New Common Rail System

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


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


Other sensors and switches

Engine Speed


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


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.



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


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



(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.


(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.


(The sensor circuit is open or shorted.) yCommon rail fuel pressure sensor

P0201 CYL 1 injector system




Injector No.1 does not operate normally.




(Injector circuit is open or shorted.) yElectronic drive unit yFuel injector


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.


(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.


(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.


(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.


(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.


(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



(The sensor circuit is open or shorted.) yFuel temperature sensor

P1216 EDU abnormal

EDU feed back signal is not normal pattern.


(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




P1305 Fuel pump (fuel leakage)


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.


(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.


(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.






(Injector adjustment resister circuit is open or shorted.) yFuel injector adjustment resistor



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


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.


(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.


(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




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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