temperature sensor 2 (Front of oxidation catalyst)
3. Exhaust gas temperature sensor 1 (Front of filter)
5. DPD assembly
24. General Circuit Diagram
1. ECM schematic circuit diagram
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2. ECM outline view and connector pin layout
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94 pin (A connector)
PIN No. Pin function
1 ECM power ground
2 ECM power ground
3 ECM power ground
4 ECM power ground
5 -
6 -
7 Battery voltage
8 Accelerator pedal position sensor 1, 5 V reference
9 Accelerator pedal position sensor 2, 5 V reference
10 PTO throttle sensor, idle up sensor 5 V reference
Barometric pressure sensor, exhaust differential pressure sensor 5 V
11
reference
12 -
13 -
14 -
15 MAF sensor signal
16 IAT sensor signal
17 Charge air cooler temperature sensor 2 signal
18 Turbocharger outlet temperature sensor signal
19 Exhaust gas temperature sensor 1 signal
20 Exhaust gas temperature sensor 2 signal
21 PTO throttle sensor signal
22 Barometric pressure sensor signal
23 Cruise switch signal
24 -
25 Accelerator pedal position sensor 1 signal
26 Accelerator pedal position sensor 2 signal
27 Exhaust differential pressure sensor signal
28 ISO CAN Low signal
29 Battery voltage
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30 Accelerator pedal position sensor 1 low reference
Barometric pressure sensor, IAT sensor, charge air cooler temperature
31 sensor 2, exhaust differential pressure sensor, exhaust gas
temperature sensor 1, exhaust gas temperature sensor 2 low reference
32 -
33 -
34 -
35 -
36 -
37 ECM signal ground
38 -
39 Ground
40 -
41 Stoplight switch 1 signal
42 -
43 Backup light switch signal
44 DPD switch signal
45 START ASSIST switch
46 Exhaust brake switch signal
47 Diagnostic request switch
48 Stoplight switch 2 signal
49 Idle up sensor signal
50 ISO CAN High signal
51 Battery voltage
PTO throttle sensor, idle up sensor, turbocharger outlet temperature
52
sensor, cruise switch low reference
53 MAF sensor low reference
54 ECM main relay control
55 Accelerator pedal position sensor shield ground
56 -
57 MAF sensor 12 V reference
58 -
59 ECM signal ground
60 -
61 Neutral switch signal
62 Clutch switch signal
63 Cruise control main switch signal
64 Oil level switch signal
65 -
66 -
67 -
68 Engine speed signal output to tachograph
69 -
70 MIL control
71 -
72 J1939 CAN Low signal
73 Battery voltage
74 Ignition switch signal
75 Accelerator pedal position sensor 2 low reference
76 ECM main relay control
77 ECM case ground
78 -
79 Dropping resistor
80 -
81 Vehicle speed signal from speed sensor control unit
82 -
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83 A/C switch signal
84 PTO switch signal
85 Ignition switch signal
86 Parking brake switch signal
87 -
88 -
89 -
90 Exhaust brake solenoid valve control
91 -
92 Starter cut relay control
93 Glow relay control
94 J1939 CAN high signal
60 pin (B connector)
PIN No. Pin function
1 Cylinder No. 1 injector charge voltage
3 -
4 Exhaust pipe injector charge voltage
5 -
6 Fuel filter pressure sensor 5 V reference
7 EGR gas temperature sensor signal
8 -
9 -
10 Fuel filter pressure sensor signal
11 -
12 -
13 -
14 -
15 Intake throttle motor low side
18 -
19 Exhaust pipe injector solenoid control
20 EGR motor control 3
21 CKP sensor 5 V reference
22 CMP sensor, FRP sensor 5 V reference
Boost pressure sensor, intake throttle position sensor, EGR position
23
sensor 5V reference
24 Intake throttle position sensor signal
25 Boost pressure sensor signal
26 Fuel temperature sensor signal
27 Engine coolant temperature sensor signal
28 FRP sensor shield ground
29 FRP sensor signal
30 Intake throttle motor drive voltage
31 Cylinder No. 1 injector solenoid control
32 -
34 -
36 EGR position sensor signal 1
39 -
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40 Fuel filter pressure sensor, EGR gas temperature sensor low reference
41 CKP sensor low reference
42 CKP sensor shield ground
43 CMP sensor shield ground
44 FRP regulator low side
45 FRP regulator high side
47 -
49 -
51 -
52 -
53 -
54 CMP sensor, FRP sensor low reference
Boost pressure sensor, intake throttle position sensor, engine coolant
55 temperature sensor, fuel temperature sensor, and EGR position sensor
low reference
56 CMP sensor signal
57 CKP sensor signal
58 -
59 FRP regulator low side
60 FRP regulator high side
25. Engine Number
6/10/2022
1. Engine number stamping
Copyright ISUZU MOTORS LIMITED. All rights reserved.
6/10/2022

ISUZU 4HK1 Engine Function Structure Operation - FSS

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Function, Structure, Operation of Engine Page 1 of 60

Function, Structure, Operation of Engine

1. Engine Control System Overview

• Electronically controlled fuel injection system

ECM input/output diagram

2. Fuel System Description

3. Injection pressure control

4. Injection timing control

5. Injection rate control

System control schematic

Fuel system schematic

2. VNT control module

General circuit diagram

5. Idle Control Description

6. PTO Control System Description

• The vehicle is stopped.

• DTCs related to the PTO are set.

2. Switching of governor characteristics (driving mode and operational mode)

1. Glow control system

8. DPD System Description

2. Set coast function (It lowers the cruise set speed.)

4. Set accelerator function (It raises the cruise set speed.)

• The cruise control main switch is OFF.

• The cruise control main switch is OFF.

8. Auxiliary brake linkage cruise control

10. Speed Limiter Device

11. Communications with the Other ECU

1. Function to communicate with EHCU

The ECM performs CAN communication with the EHCU.

2. Fuel quantity reduction control

3. Engine speed output

12. Exhaust Brake System Description

Exhaust brake operation conditions

• The exhaust brake switch is ON.

2. ECM voltage description

14. Engine Controls Components

1. Accelerator pedal position sensor

2. PTO throttle sensor

4. Boost pressure sensor

7. Engine coolant temperature sensor

8. Fuel temperature sensor

9. MAF and IAT sensor

11. Injector operation

12. Fuel filter pressure sensor

13. Exhaust pipe injector

14. Fuel supply pump

15. Fuel rail (common rail)

16. FRP sensor

17. Pressure limiter

18. FRP regulator

19. EGR valve

20. Intake throttle valve

21. EGR gas temperature sensor

22. Charge air cooler temperature sensor 2

23. Turbocharger outlet temperature sensor

24. Exhaust differential pressure sensor

25. Exhaust gas temperature sensor 1

26. Exhaust gas temperature sensor 2

27. Vehicle speed sensor

28. VNT actuator

29. VNT control module

1. Connector lock position

15. Engine Mechanical

1. Engine structural diagram