DENSO J05D Type Engine, J08E Type Engine Diesel Injection Pump SERVICE MANUAL

For DENSO Authorized

ECD Service Dealer Only

Diesel Injection Pump

SERVICE MANUAL

Common Rail System for HINO

J05D/J08E Type Engine

OPERATION

October, 2003

-1

00400041E

TABLE OF CONTENTS

1. Product Application ------------------------------------------------------------------------------------- 1

1.1 Application ------------------------------------------------------------------------------------------------------------------- 1

1.2 System Components Parts Numbers --------------------------------------------------------------------------------- 1

2. Outline ------------------------------------------------------------------------------------------------------ 2

2.1 Features of System ------------------------------------------------------------------------------------------------------2

[1] System Characteristics ------------------------------------------------------------------------------------------------ 2

[2] Comparison to the Conventional System ------------------------------------------------------------------------- 3

2.2 Outline of System ---------------------------------------------------------------------------------------------------------- 4

[1] Composition -------------------------------------------------------------------------------------------------------------- 4

[2] Operation ----------------------------------------------------------------------------------------------------------------4

2.3 Fuel System and Control System -------------------------------------------------------------------------------------- 5

[3] Fuel System -------------------------------------------------------------------------------------------------------------- 5

[4] Control System ---------------------------------------------------------------------------------------------------------5

3. Construction and Operation--------------------------------------------------------------------------- 6

3.1 Description of Main Components ------------------------------------------------------------------------------------- 6

[1] Supply Pump (HP3, HP4) --------------------------------------------------------------------------------------------- 6

[2] Description of Supply Pump Components ------------------------------------------------------------------------ 13

[3] Rail -------------------------------------------------------------------------------------------------------------------------- 16

[4] Injector (G2 Type) ------------------------------------------------------------------------------------------------------- 17

[5] Engine ECU (Electronic Control Unit) ------------------------------------------------------------------------------ 22

3.2 Description of Control System Components ------------------------------------------------------------------------ 22

[1] Engine Control System Diagram ------------------------------------------------------------------------------------ 22

[2] Sensor and Relays ----------------------------------------------------------------------------------------------------- 23

3.3 Various Types of Controls ----------------------------------------------------------------------------------------------- 29

[1] Fuel Injection Rate Control ------------------------------------------------------------------------------------------- 30

[2] Fuel Injection Quantity Control --------------------------------------------------------------------------------------- 31

[3] Fuel Injection Timing Control ----------------------------------------------------------------------------------------- 35

3.4 Other Relevant Engine Control ----------------------------------------------------------------------------------------- 36

[1] EGR Control -------------------------------------------------------------------------------------------------------------- 36

3.5 Engine ECU ----------------------------------------------------------------------------------------------------------------- 37

[1] Diagnosis Codes -------------------------------------------------------------------------------------------------------- 37

[2] ECU External Wiring Diagram --------------------------------------------------------------------------------------- 44

[3] ECU Connector Diagram ---------------------------------------------------------------------------------------------- 45

0

1. Product Application

1.1 Application

Vehicle Name

Medium Truck

Vehicle Model

HINO145, HINO165,

HINO185

HINO238, HINO268,

HINO308, HINO338

Engine Model Exhaust Volume Reference

J05D

J08E

4.73L

7.68L

Sales from

Early ’04

1.2 System Components Parts Number

Part Name

Vehicle

Name

Supply Pump

Injector

Rail

Engine ECU

Accelerator Position Sensor

Coolant Temp. Sensor

Crankshaft Position Sensor

Cylinder Recognition Sensor

Medium Truck

HINO238,

HINO268,

HINO308,

HINO338

Intake Air Pressure Sensor

EGR Valve

Air Flow Meter

Supply Pump

Injector

Rail

Engine ECU

Accelerator Position Sensor

Coolant Temp. Sensor

Crankshaft Position Sensor

Cylinder Recognition Sensor

Intake Air Pressure Sensor

EGR Valve

Medium Truck

HINO145,

HINO165,

HINO185

Air Flow Meter

DENSO Part

Number

294050-0011

095000-5281

095440-0480

102758-3010

198800-3160

071560-0110

029600-0570

949979-1360

079800-5890

135000-7091

197400-2000

Car Manufacturer

Part Number

Reference

22730-1311A

23910-1360A

22760-1180A

89560-6540A

78010-1200A

83420-1250A

89410-1280A

89410-1590A

89390-1080A

17350-1220A

22204-21010B

For EGR

Control

294000-0251

095000-5391

095440-0530

102758-3010

198800-3160

071560-0110

029600-0570

949979-1360

079800-5890

135000-7071

22730-1321A

23910-1310A

22760-1220A

89560-6540A

78010-1200A

83420-1250A

89410-1280A

89410-1590A

89390-1080A

17350-1210A

197400-2000 22204-21010B

For EGR

Control

1

2. Outline

2.1 Features of System

The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines, and aimed for 1. further improved fuel economy; 2. noise reduction; and 3.

high power output.

[1] System Characteristics

The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to spray the pressurized fuel into the cylinders. Because the engine ECU controls the injection system

(including the injection pressure, injection rate, and injection timing), the system is unaffected by the engine speed or load. This ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved.

(1) Injection Pressure Control

a. Enables high-pressure injection, even in the low engine speed range.

b. Optimizes control to minimize particulate matter and NOx emissions.

(2) Injection Timing Control

a. Optimally controls the timing to suit driving conditions.

(3) Injection Rate Control

a. Pilot injection control sprays a small amount of fuel before the main injection.

Common Rail System

Injection Pressure Control

Optimization, High Pressurization

Common Rail System

Conventional

Pump

Speed

Injection

Pressure

Injection Timing Control

Injection Rate Control

Pilot Injection

Optimization

Common Rail System

Conventional

Pump

Main

Injection

Crankshaft Angle

Injection Quantity Control

Cylinder Injection

Volume Correction

Speed

㧝 㧟 㧠 㧞

QD0734E

(4) EGR (Exhaust Gas Recirculation) Control

a. By recirculating the exhaust gas into the intake side of the engine, the combustion temperature is reduced and NOx is decreased.

2

[2] Comparison to the Conventional System

In-line, VE Pump

High-pressure Pipe

Momentary High Pressure

System

Timer

In-line Pump

Governor

Nozzle

Common Rail System

Supply Pump

Rail

TWV

Usually High Pressure

Delivery Valve

Feed Pump SCV (Suction Control Valve)

Injector

Fuel Tank

VE Pump

Injection Quantity Control

Injection Timing Control

Rising Pressure

Distributor

Injection Pressure Control

Pump (Governor)

Pump (Timer)

Pump

Pump

Dependent upon Speed and Injection Quantity

Engine ECU, Injector (TWV)*

1

Engine ECU, Injector (TWV)*

Engine ECU, Supply Pump

1

Engine ECU, Rail

Engine ECU, Supply Pump (SCV)*

2

*1 TWV: Two Way Valve *2 SCV: Suction Control Valve

QD2341E

3

2.2 Outline of System

[1] Composition

The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.

Fuel Temperature Sensor

Vehicle Speed

Accelerator Opening

Intake Air Pressure

Intake Air Temperature

Coolant Temperature

Crankshaft Position

Cylinder Recognition Sensor

Intake Airflow Rate

Engine ECU

Rail Pressure

Sensor

Rail

Pressure

Limiter

Injector

Fuel Temperature Sensor

Supply Pump

SCV (Suction

Control Valve)

Fuel Tank

Q000144E

[2] Operation

(1) Supply pump (HP3)

a. The supply pump draws fuel from the fuel tank, and pumps the high pressure fuel to the rail. The quantity of fuel discharged from the supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply pump effects this control in accordance with the command received from the ECU.

(2) Rail

a. The rail is mounted between the supply pump and the injector, and stores the highpressure fuel.

(3) Injector (G2 type)

a. This injector replaces the conventional injection nozzle, and achieves optimal injection by effecting control in accordance with signals from the ECU. Signals from the ECU determine the length of time and the timing in which current is applied to the injector. This in turn, determines the quantity, rate and timing of the fuel that is injected from the injector.

(4) Engine ECU

a. The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure, as well as the EGR (exhaust gas recirculation).

4

2.3 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 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: (1) Sensors; (2) ECU; and (3) Actuators.

(1) Sensors

a. Detect the engine and driving conditions, and convert them into electrical signals.

(2) Engine ECU

a. Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order to achieve optimal conditions.

(3) Actuators

a. Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically controlling the actuators. The injection quantity and timing are determined by controlling the length of time and the timing in which the current is applied to the TWV (Two-Way Valve) in the injector. The injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.

Sensor

Crankshaft Position Sensor NE

Engine Speed

Actuator

Cylider Recognition Sensor G

Cylinder Recognition

Injector

•Injection Quantity Control

•Injection Timing Control

Accelerator Position Sensor

Load

Engine

ECU

Rail Pressure Sensor

Supply Pump (SCV)

•Injection Pressure Control

EGR, Engine Warning Light

Other Sensors and Switches

Q000282E

5

3. Construction and Operation

3.1 Description of Main Components

[1] Supply Pump (HP3, HP4)

(1) Outline

a. The supply pump consists primarily of the pump body (cam shaft, ring cam, and plungers), SCV (Suction Control Valve), fuel temperature sensor, and feed pump.

b. The two plungers for HP3 or the three plungers for HP4 are positioned vertically on the outer ring cam for compactness.

c. The engine drives the supply pump at a ratio of 1:1. The supply pump has a built-in feed pump (trochoid type), and draws the fuel from the fuel tank, sending it to the plunger chamber.

d. The internal camshaft drives the two plungers, and they pressurize the fuel sent to the plunger chamber and send it to the rail. The quantity of fuel supplied to the rail is controlled by the SCV, using signals from the engine ECU. The SCV is a normally opened type (the intake valve opens during de-energization).

HP3

SCV

Fuel Temperature Sensor

Q000252E

HP4

Fuel Temperature Sensor

SCV

Q000253E

6

Injector

Fuel Tank

Rail

Discharge Valve

Intake Valve

Plunger

Return Spring

Intake Pressure

Feed Pressure

High Pressure

Return Pressure

Return

Fuel Overflow

Camshaft

Filter

SVC

Regulating Valve

Intake

Feed Pump

Fuel Inlet

Fuel Filter (with Priming Pump)

QD0704E

7

HP3

Pump Body

Ring Cam

Drive Shaft

Plunger

Plunger

SCV

Feed Pump

Fuel Temperature

Sensor

Regulating

Valve

Filter

Q000254E

8

HP4

SCV

Fuel Temperature

Sensor

Ring Cam

Plunger

Drive Shaft

Plunger

Pump Body

Filter

Feed Pump

Regulating

Valve

Q000255E

9

(2) Supply Pump Internal Fuel Flow

a. The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.

Supply Pump Interior

Regulating Valve

Feed Pump

Overflow

SCV (Suction Control Valve)

Intake Valve

Pumping Portion (Plunger) Rail

Fuel Tank

Q000283E

(3) Construction of Supply Pump (in case of HP3 pump)

a. The eccentric cam is attached to the cam shaft. The eccentric cam is connected to the ring cam.

Cam Shaft

Eccentric Cam

Ring Cam

QD0706E b. As the cam shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.

Plunger

Eccentric Cam

Ring Cam

Cam Shaft

QD0727E

10

c. The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the cam shaft.

Plunger A

Ring Cam

Feed Pump

Plunger B

QD0728E

11

(4) Operation of the Supply Pump

a. As shown in the illustration below (in case of HP3 pump), the rotation of the eccentric cam causes the ring cam to push Plunger A upwards. Due to the spring force, Plunger B is pulled in the opposite direction to Plunger A. As a result, Plunger B draws in fuel, while

Plunger A pumps it to the rail. In the case of the 4-cylinder engine used with the HP3 pump, each plunger pumps fuel in a reciprocal movement during the 360° cam rotation.

Conversely, in the case of the 6-cylinder engine used with the HP4 pump, 3 plungers pump fuel in a reciprocal movement for each one rotation of the cam.

Suction Valve

Plunger A

Delivery Valve

Eccentric Cam

Ring Cam

SCV

Plunger B

Plunger A: Complete Compression

Plunger B: Complete Intake

Plunger A: Begin Intake

Plunger B: Begin Compression

Plunger A: Begin Compression

Plunger B: Begin Intake

NOTE:

There are 3 plungers for the HP4.

Plunger A: Complete Intake

Plunger B: Complete Compression

QD0707E

12

[2] Description of Supply Pump Components

(1) Feed Pump

a. The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the two plungers via the fuel filter and the SCV (Suction Control

Valve). The feed pump is driven by the drive shaft. With the rotation of the inner rotor, the feed pump draws fuel from its suction port and pumps it out through the discharge port. This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors.

Quantity Decrease

Quantity Decrease (Fuel Discharge)

Outer Rotor to Pump Chamber

Inner Rotor

Intake Port from Fuel Tank

Discharge

Port

Quantity Increase

Quantity Increase (Fuel Intake)

QD0708E

(2) SCV: Suction Control Valve (Normally open type)

a. A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the duration in which current is applied to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger.

b. Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of the supply pump decreases.

c. When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the armature to the left side. The armature moves the cylinder to the left side, changing the opening of the fuel passage and thus regulating the fuel quantity.

d. With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity intake and full quantity discharge) e. When the SCV is ON, the force of the return spring moves the cylinder to the right, closing the fuel passage (normally opened).

f. By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is discharged by the plungers.

Exterior View of SCV Cross-section of SCV

Return Spring

SCV

13

Pump Body

Cylinder

Q000270E

[In case of short time ON duty]

Short time ON duty

→ large valve opening

→ maximum intake quantity

Feed Pump

Plunger

SCV

Cylinder

Large Opening

Cylinder

Q000051E

14

[In case of long time ON duty]

Long time ON duty

→ small valve opening

→

minimum intake quantity

Feed Pump

Plunger

SCV

Cylinder

Small Opening Cylinder

Q000052E

15

[3] Rail

(1) Outline

a. Stores pressurized fuel (0 to 150 MPa {0 to 1528.5 kg/cm

2

}) that has been delivered from the supply pump and distributes the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter are adopted in the rail.

b. The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, the pressure limiter prevents the rail pressure from being abnormally high. This ensures optimum combustion and reduces combustion noise.

Pressure Limiter

Pressure Sensor

Q000256E

(2) Pressure Limiter

a. The pressure limiter opens to release the pressure if an abnormally high pressure is generated.

b. When the rail pressure reaches approximately 200 MPa (2038 kg/cm

2

), it trips the pressure limiter (the valve opens). When the pressure drops to approximately 50 MPa

(509.5 kg/cm

2

), the pressure limiter returns to its normal state (the valve closes) in order to maintain the proper pressure.

Q000257E

200 MPa (2038 kg/cm

2

)

Valve Open

Valve Close

50 MPa (509.5 kg/cm

2

)

Q000271E

16

(3) Pressure Sensor

a. The rail pressure sensor (Pc sensor) is attached to the rail in order to detect the fuel pressure.

b. It is a semiconductor type pressure sensor that utilizes the characteristics of silicon, whereby the electrical resistance changes when pressure is applied to it.

4.2 V

1.0 V

V

C

V

OUT

GND

0 200 MPa (2038 kg/cm

2

)

Q000258E Q000272E

REFERENCE:

It is necessary to reset the ECU default value using the Hino diagnosis tool at the time of supply pump service replacement. In addition, the ECU has a function enabling it to learn the performance of the supply pump at the time of ECU service replacement, so ensure sufficient time (several minutes) is available.

17

[4] Injector (G2 Type)

(1) Outline

a. The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing, rate, and spray condition, in accordance with commands received from the ECU.

(2) Characteristics

a. A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted. b. QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 alphanumeric figures) are engraved on the injector head. The J05/J08 engine common rail system optimizes injection volume control using this information.

When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the engine ECU using the HINO Diagnostic tool.

(3) Construction

30 Alphanumeric Figures

F

E

FGH

FGH

FGH

BCD

E

E

A

BCD

A

A

BCD

BCD

A

QR Codes

Solenoid Valve

Control Chamber

Pressurized Fuel

(from Rail)

Command Piston

Nozzle Spring

Pressure Pin

Nozzle Needle

Q000259E

18

(4) Operation

a. The TWV (Two-Way Valve) solenoid valve opens and closes the outlet orifice to control both the pressure in the control chamber, and the start and end of injection.

[No injection]

• When no current is supplied to the solenoid, the spring force is stronger than the hydraulic pressure in the control chamber. Thus, the solenoid valve is pushed downward, effectively closing the outlet orifice. For this reason, the hydraulic pressure that is applied to the command piston causes the nozzle spring to compress. This closes the nozzle needle, and as a result, fuel is not injected.

[Injection]

• When current is initially applied to the solenoid, the attraction force of the solenoid pulls the solenoid valve up, effectively opening the outlet orifice and allowing fuel to flow out of the control chamber. After the fuel flows out, the pressure in the control chamber decreases, pulling the command piston up. This causes the nozzle needle to rise and the injection to start.

• The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston. The fuel that flows below the piston lifts the piston needle upward, which helps improve the nozzle's opening and closing response.

• When current continues to be applied to the solenoid, the nozzle reaches its maximum lift, where the injection rate is also at the maximum level. When current to the solenoid is turned

OFF, the solenoid valve falls, causing the nozzle needle to close immediately and the injection to stop.

Solenoid

TWV

Outlet orifice

Inlet orifice

Command piston

Nozzle needle

Leak pipe

Actuation current

Valve spring

Rail

Control chamber pressure

Injection rate

Actuation current

Control chamber pressure

Injection rate

Actuation current

Control chamber pressure

Injection rate

No injection Injection End of injection

Q000149E

19

(5) QR Codes

a. In order to minimize performance tolerance of injectors at replacing them, QR*1 (Quick

Response) codes have been adopted to enhance correction precision. b. Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points, and thus the injection quantity control precision has improved.

The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.

[QR code correction points]

QR code on the injector connector

Injection quantity Q

Pressure Parameter

*1: Location of QR codes

Actuating pulse width TQ

Q000260E

QR Codes ( 9.9mm)

ID Codes

(30 alphanumeric figures)

16 figure alphanumeric notations of fuel injection quantity correction information for market service use.

Q000261E

20

(6) Repair Procedure Changes

a. Differences in comparison with the conventional method of replacing injectors assembly are as shown below.

NOTE:

When replacing injectors with QR codes, or the engine ECU, it is necessary to record the

ID codes (QR codes) in the ECU. (If the ID codes of the installed injector are not registered correctly, engine failure such as rough idling and noise will result.)

New (Injector with QR Codes)

30 alphanumeric figures-sixteen figure alphanumeric notations of fuel injection quantity correction information displaed for market service use

Replacing the Injector

"No correction resistance, so no electrical recognition capability"

˜

Spare Injector

Engine ECU

ID Code

Q000284E

* Necessary to record the injector ID codes in Engine ECU

QD1536E

Replacing the Engine ECU

"No correction resistance, so no electrical recognition capability"

˜

Vehicle-side Injector

Spare Engine ECU

* Necessary to record the injector ID codes in the engine ECU

QD1537E

21

[5] Engine ECU (Electronic Control Unit)

(1) Outline

a. This is the command center that controls the fuel injection system and engine operation in general.

Sensor

Outline Diagram

Engine ECU

Actuator

Detection

Calculation Actuation

QD2352E

3.2 Description of Control System Components

[1] Engine Control System Diagram

Mass Airflow Meter

Intake Air Temperature Sensor

Inter-Cooler

Intake Air Pressure Sensor

G2 Injector

EGR Cooler

EGR Valve

(J08E-double, J05D-single)

VGT

Controller

VGT Actuator

EGR Valve Lift

Sensor

Coolant

Oxidation Catalyst

Q000262E

22

[2] Sensor and Relays

(1) NE Sensor (Crankshaft Position Sensor)

a. When the signal holes on the flywheel move past the sensor, the magnetic line of force passing through the coil changes, generating alternating voltage.

b. The signal holes are located on the flywheel at 6.5-degree intervals. There are a total of

56 holes, with holes missing in three places. Therefore, every two revolutions of the engine outputs 112 pulses.

c. This signal is used to detect the engine speed and the crankshaft position in 7.5-degree intervals.

NE (Crankshaft Position) Sensor

Q000263E

(2) TDC Sensor (Cylinder Recognition Sensor)

a. Unlike the NE sensor, the TDC sensor is an MRE (magnetic resistance element) sensor.

As the pulsar near the sensor revolves, the magnetic field changes. This causes variations in the generated current, which are amplified in the internal circuits of the sensor unit before a signal is output to the engine ECU.

b. The engine camshaft gear (one revolution for every two revolutions of the engine) is used as a pulsar. The J05D and J08E use different types of gear, so the signal outputs differ as follows.

For the J05D:

In addition to four knock pins located at 90-degree intervals, there is an extra signal hole on the gear. Therefore every revolution of the gear, i.e. two revolutions of the engine, outputs

4 + 1 = 5 TDC signal pulses.

For the J08E:

In addition to six knock pins located at 60-degree intervals, there is an extra signal hole on the gear. Therefore every revolution of the gear, i.e. two revolutions of the engine, outputs

6 + 1 = 7 TDC signal pulses.

TDC (Cylinder Recognition) Sensor

Q000264E

23

c. A combination of the NE pulse and the TDC pulses are used for the cylinder reference pulse, and the irregular pulse is used to determine the No. 1 cylinder.

For the J08E engine

The cylinder at a rotation of 78° following the No. 1 TDC reference signal after the irregular pulse is the number one cylinder TDC (refer to the chart on the following page).

For J08E

VCC

ECU

VCC

TDC

Input circuit

GND

NE

Input circuit

GND

Q000273E

For the J05D engine

The cylinder at a rotation of 96° following the No. 1 TDC reference signal after the irregular pulse is the number one cylinder TDC (refer to the chart on the following page).

For J05D

VCC

TDC

ECU

VCC

Input circuit

GND

NE

Input circuit

GND

Q000274E

24

For J08E

0°CA 120°CA 240°CA 360°CA 480°CA 600°CA 720°CA

#5TDC #3TDC #6TDC #2TDC #4TDC #1TDC

NE+

(NE- Standard)

11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

4th Missing Tooth

3°CA

30°CA

G

(G-GND Standard)

78°CA 78°CA 78°CA 78°CA 78°CA 78°CA

3°CA Extra Tooth

Q000275E

For J05D

0°CA 180°CA 360°CA 540°CA 0°CA

#1TDC #3TDC #4TDC #2TDC #1TDC

NE+

(NE- Standard)

11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 18 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 56 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15

G

(G- Standard)

4th Missing Tooth

3°CA

96°CA 96°CA 96°CA 96°CA

3°CA

Extra Tooth

Q000276E

25

(3) Coolant Temperature Sensor

a. The coolant temperature sensor detects the temperature of the engine coolant and outputs it to the ECU.

Q000277E b. The sensor uses a thermistor, which varies resistance according to temperature. As the

ECU applies voltage to the thermistor, it uses a voltage resulting from the division of the computer internal resistance and the thermistor resistance to detect the temperature.

VTHW

A-GND

ECU

+5V

VTHW

(V)

5

4

Output Voltage

3

2

1

0

THW

-40 -20 0 20 40 60 80 100 120 (°C)

-40 -4 32 68 104 140 176 212 248 (°F)

Coolant Temperature

Q000105E

(4) Fuel Temperature Sensor (THL)

a. The fuel temperature sensor detects the fuel temperature and outputs it to the ECU. The sensor uses a thermistor, which varies resistance according to temperature. As the ECU applies voltage to the thermistor, it uses a voltage resulting from the division of the computer internal resistance and the thermistor resistance to detect the temperature.

VTHL

A-GND

ECU

+5V

VTHL

(V)

5

4

Output Voltage

3

2

1

0

THL

-40 -20 0 20 40 60 80 100 120 (°C)

-40 -4 32 68 104 140 176 212 248 (°F)

Fuel Temperature

Q000106E

26

(5) Atmospheric Air Pressure Sensor (Built-in ECU)

a. This sensor converts the atmospheric air pressure into an electrical signal to correct fullload injection volume.

VPATM

Output Voltage (V)

3.8

107 {1.09}

Atmospheric Air Pressure (kPa {kg/cm

2

})

Q000278E

(6) Accelerator Position Sensor

a. This sensor converts the angle of the pedal effort applied to the accelerator pedal into electrical signals and sends them to the ECU. The accelerator sensor uses hall elements. A magnet is mounted on the shaft that moves in unison with the accelerator pedal, and the magnetic field orientation changes with the rotation of the shaft. The changes in the magnetic field orientation generate voltage.

V

PA

1 GND1 VC1 V

PA

2 GND2 VC2

Hall elements

(2 pieces)

Magnets

(1 pair)

V

PA

1

GND1

VC1

V

PA

2

GND2

VC2

Q000266E

V

PA

1

GND1

VC1

V

PA

2

GND2

VC2

Output Voltage

1.6 V

0.8 V

V

PA

2

3

2

5

4

1

4.0 V

3.2 V

V

PA

1

0 5 10 15 20

Accelerator Opening Angle (°)

Q000265E

27

(7) Boost Pressure Sensor

a. In order to correct the full-load injection volume, this sensor converts the intake air pressure (absolute pressure) into an electrical signal, then amplifies it into a voltage signal to the computer.

A-VCC

VPIM

ECU

+5V

VPIM

4.0

3.45

Output Valtage (V)

2.0

A-GND

0.5

0

100 200 300

{1.019} {2.038} {3.057}

Intake Air Pressure PIM (kPa {kg/cm

2

})

Q000279E

(8) Air Flow Sensor

a. Detects the intake airflow (mass flow rate) in the hot-wire type airflow meter.

b. The intake airflow is converted to a voltage value and this signal is transmitted to the ECU.

E

2

THA V

G

E

2G

+B

Airflow Sensor

Intake Air Temperature

Sensor

Q000280E c. The airflow sensor is installed to the rear of the air cleaner, and consists of a heater, thermometer, intake air temperature sensor, and control circuit (base). It diverts a portion of the intake air from the air cleaner and measures the intake airflow at the hot-wire measuring part.

Outline Diagram of Hot-Wire Type Airflow Meter

Throttle Body

Temperature Compensating Resistor

(Hot-Wire)

Heating Resistor

(Hot-Wire)

Intake Air from

Air Cleaner

Intake Air Temperature Sensor

Bypass Flow

Q000285E

28

3.3 Various Types of Control

This system controls the fuel injection quantity and injection timing more optimally than the mechanical governor or timer used in conventional injection pumps.

For system control, the ECU makes the necessary calculations based on signals received from sensors located in the engine and on the vehicle in order to control the timing and duration in which current is applied to the injectors, thus realizing optimal injection timing.

(1) Fuel Injection Rate Control Function

a. The fuel injection rate control function controls the ratio of the quantity of fuel that is injected through the nozzle hole during a specified period.

(2) Fuel Injection Quantity Control Function

a. The fuel injection quantity control function, replaces the conventional governor function, and controls fuel injection to achieve an optimal injection quantity based on the engine speed and the accelerator opening.

(3) Fuel Injection Timing Control Function

a. The fuel injection timing control function, replaces the conventional timer function, and controls the fuel injection to achieve an optimal injection timing according to the engine speed and the injection quantity.

(4) Fuel Injection Pressure Control Function (Rail Pressure Control Function)

a. The fuel injection pressure control function (rail pressure control function) uses a rail pressure sensor to measure fuel pressure, and feeds this data to the ECU to control the pump discharge quantity.

b. Pressure feedback control is implemented to match the optimal quantity (command quantity) set according to the engine speed and the fuel injection quantity.

Control Output

Input Signal

Accelerator sensor

Fuel Injection Rate Control

NE Sensor

(Crankshaft Position Sensor)

Fuel Injection Quantity Control

TDC Sensor

(Cylinder Recognition Sensor)

Fuel Control Computer

(ECU)

Fuel Injection Timing Control

Rail Pressure Sensor

Various Sensors

·Water Temperature Sensor

·Fuel Temperature Sensor

·Atmospheric Air Temperature

Sensor etc.

Atmospheric Air

Pressure Sensor

Fuel Injection Pressure Control

Diagnosis

Q000109E

29

[1] Fuel Injection Rate Control

(1) Main Injection

a. Same as conventional fuel injection.

(2) Pilot Injection

a. Pilot injection is the injection of a small amount of fuel prior to the main injection.

Main Injection

Pilot Injection

Q000110E b. While the adoption of higher pressure fuel injection is associated with an increase in the injection rate, the lag (injection lag) that occurs from the time fuel is injected until combustion starts cannot be reduced below a certain value. As a result, the quantity of fuel injected before ignition increases, resulting in explosive combustion together with ignition, and an increase in the amount of NOx and noise. Therefore, by providing a pilot injection, the initial injection rate is kept to the minimum required level dampening, the explosive first-period combustion and reducing NOx emissions.

TDC

Combustion

Process

Small Injection Amount

Prior to Ignition

High Injection

Rate

Improvement

Pilot Injection

Injection Rate

Large Pre-mixture

Combustion

(NOx, Noise)

Small Pre-mixture

Combustion

Heat Generation

Rate

Ignition Delay

Q000111E

30

(3) Split Injection

a. When the rotation is low at starting time, a small amount of fuel is injected several times prior to main injection.

Split Injection

Q000112E

[2] Fuel Injection Quantity Control

(1) Starting Injection Quantity

a. The injection quantity is determined based on the engine speed (NE) and water temperature while starting.

Starting Injection Quantity

Water Temperature

Engine Speed

Q000127E

(2) Transient Injection Quantity Correction

a. When the changes in the accelerator opening are great during acceleration, the increase in fuel volume is delayed to inhibit the discharge of black smoke.

Injection Quantity

Change in Accelerator Opening

Injection Quantity after Correction

Delay Time

Time

Q000128E

31

(3) Basic Injection Quantity

a. This quantity is determined in accordance with the engine speed (NE) and the accelerator opening.

b. Increasing the accelerator opening while the engine speed remains constant causes the injection quantity to increase.

Basic Injection Quantity

Accelerator Opening

Engine Speed

Q000129E

(4) Injection Quantity for Maximum Speed Setting

a. The injection quantity is regulated by a value that is determined in accordance with the engine speed.

Injection Quantity for Maximum Speed Setting

Engine Speed

Q000130E

(5) Maximum Injection Quantity

a. Is determined in accordance with the engine speed and corrected by the coolant temperature signal.

Basic Maximum Injection Quantity

Engine Speed

Q000131E

32

(6) Amount of Injection Quantity Intake Pressure Correction

a. Limits the maximum injection quantity in accordance with the intake pressure, in order to minimize the discharge of smoke when the intake air pressure is low.

Amount of Intake Air Pressure Correction

Engine Speed

Q000133E

(7) Amount of Injection Quantity by Atmospheric Air Pressure Correction

a. With using atmospheric air pressure sensor signal, the maximum injection quantity curve is corrected as shown in the right figure.

Amount of Atmospheric Air Pressure Correction

Engine Speed

Q000134E

(8) Idle Speed Control System (ISC)

a. Controls the idle speed by regulating the injection quantity in order to match the target speed, which has been calculated by the computer, with the actual speed. The functions of the ISC can be broadly divided into the following two items:

• Auto ISC

Controls the idle speed in accordance with the water temperature.

Target Speed

Water Temperature

Q000135E

• Manual ISC

Controls the idle speed in accordance with the idle speed indicated on the manual idle setting

33

knob provided at the driver's seat.

Target Speed

ISC Knob Terminal Voltage

Q000136E

• Air Conditioner Idle-up Control

When the conditions shown in the chart on the right are realized, bring the idle-up speed to constant rpm.

Conditions

Air Conditioning SW = "ON"

Clutch SW = "ON" (Clutch Connection)

Neutral SW = "ON" (Neutral)

Q000137E

(9) Auto Cruise Control

a. Controls the actual vehicle speed by regulating the injection quantity in order to match the target speed that has been calculated by the computer with the actual speed.

b. The CRS ECU controls the injection quantity in accordance with signals from the cruise control computer.

34

[3] Fuel Injection Timing Control

The characteristics of the fuel injection timing vary depending on whether it is the main injection or the pilot injection. Although either the NE sensor or the auxiliary NE sensor is the reference for controlling the injection timing, the NE sensor is ordinarily used for this purpose.

(1) Main Injection Timing

a. The basic injection timing is calculated in accordance with the final injection quantity, the engine speed, and the water temperature (with map correction).

b. While starting, it is calculated in accordance with the water temperature and the engine speed.

Basic Injection Timing

Final Injection Quantity

Engine Speed

Q000138E

(2) Pilot Injection timing (Pilot Interval)

a. The pilot injection timing is controlled by adding the pilot interval to the main injection timing.

b. The pilot interval is calculated in accordance with the final injection quantity, the engine speed, and the water temperature (with map correction).

c. While starting, it is calculated in accordance with the water temperature and the engine speed.

Pilot Interval

Final Injection Quantity

Engine Speed

Q000139E

(3) Fuel Injection Pressure

a. A value is calculated as determined in accordance with the final injection quantity and the engine speed.

b. While starting, it is calculated in accordance with the water temperature and the engine speed.

Rail Pressure

Final Injection Quantity

Engine Speed

Q000140E

35

3.4 Other Relevant Engine Control

[1] EGR Control

(1) Control System

ECU

EGR Target Opening

EGR Deviation Compensation

Control

Final EGR Target

Opening Calculation

Processing/Duty Ratio

Calculation

Feed Back

EGR Valve Lift Sensor

(Detects Actual Opening)

EGR Valve Actuation

EGR Valve Assy

Q000267E

(2) Related Sensors

The related sensors are as follows:

• Air volume sensor: Detects the volume of air flowing into the engine.

• Coolant temperature sensor: Detects the engine coolant temperature.

• Atmospheric pressure sensor: Detects the atmospheric pressure around the engine (built into the ECU).

(3) EGR Valve

a. An EGR valve is utilized as the system actuator for the electric exhaust gas recirculation

(E-EGR) system. It is constructed of an upper section and a lower section. The upper section receives output signals from the engine ECU, and contains a solenoid that generates electromagnetic force. The lower section is constructed of a nozzle that moves up and down in response to the electromagnetic force, and a valve with an opening that alters in response to the nozzle position.

For J05D

For J08E

Q000281E Q000268E

36

(4) Control Operation

Operation Start Conditions: During engine warm-up, other than start-up, when not overheating (etc.).

EGR Operating Range: During medium engine load.

Q

Q000269E

3.5 Engine ECU

[1] Diagnosis Codes

P-Code DST-1 Display

P0045 VNT Malfunction

P0049

P0088

Turbo Charger Turbine

Over speed

The turbine rotation sensor has been detected.

Common Rail

Pressure -Too high

Remarks

For the VNT.

P0093

P0102

P0103

P0108

P0112

P0113

P0117

P0118

Description

The VNT actuator has a malfunction.

Over speed of the turbo has been detected.

High fuel pressure has been detected.

Fuel System Leak

Detected

The pump does not work properly. (Fuel leak)

There is a possibility of the fuel leakage.

Perform the fuel leakage check.

Mass Air Flow Sensor

Malfunction (LO)

Mass Air Flow Sensor

Malfunction (HI)

"The mass air flow sensor has a malfunction.

There are possibilities of the sensor malfunction, open and short circuit to ground in the harness."

The mass air flow sensor has a malfunction.

There are possibilities of the sensor malfunction and short circuit to +B in the harness.

Boost Pressure Sensor

Malfunction (HI)

The boost pressure cannot be detected properly.

There are possibilities of the sensor malfunction and short circuit in the harness.

Intake Air Temperature

Sensor Malfunction (LO)

Integrated in the mass air flow sensor.

"The temperature cannot be detected properly.

There are possibilities of the sensor malfunction, short circuit to ground in the harness."

Intake Air Temperature

Sensor Malfunction (HI)

Integrated in the mass air flow sensor.

"The temperature cannot be detected properly.

There are possibilities of the sensor malfunction, open and short circuit to +B in the harness."

Engine Coolant

Temperature Sensor

Malfunction (LO)

Engine Coolant

Temperature Sensor

Malfunction (HI)

The temperature cannot be detected properly.

There are possibilities of the sensor malfunction and short circuit to ground in the harness.

"The temperature cannot be detected properly.

There are possibilities of the sensor malfunction, open and short circuit to +B in the harness."

37

NE

P-Code

P0182

DST-1 Display Remarks Description

Fuel Temperature

Sensor Malfunction (LO)

Integrated in the supply pump.

"The temperature cannot be detected properly.

There are possibilities of the sensor malfunction, short circuit to ground in the harness."

P0183

P0191

P0192

P0193

P0200

Fuel Temperature

Sensor Malfunction (HI)

Integrated in the supply pump.

"The temperature cannot be detected properly.

There are possibilities of the sensor malfunction, open and short circuit to +B in the harness."

Rail Pressure Sensor

Malfunction

Rail Pressure Sensor

Malfunction (LO)

Rail Pressure Sensor

Malfunction (HI)

Characteristic malfunction

The rail pressure cannot be detected properly.

There is a possibility of the sensor malfunction.

The rail pressure cannot be detected properly.

There are possibilities of the sensor malfunction and short circuit to ground in the harness.

"The rail pressure cannot be detected properly.

There are possibilities of the sensor malfunction, open and short circuit to +B in the harness."

ECU Charge Circuit

Malfunction (HI)

P0201 Injector 1 Open Circuit

P0202 Injector 2 Open Circuit

P0203 Injector 3 Open Circuit

P0204 Injector 4 Open Circuit

P0205 Injector 5 Open Circuit

P0206 Injector 6 Open Circuit

P0217

The voltage for the injector activation is too high.

Replace the ECU.

There is a possibility of the Injector 1 malfunction or open circuit in the harness.

There is a possibility of the Injector 2 malfunction or open circuit in the harness.

There is a possibility of the Injector 3 malfunction or open circuit in the harness.

There is a possibility of the Injector 4 malfunction or open circuit in the harness.

There is a possibility of the Injector 5 malfunction or open circuit in the harness.

There is a possibility of the Injector 6 malfunction or open circuit in the harness.

The over temperature condition has been detected.

Check the cooling system.

P0219

P0234

Over Temperature

Condition

Engine Over speed

Condition

Turbo Charger

Overboost Condition

The engine speed exceeded the rated value.

P0237

P0263

P0266

Boost Pressure Sensor

Malfunction (LO)

Correction Error

Between Cylinders #1

Correction Error

Between Cylinders #2

The boost pressure is too higher than the specified value.

"The intake air pressure cannot be detected properly.

There are possibilities of the sensor malfunction, open and short circuit in the harness."

The rotation fluctuation in the cylinder 1 became bigger than other cylinders.

There is a possibility that the flow damper is operating.

The rotation fluctuation in the cylinder 2 became bigger than other cylinders.

There is a possibility that the flow damper is operating.

38

P-Code

P0269

P0272

P0275

P0278

P0335

P0340

DST-1 Display

Correction Error

Between Cylinders #3

Correction Error

Between Cylinders #4

Correction Error

Between Cylinders #5

Correction Error

Between Cylinders #6

Crankshaft Position

Sensor Malfunction

Engine Speed Sensor

Malfunction

P0404 EGR Valve 1 Clogged

P0405

P0406

P0407

P0408

EGR Lift Sensor 1

Malfunction (LO)

EGR Lift Sensor 1

Malfunction (HI)

EGR Lift Sensor 2

Malfunction (LO)

EGR Lift Sensor 2

Malfunction (HI)

P0489

EGR Solenoid Valve 1

Malfunction

P0490

P0500

EGR Solenoid Valve 1

Malfunction

Vehicle Speed Sensor

Malfunction (LO)

Remarks Description

The rotation fluctuation in the cylinder 3 became bigger than other cylinders.

There is a possibility that the flow damper is operating.

The rotation fluctuation in the cylinder 4 became bigger than other cylinders.

There is a possibility that the flow damper is operating.

The rotation fluctuation in the cylinder 5 became bigger than other cylinders.

There is a possibility that the flow damper is operating.

"In case that the NE and G sensor have malfunctions, this P code will be output."

The rotation fluctuation in the cylinder 6 became bigger than other cylinders.

There is a possibility that the flow damper is operating.

The pulse from the crankshaft position sensor cannot be detected.

There are possibilities of the sensor and harness malfunctions.

The pulse from the engine speed sensor cannot be detected.

There are possibilities of the sensor and harness malfunctions.

Clogging has been detected by the lift sensor.

The EGR valve 1 is clogged in the open state.

Open circuit

"The EGR lift sensor 1 has a malfunction.

There are possibilities of the sensor malfunction, open and short circuit to ground in the harness."

The EGR lift sensor 1 has a malfunction.

There are possibilities of the sensor malfunction and short circuit to +B in the harness.

"The EGR lift sensor 2 has a malfunction.

There are possibilities of the sensor malfunction, open and short circuit to ground in the harness."

The EGR lift sensor 2 has a malfunction.

There are possibilities of the sensor malfunction and short circuit to +B in the harness.

"The EGR solenoid valve 1 has a malfunction.

There are possibilities of the solenoid valve malfunction, open and short circuit to ground in the harness."

The EGR solenoid valve 1 has a malfunction.

There are possibilities of the solenoid valve malfunction and short circuit to +B in the harness.

The pulse from the vehicle speed sensor cannot be detected .

There are possibilities of the sensor and harness malfunctions.

39

P-Code DST-1 Display

P0501

Vehicle Speed Sensor

Malfunction (HI)

Noise

Remarks

P0510 Idle Switch Malfunction

P0524

Engine Oil Pressure Too

Low

P1401 EGR Valve Clogged

Clogging has been detected by the lift sensor.

P0540

Preheating System

Malfunction

P0545

P0546

Exhaust Gas Temperature Sensor 1

Malfunction (LO)

Exhaust Gas Temperature Sensor 1

Malfunction (HI)

P0605 Flash ROM Malfunction

P0606

P0607

P0611

P0617

CPU Malfunction (Hardware Detected)

CPU Monitoring ID

Malfunction

ECU Charge Circuit

Malfunction

Starter Switch

Malfunction

P0686 Main Relay Malfunction

P0704

P0850

Clutch Switch

Malfunction

Neutral Switch

Malfunction

P1132

Accelerator Position

Sensor for Operation

(LO)

P1133

Accelerator Position

Sensor for Operation

(HI)

Description

The pulse from the vehicle speed sensor has an error.

There are possibilities of the sensor and harness malfunctions.

The idle switch does not function properly.

Monitor the state and check the ON/OFF judgment.

The engine oil pressure became too low.

The EGR valve 2 system is clogged in the open state.

The intake heater relay has a malfunction.

There are possibilities of the relay and harness malfunctions.

The temperature cannot be detected properly.

There are possibilities of the sensor malfunction and short circuit to ground in the harness.

"The temperature cannot be detected properly.

There are possibilities of the sensor malfunction, open and short circuit to +B in the harness."

There is an internal malfunction in the ECU.

Replace the ECU.

There is an internal malfunction in the ECU.

Replace the ECU.

There is an internal malfunction in the ECU.

Replace the ECU.

The voltage for the injector activation is too low.

Replace the ECU.

There is a short in the starter switch circuit.

Monitor the state and check the ON/OFF judgment.

The main relay cannot be turned OFF.

Check the relay.

The clutch switch cannot be detected properly.

Monitor the state and check the ON/OFF judgment.

The neutral switch cannot be detected properly.

Monitor the state and check the ON/OFF judgment.

The accelerator position sensor for operation cannot be detected properly.

Check the sensor voltage.

There are possibilities of open and short circuit to ground.

The accelerator position sensor for operation cannot be detected properly.

Check the sensor voltage.

There is a possibility of short circuit to +B.

40

P-Code

P1142 Idle Volume (LO)

P1143 Idle Volume (HI)

P1211

P1212

P1214

P1215

P1427

P1428

DST-1 Display

Injector Common 1

Malfunction

Injector Common 1

Malfunction

Injector Common 2

Malfunction

Injector Common 2

Malfunction

Exhaust Pressure

Sensor Malfunction (LO)

Exhaust Pressure

Sensor Malfunction (HI)

Remarks Description

The idle volume cannot be detected properly. Check the sensor voltage.

There are possibilities of open and short circuit to ground.

The idle volume cannot be detected properly. Check the sensor voltage.

There is a possibility of short circuit to +B.

There is a possibility of short circuit to ground.

Check the injector and wiring.

There is a possibility of open or short circuit to +B.

Check the injector and wiring.

There is a possibility of short circuit to ground.

Check the injector and wiring.

There is a possibility of open or short circuit to +B.

Check the injector and wiring.

"The exhaust pressure cannot be detected properly.

There are possibilities of the sensor malfunction, open and short circuit to ground in the harness."

The exhaust pressure cannot be detected properly.

There are possibilities of the sensor malfunction and short circuit to +B in the harness.

P1472

P1473

P1477

P1478

P1530

P1565

Transmission Retarder

Relay Malfunction

Transmission Retarder

Relay Malfunction

Engine Stop Switch

Close Malfunction

Cruise Control Switch

Malfunction

P1601 QR Code Error

Transmission retarder relay linked with the cruise control system for the large- and medium-size vehicles

"The transmission retarder relay has a malfunction.

There are possibilities of the relay malfunction, open and short circuit to ground in the harness."

Transmission retarder relay linked with the cruise control system for the large- and medium-size vehicles

The transmission retarder relay has a malfunction.

There are possibilities of the relay malfunction and short circuit to +B in the harness.

Cruise Control Retarder

Relay Malfunction

Transmission retarder relay linked with the cruise control system for the medium-size vehicle

"The cruise control retarder relay has a malfunction.

There are possibilities of the relay malfunction, open and short circuit to ground in the harness."

Cruise Control Retarder

Relay Malfunction

Transmission retarder relay linked with the cruise control system for the medium-size vehicle

The cruise control retarder relay has a malfunction.

There are possibilities of the relay malfunction and short circuit to +B in the harness.

The engine stop switch has a malfunction or there is short circuit in the wiring.

Monitor the state and check the ON/OFF judgment.

The cruise control switch has a malfunction and remains ON.

Monitor the state and check the ON/OFF judgment.

The QR code has an error. Check the QR code.

41

P-Code

P1681

P1682

P2002

P2032

P2033

DST-1 Display

Exhaust Brake Solenoid

Valve Malfunction

Exhaust Brake Solenoid

Valve Malfunction

DPR System

Malfunction

Exhaust Gas Temperature Sensor 2

Malfunction (LO)

Exhaust Gas Temperature Sensor 2

Malfunction (HI)

U0101

Lost Communication

(Transmission)

U0104

Lost Communication

(Cruise control)

Remarks Description

"The exhaust brake solenoid valve has a malfunction. There are possibilities of the solenoid valve malfunction, open and short circuit to ground in the harness."

The exhaust brake solenoid valve has a malfunction.

There are possibilities of the solenoid valve malfunction and short circuit to +B in the harness.

The DPR system has a malfunction.

There are possibilities of the melt down and clogging. Perform the DPR system check.

The temperature cannot be detected properly.

There are possibilities of the sensor malfunction and short circuit to ground in the harness.

"The temperature cannot be detected properly.

There are possibilities of the sensor malfunction, open and short circuit to +B in the harness."

Both the accelerator sensor 1 and 2 have malfunctions. There are possibilities of the sensor and harness malfunctions.

The accelerator position sensor 1 cannot be detected properly. Check the sensor voltage.

The accelerator position sensor 1 cannot be detected properly. Check the sensor voltage.

P2120

Accelerator Position

Sensor 1&2 Malfunction

P2121

P2122

P2123

P2126

P2127

P2128

P2228

P2229

U0073

Accelerator Position

Sensor 1 Malfunction

Accelerator Position

Sensor 1 Malfunction

(LO)

Accelerator Position

Sensor 1 Malfunction

(HI)

Accelerator Position

Sensor 2 Malfunction

Accelerator Position

Sensor 2 Malfunction

(LO)

Accelerator Position

Sensor 2 Malfunction

(HI)

Atmospheric Air Pressure Sensor

Malfunction (LO)

Atmospheric Air Pressure Sensor

Malfunction (HI)

CAN Communication

Malfunction (Engine)

For middle-sized VNT

The accelerator position sensor 1 cannot be detected properly. Check the sensor voltage. There is a possibility of short circuit to +B.

The accelerator position sensor 2 cannot be detected properly. Check the sensor voltage.

The accelerator position sensor 2 cannot be detected properly. Check the sensor voltage. There are possibilities of open and short circuit to ground.

The accelerator position sensor 2 cannot be detected properly. Check the sensor voltage. There is possibility of short circuit to +B.

"The atmosphere pressure sensor (in ECU) has a malfunction. If the malfunction occurs frequently, it is necessary to repair or replace the ECU."

"The atmosphere pressure sensor (in ECU) has a malfunction. If the malfunction occurs frequently, it is necessary to repair or replace the ECU."

There is a malfunction of communication with the

VNT.

Communication error between pro-shift and

AT-ECU

Communication with the transmission ECU is lost.

Communication with the auto cruise ECU is lost.

42

P-Code

U0121

DST-1 Display

Lost Communication

(ABS)

U0132

U0155

U1001

Lost Communication

(Air suspension)

Lost Communication

(Meter)

CAN Communication error (Vehicle)

TBD

EGR Solenoid 1

Malfunction

TBD

TBD

TBD

EGR Solenoid 1

Malfunction

EGR Solenoid 2

Malfunction

EGR Solenoid 2

Malfunction

Remarks Description

Communication with the ABS ECU is lost.

Communication with the air suspension ECU is lost.

Communication with the meter ECU is lost.

CAN communication bus OFF judgment

When linear solenoid specific P code is obtained

When linear solenoid specific P code is obtained

When linear solenoid specific P code is obtained

When linear solenoid specific P code is obtained

There is a malfunction of communication with other computers equipped in vehicle.

"The EGR solenoid 1 has a malfunction.

There are possibilities of solenoid valve malfunction, open and short circuit to ground in the harness."

The EGR solenoid 1 has a malfunction.

There are possibilities of solenoid valve malfunction and short circuit to +B in the harness.

"The EGR solenoid 2 has a malfunction.

There are possibilities of solenoid valve malfunction, open and short circuit to ground in the harness."

The EGR solenoid 2 has a malfunction.

There are possibilities of solenoid valve malfunction and short circuit to +B in the harness.

43

[2] ECU External Wiring Diagram

50 A

Power 4 relay

30 A

5 A

15 A

ACT power relay

KEY/SW

KEY/SW

+BF

+BF

SCVHI

SCVHI

SCVLO

SCVLO

15 A

Main relay

+BP

+BP

M-REL

M-REL

ST/SW

Starter relay

Battery

12 V

Engine speed sensor

TDC sensor

Accelerator position sensor

Accelerator position sensor

Rail pressure sensor

Idle controller

Boost pressure sensor

NOTE:

Dashed lines in the illustration show shield line.

GND

GND

P-GND

P-GND

P-GND

Water temp. sensor

NE [+]

NE [-]

NE-SLD

G-VCC

G

G-GND

A-VCC

ACCP1

A-GND

THW

ACCP2

A-GND

SCASC

A-VCC

Fuel temp. sensor

VPC

VPC

A-GND

THL

A-VCC

VIMC

A-GND

A-VCC

PIM1

A-GND

Case GND

CANH

CANL

Lights

COMMON1

COMMON1

TWV1

TWV3

TWV5

COMMON2

COMMON2

TWV2

TWV4

TWV6

Switches

Actuators

SCV

For CAN wire

(Twist pair wire etc.)

Injector L6 (x6)

Q000441E

44

[3] ECU Connector Diagram

(1) ECU Connector Terminal Layout

34 P 35 P 32 P 35 P 31 P

1 2 3 4 5 6 7 35 36 37 38 39 40 41 70 71 72 73 74 75 76 102 103 104 105 106 107 137 138 139 140 141 142 143

8 9 10 11 12 13 14 15 16 17 42 43 44 45 46 47 48 49 50 51 52 53 77 78 79 80 81 82 83 84 85 86 108 109 110 111 112 113 114 115 116 117 144 145 146 147 148 149 150 151 152 153

18 19 20 21 22 23 24 25 26 27 54 55 56 57 58 59 60 61 87 88 89 90 91 92 93 94 95 96 118 119 120 121 122 123 124 125 126 127 128 154 155 156 157 158 159 160 161

28 29 30 31 32 33 34 62 63 64 65 66 67 68 69 97 98 99 100 101 129 130 131 132 133 134 135 136 162 163 164 165 166 167

Q000442E

(2) Terminal Connections

No. Pin Symbol

1 (GND)

2 (GND)

3 IN3

4 IN3-

5 +B

6 +B

7 +B

Connections

ECU ground (spare)

ECU ground (spare) spare spare

Power

Power

Power

8 TAC1

9 TAC2 spare

Tachometer signal (SINK)

10 POUT1 spare

11 POUT2 spare

12 POUT3 spare

13 POUT4 spare

14 PIN1

15 PIN2 spare spare

16 —

17 (BATT)

35 +BF

36 OUT5

—

—

+BF

Exhaust brake solenoid valve

37 OUT6

38 OUT7 spare spare

39 NE-SLD Engine RPM shield ground

40 NE+ Engine RPM +

41 NE-

42 OUT1

43 OUT2

44 OUT3

45 OUT4

46 SW1

47 OUT8

48 SW2

49 SW3

50 SW4

51 SW5

52 SW6

Engine RPM spare spare

Exhaust brake light

Glow indicator light

Key switch spare

Starter switch

Exhaust brake switch spare spare spare

No. Pin Symbol Connections

18 (CASE GND) Case ground (spare)

19 KWP2000 ISO9141-K

20 IN1 —

21 AD1

22 AD2

23 AD10

24 AD12

Accelerator position sensor 1

Accelerator position sensor 2

Accelerator position sensor for operation spare

25 AD19

26 AD20 spare spare

27 VS1 Vehicle speed sensor

28 CASE GND Case ground

29 IN2

30 AD14

31 AD15

32 AD16

—

IMC volume spare

Intake air temp. sensor (Build-in Airflow meter)

33 AD17

34 AD18 spare spare

53 SW7 Brake switch

54 A-GND4 Sensor ground 4

55 A-GND5 Sensor ground 5

56 SW1 Key switch

57 A-VCC4 Sensor (Power supply) 4

58 SW8 Accelerator pedal switch

59 SW10

60 SW12

61 SW17

62 AD21 spare

Constant-speed switch

Stop lamp switch spare

63 AD22

64 —

EGR valve lift sensor 2

—

65 A-VCC5 Sensor (Power supply) 5

66 SW9 Neutral switch

67 SW11

68 SW16

69 SW18 spare

Diag. switch spare

45

No. Pin Symbol

70 OUT19

71 OUT20

72 GND

73 GND

74 OUT17

75 OUT18

76 +BF

77 SW27

78 SW

79 SW

80 SW

81 SW

Glow relay

Glow relay

ECU ground

ECU ground

Connections

ECU main relay

ECU main relay

+BF

Clutch switch spare

Cruise switch 2

Stop lamp switch 2 spare

82 S-OUT1 Check engine light 1

83 S-OUT2 spare

84 S-OUT3 spare

85 S-OUT4 spare

102 P-GND Power ground

103 TWV1

104 TWV3

Injector drive signal 1

Injector drive signal 3

105 TWV5 Injector drive signal 5

106 COMMON1 Injector drive power 1

107 COMMON1 Injector drive power 1

108 OUT9 EGR linear solenoid drive 1

109 OUT10

110 OUT11

111 OUT12

112 OUT13

EGR linear solenoid drive 2 spare spare

Cruise lamp

113 OUT14

114 OUT15

115 OUT16

116 —

Constant-speed lamp spare spare

—

117 — —

118 A-GND6 Airflow ground

119 NE (MRE)

No. Pin Symbol

86 —

87 SW31

88 SW20

89 SW21

90 SW25

91 SW26

92 SW13

93 SW28

94 SW29

95 CANH

96 CANL

97 SW32

98 SW22

99 SW23

100 SW30

—

Connections

AT identification signal

PTO2 switch

PTO switch spare spare

Cruise switch 1

Clutch stroke switch spare

CAN2 HI

CAN2 LOW

Hydraulic pressure switch

Warm-up switch spare spare

101 CAN-SLD CAN2 Shield ground

120 G

121 AD4

Cam angle

Rail pressure sensor 1

122 AD11 Airflow meter

123 A-VCC3 Sensor (Power supply) 3

124 NE-VCC spare

125 A-VCC2 Sensor (Power supply) 2

126 A-VCC1 Sensor (Power supply) 1

127 AD13 EGR valve lift sensor 1

128 AD3

129 (GND)

Boost pressure sensor

ECU ground (spare)

130 (GND)

131 G-GND

132 AD5

133 G-VCC

ECU ground (spare)

CAM angle ground

Rail pressure sensor 2

Cam angle VCC (5V)

134 A-GND1 Sensor ground 1

135 A-GND2 Sensor ground 2

136 A-GND3 Sensor ground 3

46

No. Pin Symbol

137 TWV2

138 TWV4

139 TWV6

140 P-GND

141 P-GND

Connections

Injector drive signal 2

Injector drive signal 4

Injector drive signal 6

Power ground

Power ground

142 COMMON2 Injector drive power 2

143 COMMON2 Injector drive power 2

No. Pin Symbol

153 PCV1

154 AD6

155 AD7

156 — spare spare

Connections

Water temp. sensor

—

157 CAN1H CAN1 HI

158 CAN1L

159 —

CAN1 LOW

—

144 SCVLO HP 3 or 4 pump control valve drive signal 160 — —

145 SCVLO HP 3 or 4 pump control valve drive signal 161 (CASE GND) Case ground (spare)

146 SCVHI

147 SCVHI

HP 3 or 4 pump control valve power

HP 3 or 4 pump control valve power

162 AD8

163 AD9 spare

Fuel temp. sensor 2

148

149

—

—

150 PCV2

151 PCV2

152 PCV1

Built-in PATM

—

— spare spare spare

Atmospheric air pressure sensor

164 — —

165 CAN1-SLD spare

166 — —

167 (CASE GND) Case ground (spare)

47

48