DENSO ECD-U2P Fuel Injection Pump Service Bulletin
The ECD-U2P system is a common rail system for diesel engines. The system consists of a supply pump, common rail, injectors, ECU, and EDU. The supply pump draws fuel from the fuel tank and pressurizes it to a high pressure, then pumps it to the common rail. The ECU controls the injection of fuel through the injector, monitoring the internal pressure of the common rail through the pressure sensor to verify that the actual injection pressure matches the injection pressure commanded by the ECU.
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SERVICE BULLETIN
FUEL INJECTION PUMP
NEW PRODUCTS
DENSO AUTHORIZED ECD SERVICE DEALER ONLY
E-ECD 02-01
June, 2002
SUBJECT: New Common Rail System (ECD-U2P) for NISSAN
1. Application
Manufcturer Engine
NISSAN
Model Name
X-Trail
Primera
YD22
Destination
Europe
2. System Components Parts Number
2.1. X-Trail
Parts Name
Supply pump
Injector
ECU
EDU
Commom rail
Crank position sensor
Accelerator position sensor
DENSO P/N
097300-0050
095000-0510
275800-1184
131000-1190
095440-0302
029600-1170
029600-1180
198800-0020
198800-0030
198800-0070
198800-0080
2.2. Primera
Parts Name
Supply pump
Injector
ECU
EDU
Commom rail
Crank position sensor
Accelerator position sensor
DENSO P/N
097300-0050
095000-0880
275800-1362
131000-1190
095440-0302
029600-1170
029600-1180
198800-0050
198800-0060
Manufacturer P/N
16700-8H800
16600-8H800
23710-8H800
22710-8H810
17520-8H801
23731-8H810
23731-8H800
18002-8H800
18002-8H810
18002-8H803
18002-8H813
Manufacturer P/N
16700-8H800
16600-AU600
23710-AU600
22710-8H810
17520-8H801
23731-8H810
23731-8H800
18002-AU600
18002-AU610
Remarks
HP2
Remarks
HP2
1
SERVICE DEPARTMENT
0206-IT-180 Printed in Japan
QZAND-01
2
3. Outline
In a common rail system, fuel is stored at a high pressure in an accumulator chamber called a common rail, from which the highly pressurized fuel is fed to the solenoid-controlled injectors, which in turn, inject fuel into the cylinders. The characteristic of this system is the ability of the engine ECU to independently control the injection system (injection pressure, rate, and timing), without being influenced by the engine speed or load. It can therefore maintain a stable injection pressure even in the low engine speed range, which dramatically reduces the emission of black smoke that is typical of diesel engines during start-offs and acceleration. As a result, this system enables the engine to emit cleaner exhaust gases, produce less emissions, and generate a higher power output. (This system complies with the exhaust gas regulations enacted the SETP3 European exhaust gas regulations.)
3.1. System Characteristics
(1) Injection Pressure Control
• Injects fuel at a high pressure, even in the low engine speed range.
• Optimized control minimizes particulate and NOx emissions.
(2) Injection Timing Control
• Optimally controls the timing to suit driving conditions.
(3) Injection Rate Control
• Provides pilot injection, an extremely small volume of fuel injected before the main injection.
3.2. Comparison to the Conventional System
Inline pump/VE pump Common rail system
High-pressure pipe
Instantaneous high pressure
Common rail
Supply pump
TWV
Timer
Governor
Nozzle
Constant high pressure
Delivery valve
System
Inline pump
Feed pump
SCV
(Suction Control Valve)
Injector
Fuel tank
Injection Volume Control
Injection Timing Control
Pressure rise
Distribution
Injection pressure control
VE pump
Pump (governor)
Pump (timer)
Pump
Pump
Dependent on pump speed and injection volume
ECU, Injector (TWV)*
1
ECU, Injector (TWV)*
1
ECU, supply pump
ECU, common rail
ECU, supply pump (SCV)*
2
*1: TWV = Two-Way Valve
*2: SCV = Suction Control Valve
QC0001
4. Outline of System
4.1. Main System Components
Supply pump Common rail
Engine coolant temperature sensor
EGR volume control valve
Mass air flow sensor
EDU
3
Injector
Glow plug
The enclosed component names indicate
DENSO components.
Glow relay
Variable nozzle turbocharger control actuator
Park/neutral position switch
Crankshaft sensor
QD0657
4
4.2. Outline of Composition and Operation
(1) Composition
• The ECD-U2P system is comprised primarily of a supply pump, common rail, injectors, ECU, and EDU.
(2) Operation
• The supply pump draws fuel from the fuel tank, pressurizes it to a high pressure, and pumps it to the common rail. The volume of fuel discharged from the supply pump controls the pressure in the common rail. The SCV (Suction Control Valve) in the supply pump effects this control in accordance with the command received from the ECU.
• The fuel that is stored under pressure in the common rail is fed via the high-pressure pipe and injected at a high pressure (25 to 135 MPa) through the injector.
• The rate and timing of the fuel that is injected from the injector are determined by the length of time and the timing in which the current is applied to the injector by the EDU in accordance with the signals from the ECU.
• While the ECU controls the injection of fuel through the injector, it monitors the internal pressure of the common rail through the pressure sensor, in order to verify that the actual injection pressure matches the injection pressure commanded by the ECU.
Accelerator position
Engine speed
Intake air pressure
Intake air temperature
Water temperature
Crankshaft position
Intake air volume
EDU
ECU
Atmospheric sensor
(built in ECU)
Pressure sensor
Common rail
Pressure limiter
TWV
Injector
Filter
Inlet Overflow
Supply pump
Delivery valve
SCV
Fuel tank
: Injection fuel flow
: Leak fuel flow
QC0003
4.3. Fuel System and Control System
(1) Fuel System
This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the common rail, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.
(2) 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: Sensors; ECU; and Actuators.
[Sensors]
Detects the conditions of the engine and the driving conditions and converts them into electrical signals.
[ECU]
Performs calculations based on the electrical signals received from the sensors and sends them to the actuators in order to achieve optimal conditions.
[Actuators]
Operate in accordance with electrical signals received from the ECU.
Sensors
Engine speed sensor
Accelerator position sensor
Other sensors and switches
Engine Speed
Accelerator position
ECU
EDU
Actuators
Injector
Fuel injection quantity control
Injection timing control, etc.
Supply pump
Fuel pressure control
QC0004
Injection system control is effected by electronically controlling the actuators. The injection quantity and the injection timing are determined by controlling the length of time that the current is applied to the TWV (Two-Way Valve) in the injector and controlling its timing. The injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.
EDU
Accelerator position sensor
Engine speed sensor
ECU
Pressure sensor
Common rail
TWV
Crankshaft position sensor
(
Other sensors
Intake air pressure, water temperature
sensor, etc.
)
SCV 1
Orifice
Control chamber
Hydraulic piston
Roller
Plunger
Feed pump
SCV 2
Nozzle needle
Inner cam
Supply pump Injector
Fuel tank
QC0005
5
6
5. Description of Main Components
5.1. Supply Pump
(1) Outline
• For pumping fuel, an inner cam and plunger mechanism has been adopted in the supply pump.
It is a tandem configuration in which two of these mechanisms are arranged axially in order to reduce their actuation peak torque and to realize a compact package.
• The control of the fuel that is discharged to the common rail is effected by the SCV (Suction
Control Valve), which reduces the actuating load of the supply pump and restrains the temperature of the fuel from rising.
• Because the pumping portion of the supply pump has adopted a tandem configuration, its actuating peak torque is one-half that of a single pump with the same discharge capacity.
(2) Construction
Fuel temperature sensor
Delivery valve
Drive shaft
SCV
QD0658
(3) 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 common rail.
Inside of supply pump
Regulating valve
Feed pump SCV (Suction Control Valve)
Check valve
Delivery valve
Pumping portion (plunger and inner cam)
Common rail
Fuel tank
Check valve
SCV 1
Delivery valve
Regulating valve
To common rail
Plunger
Feed pump
SCV 2
Roller
Inner cam
Fuel tank
QC0007
7
The flow of fuel is described on a model that resembles an actual injection pump.
From fuel tank
Feed pump
Regulating valve
Overflow orifice
To fuel tank
Discharge valve
To common rail
Cam
Head
SCV 1
Suction valve 1
Suction valve 2
SCV 2
Plunger
(4) Supply Pump Actuating Torque
Composition
Pumping
Plunger 2 Plunger 1
Torque pattern
QC0008
Pumping
Solid line: plunger 1
Broken line: plunger 2
Feeding
QC0009
8
5.2. Description of Supply Pump Components
(1) Feed Pump
A four-vane type pump has been adopted. The rotation of the drive shaft causes the feed pump rotor to rotate and the vane to move by sliding along the inner surface of the casing (eccentric ring). The pump draws fuel from the tank along with the rotation of the vanes, and discharges the fuel to the SCV and the pumping portion. A spring is inserted in each pump to ensure its pushing force to the inner surface of the ring, thus minimizing the fuel leak in the pump.
Rotor
Casing (eccentric ring)
Spring
Vane
Front cover
Rear cover
QC0010
(2) Regulating Valve
The regulating valve is provided in order to keep the feed pressure of the fuel below a prescribed level.
When the pump speed increases and the feed pressure exceeds the set pressure of the regulating valve, the valve opens by overcoming the spring force, thus returning the fuel to the suction side.
Regulating valve
Suction inlet
Filter
Spring
Piston
Feed pump
(discharge side)
Feed pump
(suction side)
Bushing
QC0011
(3) SCV (Suction Control Valve)
A solenoid type valve has been adopted. The ECU controls the length of time that the current is applied to the SCV in order to control the volume of fuel that is drawn into the pumping portion.
Because only the volume of fuel that is required for achieving the target common rail pressure is drawn in, the actuating load of the supply pump decreases, thus improving fuel economy.
[SCV ON]
When the current is applied to the coil, the needle valve pulls up, causing the fuel to be drawn into the pumping portion.
[SCV OFF]
When the current to the coil is stopped, the valve closes, causing the suction of fuel to end.
To pumping portion
[SCV ON] [SCV OFF]
Needle valve
From feed pump
Coil
Spring
Stopper From feed pump
QC0012
9
(4) Check Valve
The check valve is provided between the SCV and the pumping portion in order to prevent the high-pressure fuel in the pumping portion from flowing back to the SCV.
[Check Valve Open]
When the fuel is being drawn in (SCV ON), the feed pressure causes the valve to open, allowing the fuel to be drawn into the pumping portion.
Head
Spring Valve
To pumping portion
Stopper
From SCV
Plug
QC0013
[Check Valve Closed]
When the fuel is being pumped (SCV OFF), the highpressure fuel from the pumping portion causes the valve to close, preventing the fuel from flowing in the direction of the SCV.
From pomping portion
QC0014
(5) Pumping Portion (Inner Cam and Plunger)
• This portion draws in the fuel that is discharged by the feed pump and pumps the fuel to the common rail. Because the drive shaft and the inner cam have an integral construction, the rotation of the drive shaft directly becomes the rotation of the inner cam.
• Two plungers (which comprise a tandem system) are placed inline inside the inner cam: plunger-1 in the horizontal direction, and plunger-2 in the vertical direction. Because the phases of their suction and pumping strokes are staggered 180 degrees apart from each other (one for suction and the other for discharge), a total of four discharges are provided to the common rail for every revolution of the supply pump. A groove in provided in the circumferential direction of each plunger to improve its sliding performance
Plunger 1
(horizontal direction)
Plunger 2
(vertical direction)
Plunger length combinations
Plunger 1: medium + medium
Plunger 2: short + long
Inner cam
(cam lift: 3.4mm)
Roller
Roller diameter:
φ
9
Roller length: 21mm
Material: reinforced ceramic
Plunger 1
Cam 90 rotation
Plunger 2
Plunger 1: start suction
Plunger 2: start pumping
Plunger 1: start pumping
Plunger 2: start suction
QC0015
10
• Because the engine speed sensor signal keeps the suction start timing (SCV ON) constant (determined by the pump speed), the fuel suction volume is regulated by controlling the suction end timing (SCV OFF) as illustrated. In other words, turning OFF the SCV earlier reduces the suction volume, while turning it OFF later increases the suction volume.
• During the suction stroke, the fuel feed pressure is applied to the plunger, which causes the plunger to move along the exterior of the cam surface and stop at the position when the suction ends. Because the suction volume varies between 0 and 100%, the roller does not maintain contact with the cam surface from the time suction is completed until pumping starts, except during the maximum suction period.
360˚CR
Crankshaft position
Compression top-dead-center
Crankshaft position sensor signals
TDC #1 TDC #3 TDC #4
TDC #2
0 2 4 6 8 101214 16 0 2 4 6 8 101214 0 2 4 6 8 101214 16 0 2 4 6 8 101214
Engine speed sensor signal
SCV 1
ON
OFF
Suction
Increase suction volume
Suction
SCV 2
ON
OFF
Suction
Decrease suction volume
Suction
Delivery valve discharge
Vertical cam lift
Pumping Suction
Check valve
Plunger
Fuel
SCV
ON
Fuel
Delivery valve
Roller
OFF
Pumping Suction
Start suction
Suction
End suction
Pumping Suction
OFF
Pumping Suction
Fuel
Pumping
Start pumping
OFF
End pumping
QC0016
11
(6) Delivery Valve
Two valve balls are provided inside a single delivery valve in order to alternately pump the highpressure fuel that is fed from plungers 1 and 2. When the pressure of the fuel on the plunger side becomes higher than that of the common rail side, the valve opens and discharges the fuel.
[Plunger 1 pumping] [Plunger 2 pumping]
1
2
Pin
Gasket
Stopper
Guide
Valve ball
Holder
1
To common rail 2
QC0017
12
5.3. Common Rail
(1) Outline
The common rail stores the high-pressure fuel (0 to 135 MPa) that is pumped from the supply pump and distributes it to the injectors of the cylinders. A common rail pressure (Pc) sensor and a pressure limiter are installed on the common rail.
Pressure limiter
Common rail pressure
(Pc) sensor
QC0018
(2) Common Rail Pressure (Pc) Sensor
This sensor detects the fuel pressure in the common rail and sends its signal to the ECU. It is a semi-conductor type pressure sensor that utilizes the characteristic in which the electrical resistance changes when pressure is applied to silicon.
Vcc
(supply voltage)
Pc sensor
Vout
(output voltage)
GND (ground)
+5V
ECU
Vout [V]
4.4
1.00
GND Vout Vcc
0 170
Common rail pressure [MPa]
QD0659
(3) Pressure Limiter (made by another manufacturer)
The pressure limiter relieves the pressure by opening the valve if an abnormally high pressure is generated. It opens when the pressure in the common rail reaches approximately 170 MPa, and recovers at approximately
40 MPa. The fuel that is leaked by the pressure limiter returns to the fuel tank.
To the fuel tank
Spring
Ball (valve)
Pc
QC0020
13
5.4. Injector
(1) Outline
The injectors inject the high-pressure fuel from the common rail into the combustion chambers at the optimum injection timing, rate, and spray condition in accordance with the commands received from the ECU.
[Characteristics]
• A compact, energy-saving, solenoid-control type TWV (Two-Way Valve) injector has been adopted.
• A hollow screw with a damper is fitted in the fuel leak pipe connection to improve the injector's injection precision.
(2) Construction
Solenoid valve
Control chamber
Hydraulic piston
High-pressure fuel
(from common rail)
Nozzle spring
Pressure pin
Nozzle needle
QD0660
14
(3) Operation
The TWV solenoid valve opens and closes the outlet orifice to regulate the pressure in the control chamber and to control the starting and the ending of injection.
[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 become compressed, which causes the nozzle needle to close, without allowing the fuel to be injected.
[Injection]
• When the current is initially applied to the solenoid, the attraction of the solenoid pulls the solenoid valve up, effectively opening the outlet orifice and allowing the fuel to flow out of the control chamber. After the fuel flows out, the pressure in the control chamber diminishes, which causes the hydraulic piston to be pulled up. This causes the nozzle needle to ascend and the injection to start.
• The fuel that flows past the outlet orifice flows to the leak pipe and below the hydraulic piston.
The fuel that flows below the piston lifts the piston upward, which helps to improve the nozzle's opening and closing response.
• When the 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 the current to the solenoid is cut off, the solenoid valve descends, quickly closing the nozzle needle and thus ending the injection.
Solenoid
Solenoid valve
Spring force > hydraulic force
Hydraulic force
From common rail
Inlet orifice
Attraction
Spring force
Outlet orifice
Control chamber
From common rail
Hydraulic piston
Nozzle spring
Attraction > spring force
Spring force
To leak pipe
Nozzle
No injection Injection
QC0022
15
(4) New features
[Construction of Solenoid Valve and Shape of Orifice Plate]
• A ball having a flat surface is fitted inside the solenoid valve to realize a flat-surface sealing method. The change in this construction has resulted in a more compact injector.
• A ring-shaped groove and cross grooves are made in the outlet orifice plate to reduce the hydraulic pressure that is applied to the solenoid valve. In addition, a counter bore is provided in the outlet orifice to minimize the variances in the fuel outflow volume. Thus, the injector has been made more compact and energy efficient, and its injection precision has been improved.
Valve ball
Ring groove
Outlet orifice
Plate
Cross groove
Countersink
Control chamber
Countersink
Outlet orifice
Cross groove
Ring groove
(
Hydraulic force
Broken lines indicate
"no grooves".
)
QC0023
[Connector with Correction Resistor]
A correction resistor is provided in the connector (4-pin connector) of each injector to minimize the variances in the injection volume among the cylinders (adjusted in the production line).
Connector with correction resistor (4-pin)
Inlet
QC0025
16
6. Description of Control System Components
6.1. Engine Control System Diagram
QD0661
17
6.2. ECU (Electronic Control Unit)
(1) Outline
This is the command center that controls the fuel injection system and the engine operation in general.
Sensor
[Schematic diagram]
ECU Actuator
Detection Calculation Actuation
QC0028
6.3. EDU (Electronic Driving Unit)
(1) 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).
(2) EDU operation
The high-voltage generating device converts the battery voltage into high voltage. Based on the signals received from the sensors, the ECU transmits signals to terminals B through E of the EDU.
Upon receiving these signals, the EDU outputs the signals to the injectors via terminals H through
K. At this time, the injection confirmation signal Ijf is output from terminal F.
Battery
+B
A
L
COM
ECU
[Schematic diagram]
Injector
IJt
IJf
EDU
IJt#1
IJt#2
IJt#3
IJt#4
IJf
B
C
D
E
F
High voltage generating circuit
Control circuit
G
GND
(Wire)
M
GND
(Case)
H
INJ#1
I
INJ#2
J
INJ#3
K
INJ#4
QC0029
18
6.4. Description of Sensors
(1) Engine Speed Sensor
An NE pulsar that is attached to the crankshaft timing gear outputs a signal for detecting the engine speed.
Exterior Drawing
NE+
Circuit Diagram
NE
ECU
NE input circuit
NE-
TDC pulses *The simultaneous detection of the missing tooth NE pulse and the TDC pulse determines the No. 1 cylinder.
QD0662
(2) Accelerator Position Sensor
It is a contact point type sensor that has a lever that rotates in unison with the accelerator pedal.
The voltage (VPA1, VPA2) of the output terminal varies in accordance with the rotational angle of the lever. The voltage is output through two systems, in case of problems such as an open circuit in the sensor.
Exterior Drawing
GND1
V
C
1
V
PA
1
SW
GND3
V
PA
2
GND2
V
C
2
Circuit Diagram
DC5V DC5V
V
PA
1
GND1
V
PA
2
GND2
SW
GND3
QD0663
19
7. Control Systems
7.1. Various Types of Controls
(1) Outline
The fuel injection quantity and timing are controlled more appropriately than by the mechanical governor or the timer that are used in conventional injection pumps.
The system controls the timing and the length of time in which the current is applied to the injectors. This is accomplished by performing the calculations needed by the ECU in accordance with the signals from the various sensors provided on the engine and on the vehicle. As a result, optimal injection is realized at an optimal injection timing.
(2) Fuel Injection Rate Control Function
The fuel injection rate control function controls the rate of the fuel volume that is injected through the nozzle orifices within a given unit of time.
(3) Fuel Injection Quantity Control Function
The fuel injection quantity control function replaces the conventional governor function. It controls the fuel injection to an optimal injection quantity based on the engine speed and accelerator position signals.
(4) Fuel Injection Timing Control Function
The fuel injection timing control function replaces the conventional timer function. It controls the injection to an optimal timing based on the engine speed and the injection quantity.
(5) Fuel Injection Pressure Control Function (Common Rail Pressure Control Function)
The fuel injection pressure control function (common rail pressure control function) controls the discharge volume of the pump by measuring the fuel pressure at the common rail pressure sensor and feeding it back to the ECU. It effects pressure feedback control so that the discharge volume matches the optimal (command) value that is set in accordance with the engine speed and the injection quantity
20
7.2. Fuel Injection Quantity Control
(1) Outline
Determines the fuel injection quantity by adding water temperature, fuel temperature, intake air temperature, and intake air pressure corrections to the basic injection quantity that is calculated by the engine control unit based on the engine operating conditions and driving conditions.
(2) Injection Quantity Calculation Method
The basic injection quantity is obtained through the governor pattern that is calculated from the accelerator position and the engine speed.
The basic injection quantity is then compared to the maximum injection quantity obtained from the engine speed, to which various types of corrections are made. The smallest injection quantity is then rendered as the basis for the final injection quantity.
Accelerator position
Accelerator position
Engine speed
Engine speed
Basic injection quantity
Final injection quantity after correction
EDU actuation timing calculation
Maximum injection quantity
Individual cylinder correction
Speed correction
Injection pressure correction
Intake air pressure correction
Intake air temperature correction
Atmospheric pressure correction
Atmospheric temperature correction
Cold operation maximum injection quantity correction
Engine speed
(3) Basic Injection Quantity
The basic injection quantity is determined by the engine speed (NE) and the accelerator position. The injection quantity is increased when the accelerator position signal is increased while the engine speed remains constant.
QC0037
Accelerator position
Engine speed
QC0038
(4) Maximum Injection Quantity
The maximum injection quantity is calculated by adding the intake air pressure correction, intake air temperature correction, atmospheric pressure correction, atmospheric temperature correction, and the cold operation maximum injection volume correction to the basic maximum injection volume that is determined by the engine speed.
Engine speed
QC0039
21
(5) Starting Injection Quantity
When the starter switch is turned ON, the injection quantity is calculated in accordance with the starting base injection volume and the starter ON time. The base injection quantity and the inclination of the quantity increase/decrease change in accordance with the water temperature and the engine speed.
Base injection quantity
Starter ON time
STA/ON
Start
Water temperature
High
Low
Starter ON time
STA/ON Start
QC0040
(6) Idle Speed Control System (ISC)
This system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target speed that is calculated by the computer.
The target speed varies by the type of transmission (manual or automatic), whether the air conditioner is ON or OFF, the shift position, and the state of the coolant water temperature.
(7) Idle Vibration Reduction Control
To reduce engine vibrations during idle, this function compares the angular speeds (times) of the cylinders and regulates the injection quantity for the individual cylinders if the difference is great, in order to achieve a smooth engine operation.
#1 #3 #4 #2 #1 #3 #4 #2
Crankshaft position
Correction
Crankshaft position
QC0043
22
7.3. Fuel Injection Timing Control
(1) Outline
The fuel injection timing is controlled by varying the timing in which the current is applied to the injectors.
(2) Main and Pilot Injection Timing Control
[Main Injection Timing]
The basic injection timing is calculated from the engine speed (NE pulse) and the final injection quantity, to which various types of corrections are added in order to determine the optimal main injection timing.
[Pilot Injection Timing (Pilot Interval)]
The pilot injection timing is controlled by adding the pilot interval to the main injection. The pilot interval is calculated based on the final injection quantity, engine speed, water temperature, atmospheric temperature, and atmospheric pressure (map correction). During starting, this timing is calculated based on the water temperature and speed.
Main injection
Top-dead-center
Pilot injection
Interval
(3) Injection Timing Calculation Method
[Control Timing Outline]
0 1
NE pulse
Pilot injection
Solenoid valve control pulse
Actual TDC
Main injection
Nozzle needle lift
[Injection Timing Calculation Method]
Pilot injection timing
Pilot interval
Main injection timing
Engine speed
Injection quantity
Basic injection timing
Correction
Main injection timing
Voltage correstion
Intake air pressure correction
Intake air temperature correction
Water temperature correction
Atmospheric pressure correction
QC0044
QD0382
QD0383
23
7.4. Fuel Injection Rate Control
While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is a lag that occurs from the time that fuel is injected until its combustion starts cannot be shortened beyond a certain value. As a result, the quantity of fuel that is injected up to the time that ignition takes place increases, prompting an explosive combustion at once, simultaneously with ignition. This is the cause of a large amount of NOx and noise. To counteract this situation, pilot injection is provided to keep the initial injection at the minimum requirement rate, to dampen the primary explosive combustion, and to reduce NOx and noise.
Ordinary Injection
Pilot Injection
Injection rate
Large primary combustion
(NOx, noise)
Small primary combustion
Heat release rate
-20 TDC 20
Crankshaft position (deg)
40
7.5. Fuel Injection Pressure Control
A value that is determined by the final injection quantity and the engine speed is calculated. During the starting of the engine, the calculation is based on the water temperature and the engine speed.
-20 TDC 20
Crankshaft position (deg)
40
Final injection quantity
QC0046
7.6. Other Controls
a: Limit maximum injection volume c: Gradual deceleration injection volume e: Reference injection volume g: EGR i: Swirl control k: Glowplug relay
Engine speed
QC0047 b: Gradual acceleration injection volume d: Post-acceleration damping injection volume f: Fuel cutoff h: Turbo control j: Intake restriction
24
8. DTC (Diagnosis Trouble Codes) Table
8.1. About the Codes shown in the table
• The “SAE” under the DTC code indicates the codes that are output when the STT DST-1 is used, and the “Light” indicates the codes that are output when the CHECK ENGINE warning light is used. (SAE: Society of Automotive Engineers, U.S.A.)
• If multiple DTCs are output, they are shown in order starting with the lowest number.
8.2. Diagnosis Trouble Code Details
Code
No.
Diagnosis Item Description of Diagnosis Inspection Area
P0100 Mass airflow meter system
An excessively high or low voltage from the sensor is sent to ECU.
yHarness or connectors
(The sensor circuit is open or shorted.) yMass air flow sensor
P0115
Engine coolant temp. sensor
An excessively high or low voltage from the sensor is sent to ECU.
yHarness or connectors
(The sensor circuit is open or shorted.) yEngine coolant temperature sensor
P0120 Accelerator position sensor
An improper voltage signal from accelerator pedal positon sensor 1 and/or 2 is send to ECU.
yHarness or connectors
(The sensor circuit is open or shorted.) yAccelerator pedal position sensor 1 yAccelerator pedal position sensor 2 yAccelerator pedal released position switch
P0190
Fuel pressure sensor system
An excessively high or low voltage from the sensor is entered to ECU.
yHarness or connectors
(The sensor circuit is open or shorted.) yCommon rail fuel pressure sensor
P0201 CYL 1 injector system
P0202 CYL 2 injector system
P0203 CYL 3 injector system
P0204 CYL 4 injector system
Injector No.1 does not operate normally.
Injector No.2 does not operate normally.
Injector No.3 does not operate normally.
yHarness or connectors
(Injector circuit is open or shorted.) yElectronic drive unit yFuel injector
Injector No.4 does not operate normally.
25
Code
No.
P0340
Engine speed sensor system
Diagnosis Item
P0500 Vehicle speed sensor
Description of Diagnosis Inspection Area
P0235 Boost pressure
A: An excessively high or low voltage from the sensor is sent to ECU.
yHarness or connectors
(The sensor circuit open or shorted.) yCharge air pressure sensor
B: The ECU detects the variable nozzle turbocharger control actuator is stuck. MI will not light up for this malfunction.
yHarness or connectors
(The solenoid valve circuit is shorted.) yVariable nozzle turbocharger control actuator
P0335
Crankshaft position sensor system
An improper voltage signal from the sensor is sent to
ECU during running and cranking.
yHarness or connectors
(The sensor circuit is open or shorted.) yCrankshaft position sensor (TDC)
An improper voltage signal from the sensor is sent to
ECU during running and cranking.
yHarness or connectors
(The sensor circuit is open or shorted.) yCamshaft position sensor
The almost 0 km/h (0 MPH) signal from vehicle speed sensor is sent to ECU even when vehicle is being driven.
yHarness or connectors
(The CAN communication line is open or shorted.) yWheel sensor yCombination meter yABS actuator and electric unit (control unit)
P1107
Atomospheric pressure sensor
An excessively high or low voltage from the absolute pressure sensor (built-into
ECU) is sent to ECU.
yECU
P1180 Fuel temp. sensor system
An excessively high or low voltage from the sensor is sent to ECU.
yHarness or connectors
(The sensor circuit is open or shorted.) yFuel temperature sensor
P1216 EDU abnormal
EDU feed back signal is not normal pattern.
yHarness or connectors
(Injector drive circuit is open or shorted.) yElectronic drive unit yFuel injectors
26
Code
No.
Diagnosis Item
P1217 Overheat detected
P1233 SCV 1 system
P1234 SCV 2 system
P1301 INJ 1 correction resistor
P1302 INJ 2 correction resistor
P1303 INJ 3 correction resistor
P1304 INJ 4 correction resistor
P1305 Fuel pump (fuel leakage)
Description of Diagnosis Inspection Area
Cooling fan does not operate properly (Overheat).
Cooling fan system does not operate properly (Overheat).
Engine coolant was not added to the system using the proper filling method.
yHarness or connectors
(The cooling fan circuit is open or shorted.) yHarness or connectors
(The CAN communication line is open or shorted.) yCooling fan yRadiator hose yRadiator yRadiator cap yWater pump yThermostat yEngine coolant temperature sensor
Suction control valve 1 and/ or 2 does not operate normally.
yHarness or connectors
(Fuel supply pump suction control valve circuit is open or shorted.) ySuction control valve 1 ySuction control valve 2
An excessively high or low voltage from fuel injector
No.1 adjustment resistor is sent to ECU.
An excessively high or low voltage from fuel injector
No.2 adjustment resistor is sent to ECU.
An excessively high or low voltage from fuel injector
No.3 adjustment resistor is sent to ECU.
yHarness or connectors
(Injector adjustment resister circuit is open or shorted.) yFuel injector adjustment resistor
An excessively high or low voltage from fuel injector
No.4 adjustment resistor is sent to ECU.
The relation between the output signal to suction control valve and input signal from common rail fuel pressure sensor is not in normal range.
ySuction control valve yFuel tube yCommon rail yFuel pressure relief valve
27
Code
No.
Diagnosis Item
P1510 Idling switch faulty
P1606 ECU abnormal
P1621 ECU relay system
P1660 Battery voltage
Description of Diagnosis Inspection Area
The ralation between accelerator pedal position sensor 1, 2 signals and accelerator pedal position switch signal is not in the normal range during the specified acclerator pedal positions.
yHarness or connectors
(Accelerator pedal released position switch circuit is open or shorted.) yAccelerator pedal released position switch
ECU calculation function is malfunctioning.
yECU
An irregular voltage signal from the ECU relay is sent to ECU.
yHarness or connectors
(ECU relay circuit is open or shorted.) yECU relay
An abnormally high or low voltage from the battery is sent to ECU.
yIncorrect jump starting yBattery yAlternator yECU
28
9. External Wiring Diagram
9.1. ECU External Wiring Diagram
Main relay
P2
P1
VNT SOL
A31
A9
A8
D24
D26
BATT
+BP
+BP
M-REL
M-REL
B17 VNT
Swirl control valve 1
B7 VSW1 EGR
+
Battery
-
Ignition switch
ST
IG
OFF
KEY
ACC
Glow plug relay
P1
Immobilizer ECU
P2
COM BP+
EDU
P-GND
EGR step motor
D19
D18
D27
IG-SW
IG-SW
STA-SW
E9
B6
B5
B4
B3
E20
B12
B11
B10
B9
A25
GL-REL
EGR#1
EGR#2
EGR#3
EGR#4
IM
RINJ1
RINJ2
RINJ3
RINJ4
RINJ-
A29
A4
A3
A2
A1
E15
A6
A5
IJF
TWV1
TWV2
TWV3
TWV4
CASE-GND
P-GND
P-GND
A7 C-GND
QD0664
29
NE+
NE-
B21
B20
G+
G-
B19
B18
SPD E21
K-LINE E18
FCCP E14
AC-SW
BRKSW
D23
D25
IDLE
GND
TVO1+
TVO1
TVO1-
D24
A21
A28
B15
A22
B23 TVO2+
TVO2
TVO2-
B16
A26
SCV-COM
SCV1
SCV2
E1
E8
E16
THF
A-GND
THW
A12
A23
A11
PFUEL
PFUEL
B13
B14
VPIB B2
PWST E12
EGR
EGR
EGR
A-VCC
QA+
A-GND
A27
A10
A24
CLUTCH D21
N-SW E13
Meter
Speed sensor
Engine speed sensnor
G sensor
Thermo amp.
A/C switch
Fan switch
BATT
Brake switch
Brake lamp
Accelerator work unit
Idle switch
Acceleration sensor 1
Acceleration sensor 2
Tandem pump
Fuel temp. sensor
Water temp. sensor
Power steering SW
In-tank lead SW
GND
5V
5V
GND
Boost sensor
Air flow sensor
Clutch switch
IG
ST
Inhibit relay
Inhibit SW or Neutral SW
QD0665
30
9.2. ECU Connector Diagram
(1) ECU Connector Pin Layout
(2) Terminal Connections
B12 RINJ1
D1 —
D2
D3
—
—
D4
D5
D6
D7
—
—
—
—
D8
D9
D10
D11
D12
D13
D14 IDLE
—
—
—
—
—
—
No. Pin Symbol
A1 TWV4
A2 TWV3
A3 TWV2
A4 TWV1
A5 P-GND
A6 P-GND
A7 C-GND
A8 +BP
A9 +BP
A10 QA+
A11 THW
A12 THF
A13
A14
A15
A16
B1
B2 VPIB
B3 EGR#4
B4 EGR#3
B5 EGR#2
B6 EGR#1
B7 VSW1
B8 —
B9 RINJ4
B10 RINJ3
B11 RINJ2
—
—
—
—
—
Connections
EDU #4
EDU #3
EDU #2
EDU #1
Power ground
Power ground
Signal ground
+BP (Main relay)
+BP (Main relay)
Airflow meter
Water temp. sensor
Fuel temp. sensor
Boost pressure sensor
EGR stepping motor B phase
EGR stepping motor A phase
EGR stepping motor B phase
EGR stepping motor A phase
Swirl control valve
Injection correction resistor #4
Injection correction resistor #3
Injection correction resistor #2
Injection correction resistor #1
Idle switch
No. Pin Symbol
A17 —
A18
A19
—
—
A20 —
A21 C-GND
A22 TVO1-
A23 A-GND
A24 QA-
A25 RINJ-
A26 TVO2-
A27 A-VCC
A28 TVO1+
A29 IJF
A30 —
A31 BATT
Connections
Signal ground
Sensor ground
Sensor ground
Sensor ground
Sensor ground
Sensor ground
Sensor 5V
Sensor 5V
EDU injector pulse monitor signal
Battery
B13 PFUEL
B14 PFUEL
B15 TVO1
B16 TVO2
B17 VNT
B18 G-
B19 G+
B20 NE-
B21 NE+
B22 —
B23 TVO2+
Common rail pressure sensor
Common rail pressure sensor
Acceleration sensor 1 input
Acceleration sensor 2 input
VNT SOL (EVRV)
G sensor -
G sensor +
Engine speed sensor -
Engine speed sensor +
A-VCC for TVO2
B24
D15
D16
D17
—
—
—
—
D18 IG-SW
D19 IG-SW
Ignition switch
Ignition switch
D20 —
D21 CLUTCH Clutch switch
D22
D23
—
—
D24 M-REL
D25 BRKSW
D26 M-REL
D27 STA-SW
D28 —
Main relay
Brake switch
Main relay
Starter switch
QD0666
No. Pin Symbol Connections
E1 SCV-COM Suction control valve H
E2 —
E3
E4
E5
E6
—
—
—
—
E7 —
E8 SCV1
E9 GL-REL
E10 CAN-L
E11 CAN-H
Suction control valve 1 L
Glow plug relay
CAN communication L
CAN communication H
9.3. EDU External Wiring Diagram
Battery
+B
A
High voltage generating circuit
No. Pin Symbol
E12 PWST
E13 N-SW
Connections
Power steering switch
Neutral start switch
E14 FCCP ROM writer acceptor switch
E15 CASE-GND Case ground
E16 SCV2
E17 —
Suction control valve 2 L
KWP 2000 K-LINE E18 K-LINE
E19 —
E20 (IM)
E21 (SPD)
E22 —
(Immobilizer ECU)
(Vehicle speed sensor)
L
COM
IJt#1
IJt#2
IJt#3
IJt#4
IJf
B
C
D
E
F
Control circuit
H
INJ#1
I
INJ#2
J
INJ#3
K
INJ#4
G
GND
(Wire)
M
GND
(Case)
M
31
F
B C D
E L K J I H G A
QC0068

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Key features
- High pressure injection
- Independent control of injection pressure, rate, and timing
- Reduced black smoke emissions
- Cleaner exhaust gases
- Higher power output