DENSO Common Rail System Diesel Injection Pump SERVICE MANUAL

For DENSO Authorized
ECD Service Dealer Only
Diesel Injection Pump
No. E-03-01
SERVICE MANUAL
Common Rail System for NISSAN
YD1-K2 Type Engine
Operation
June, 2003
00400013E
Foreword
To meet the high pressurization requirements for the engine to deliver cleaner exhaust gas emissions, lower fuel
consumption and reduced noise, advanced electronic control technology is being adopted in the fuel injection system.
This manual covers the electronic control model Common Rail system with HP3 pump for the NISSAN YD1-K2 type
engine. Complex theories, special functions and components made by manufacturers other than DENSO are omitted
from this manual.
This manual will help the reader develop an understanding of the basic construction, operation and system configuration
of the DENSO manufactured components and brief diagnostic information.
TABLE OF CONTENTS
1. Product Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-1. Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
1-2. System Components Parts Number . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
2. Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-1. Features of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2
2-2. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4
3. Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3-1. Description of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
3-2. Description of Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18
3-3. Various Types of Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
4. DTC (Diagnosis Trouble Codes) Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4-1. About the Codes shown in the table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
4-2. DTC (Diagnosis Trouble Code) Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
5. External Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5-1. ECU External Wiring Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
5-2. ECU Connector Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
1.
Product Application
1-1. Application
Vehicle Name
Vehicle Model
Engine Model
Exhaust Volume
Reference
PREMERA
ED
YD1-K2
2.2L
Made in France
ALMERA
HS
TINO
HM
1-2. System Components Parts Number
Applicable Model
DENSO Part
Car Manufacturer
Number
Part Number
O
294000-0121
16700 AW401
—
O
O
095440-0420
17520 AW400
—
—
O
—
095000-5130
16600 AW400
100kW Engine
—
O
—
O
095000-5180
16600 BN800
82kW Engine
O
—
—
—
—
275800-2193
23710 AW402
Standard
O
—
—
—
—
275800-2203
23710 AW407
w/VDC
O
—
—
—
—
275800-2440
23710 AW410
w/ASCD
O
—
—
—
—
275800-2450
23710 AW415
w/ASCD, VDC
—
O
—
—
—
275800-2322
23710 BN811
Standard
—
O
—
—
—
275800-2332
23710 BN816
100kW Engine w/VDC
—
—
O
—
—
275800-2340
23710 BN800
82kW Engine
—
—
O
—
—
275800-2350
23710 BN805
82kW Engine w/VDC
—
—
—
O
—
275800-2363
23710 BU712
Standard
—
—
—
O
—
275800-2373
23710 BU717
100kW Engine w/VDC
—
—
—
—
O
275800-2380
23710 BU700
82kW Engine
—
—
—
—
O
275800-2390
23710 BU705
82kW Engine w/VDC
Crankshaft position sensor
O
O
O
O
O
949979-0090
23731 AW400
—
Cylinder recognition sensor
O
O
O
O
O
949979-1190
23731 AW410
—
Part Name
ED
HS
HS
HM
HM
100
100
82
100
82
Supply pump
O
O
O
O
Rail
O
O
O
Injector
O
O
—
Engine ECU
-1-
Reference
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.
A. 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 injection 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 startup and acceleration. As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved.
a.
Injection Pressure Control
• Enables high-pressure injection even at low engine speeds.
• Optimizes control to minimize particulate matter and NOx emissions.
b.
Injection Timing Control
Enables finely tuned optimized control in accordance with driving conditions.
Injection Rate Control
Pilot injection control sprays a small amount of fuel before the main injection.
Common Rail System
Optimization, High pressurization
Optimization
Common rail system
Speed
Injection timing
NOx
Conventional
pump
Particulate
Common rail system
Injection
pressure
Injection Rate Control
Injection rate
Injection Timing Control
Pilot injection
Main
injection
Crankshaft angle
Injection Quantity Control
Conventional
pump
Speed
Cylinder injection
volume correction
Speed
Injection Pressure Control
Injection pressure
c.
㧝 㧟 㧠 㧞
QD0734E
-2-
B. Comparison to the Conventional System
Common rail system
In-line, VE Pump
High-pressure pipe
Rail
Momentary high pressure
Timer
TWV
Nozzle
Supply pump
Usually high pressure
Delivery valve
Governor
System
In-line pump
Feed pump SCV (suction control valve)
Injector
Fuel tank
VE pump
Injection quantity control
Pump (governor)
Engine ECU, injector (TWV)*1
Injection timing control
Rising pressure
Distributor
Pump (timer)
Engine ECU, injector (TWV)*1
Engine ECU, supply pump
Injection pressure control
Pump
Pump
Dependent upon speed and injection quantity
Engine ECU, rail
Engine ECU, supply pump (SCV)*2
*1 TWV: Two Way Valve *2 SCVSuction Control Valve
-3-
QD2341E
2-2. Outline of System
A. Main System Components
Rail
Supply pump
EGR volume
control valve
Engine coolant
temperature sensor
Mass airflow sensor
Glow relay
Injector
Glow plug
Variable nozzle
turbocharger control
actuator
Items are DENSO products.
Park/neutral position switch
Crankshaft position sensor
Q000045E
-4-
B. Composition
The common rail system consists primarily of a supply pump, rail, injectors, and ECU.
Fuel temperature sensor
Vehicle speed
Accelerator opening
Intake air pressure
Intake air temperature
Coolant temperature
Crankshaft position
Cylinder recognition sensor
EDU
Engine ECU
Intake airflow rate
Pressure
discharge
valve
Rail
Injector
Rail pressure sensor
Check valve
Fuel temperature sensor
Supply pump
SCV
(suction
control valve) Fuel tank
Q000046E
C. Operation
a.
Supply Pump (HP3)
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.
b.
Rail
The rail is mounted between the supply pump and the injector, and stores the high-pressure fuel.
c.
Injector
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.
d.
Engine ECU
The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and
pressure, as well as the EGR (exhaust gas recirculation).
-5-
D. 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.
E. 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: (a) Sensors; (b) ECU; and
(c) Actuators.
a.
Sensors
Detect the engine and driving conditions, and convert them into electrical signals.
b.
Engine ECU
Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order
to achieve optimal conditions.
c.
Actuators
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 duration 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
Actuator
Engine speed
Crankshaft Position Sensor NE
Injector
•Injection quantity control
•Injection timing control
•Injection pressure control
Cylinder recognition
Cylider recognition sensor G
Engine
ECU
Accelerator position sensor
Load
Supply pump (SCV)
•Fuel pressure control
Other sensors and switches
EGR, air intake control relay, light
Q000047E
-6-
3.
Construction and Operation
3-1. Description of Main Components
A. Supply Pump (HP3)
a.
Outline
• The supply pump consists primarily of the pump body (eccentric cam, ring cam, and plungers), SCV (Suction Control
Valve), fuel temperature sensor, and feed pump.
To rail
SCV
Fuel temperature sensor
From fuel tank
Q000048E
• The two plungers are positioned vertically on the outer ring cam for compactness.
• The engine drives the supply pump at a ratio of 1:2. 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.
• 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).
Injector
Discharge valve
Rail
Intake valve
Intake pressure
Feed pressure
High pressure
Return pressure
Plunger
Return spring
Return
Fuel overflow
Regulating valve
Feed pump
Filter
Fuel inlet
Camshaft
Intake
Fuel filter (with priming pump)
Fuel tank
QD0704E
-7-
b.
Supply Pump Exploded Diagram
SCV
Pump body
Feed pump
Ring cam
Regulating valve
Filter
Drive shaft
Plunger
Q000049E
-8-
c.
Supply Pump Internal Fuel Flow
The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.
Supply pump interior
Regulating valve
Feed pump
Overflow
SCV (Suction Control Valve)
Discharge valve
Rail
Pumping portion (plunger)
Intake valve
Fuel tank
QD0705E
d.
Construction of Supply Pump
• The eccentric cam is attached to the drive shaft. The eccentric cam is connected to the ring cam.
Drive shaft
Eccentric cam
Ring cam
QD0706E
• As the drive shaft rotates, the eccentric cam rotates in the eccentric state, and the ring cam moves up and down while
rotating.
Plunger
Eccentric cam
Ring cam
Drive shaft
QD0727E
-9-
• The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the drive shaft.
Plunger A
Ring cam
Feed pump
Plunger B
e.
QD0728E
Operation of the Supply Pump
As shown in the illustration below, the rotation of the eccentric cam causes the ring cam to push Plunger A upwards. Due
to the spring force, Plunger 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.
Suction valve
Delivery valve
Plunger A
Eccentric cam
Ring cam
SCV
Plunger B
Plunger B: complete intake
Plunger A: begin intake
Plunger B: begin compression
Plunger A: begin compression
Plunger B: begin intake
Plunger A: complete intake
Plunger B: complete compression
Plunger A: complete compression
QD0707E
-10-
B. Description of Supply Pump Components
a.
Feed Pump
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
to Pump chamber
Outer rotor
Quantity decrease (fuel discharge)
Inner rotor
Intake port
from Fuel tank
b.
Discharge
port
Quantity increase
Quantity increase (fuel intake)
QD0708E
SCV: Suction Control Valve
• A linear solenoid type valve has been adopted. The ECU controls the duty ratio (the length of time that the current is
applied to the SCV), in order to control the quantity of fuel that is supplied to the high-pressure plunger.
• Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of
the supply pump decreases.
• When current flows 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.
• 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)
• When the SCV is ON, the force of the return spring moves the cylinder to the right, closing the fuel passage (normally
opened).
• 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.
SCV
Pump body
Exterior view of SCV
Cross-section of SCV
Q000050E
-11-
(1)
In case of short duty ON
Short duty ON => large valve opening => maximum intake quantity
Feed pump
Plunger
SCV
Cylinder
Large opening
Cylinder
Q000051E
-12-
(2)
In case of long duty ON
Long duty ON => small valve opening => minimum intake quantity
Feed pump
Plunger
SCV
Cylinder
Small opening
Cylinder
Q000052E
-13-
C. Rail
a.
Outline
• Stores pressurized fuel (0 to 180 MPa) 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.
• The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, while the
pressure limiter controls the fuel pressure in the rail. This ensures optimum combustion and reduces combustion noise.
Pressure limiter
Rail pressure (Pc) sensor
QC0018E
b.
Rail Pressure (Pc) Sensor
This sensor detects fuel pressure in the rail and sends a signal to the ECU. It is a semi-conductor type pressure sensor
that utilizes the characteristic whereby electrical resistance changes when pressure is applied to silicon.
Vcc
(supply voltage)
Pc
sensor
Vout
(output voltage)
+5V
ECU
Vout [V]
Vcc = 5V
4.2
GND (ground)
1.0
GND
Vout
Vcc
0
200
Rail pressure [MPa]
Q000053E
c.
Pressure Limiter (made by another manufacturer)
The pressure limiter relieves pressure by opening the valve if abnormally high pressure is generated. The valve opens
when pressure in the rail reaches approximately 200 MPa, and closes when pressure falls to approximately 50 MPa. Fuel
leaked by the pressure limiter returns to the fuel tank.
To the fuel tank
Spring
Ball (valve)
Pc
QC0020E
-14-
D. Injector
a.
Outline
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.
b.
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 injection precision.
c.
Construction
Solenoid valve
Control chamber
Pressurized fuel
(from Rail)
Command piston
Valve spring
Leak passage
Pressure pin
G
Nozzle spring
Seat area
Nozzle needle
Q000054E
-15-
d.
Operation
The TWV solenoid valve opens and closes the outlet orifice to control the pressure in the control chamber, and the start
and end of injection.
(1)
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.
(2)
Injection
• When current is initially applied to the solenoid, the attraction of the solenoid pulls the TWV 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 decreases, pulling the command piston up. This causes the nozzle needle to rise and 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 nozzle needle lifts the it upward, which helps to 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 TWV falls, causing the nozzle needle to close
immediately and the injection to stop.
Spring force > hydraulic pressure force
Attraction force > spring force
Solenoid
TWV
Attraction
force
Hydraulic
pressure force
Spring force
to Leak pipe
Spring force
from Rail
Outlet orifice
from Rail
Inlet orifice
Control chamber
Command piston
Nozzle spring
Nozzle needle
Injection
No injection
Q000055E
-16-
e.
Harness Connector with Correction Resistor
A correction resistor is provided in the harness connector (4-pin connector) of each injector to minimize the variances in
the injection volume among the cylinders (adjusted in the production line).
Correction
resistor
Vehicle harness side
Solenoid side
Solenoid
QD1167E
-17-
3-2. Description of Control System Components
A. Engine Control System Diagram
Malfunction indicator
IG
ST
Glow light
Park/neutral position switch
Battery
ECU
Vaccum pump
Cooling fan
Vaccum
tank
EGR cooler
11.5
EGR volume
control valve
Fuel injector
Fuel return
Cylinder recognition Catalyst
sensor
Glow plug
Charge air pressure sensor
Rail fuel pressure sensor
Rail
Fuel temperature
sensor
Engine
coolant
temp.
sensor
Supply
pump
Suction control
valve
Variable nozzle
turbocharger
control solenoid
valve
Variable nozzle
turbocharger
Accelerator pedal
position sensor
Crankshaft position
sensor
Charge air cooler
Variable nozzle
turbocharger
control actuator
Mass airflow
sensor
Air
14.5
cleaner
Accelerator pedal released
position switch
Q000056E
-18-
B. ECU (Electronic Control Unit)
a.
Outline
• This is the command center that controls the fuel injection system and engine operation in general.
Sensor
Engine ECU
Actuator
Detection
Calculation
Actuation
'0)+0'%10641.
[Outline diagram]
QC0028E
• The EDU is contained inside the ECU. The EDU has been adapted 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).
b.
EDU Operation
The high-voltage generating device converts the battery voltage into a high voltage. The Engine ECU sends signals to
terminals B through E of the EDU in accordance with the signals from the sensors. Upon receiving these signals, the
EDU outputs signals to the injectors from terminals H through K.
Battery +B
A
L
COM
High voltage
generating circuit
[Schematic diagram]
ECU
Injector
IJt
CPU
IJf
EDU
IJt#1
IJt#2
IJt#3
IJt#4
IJf
B
H
C
I
D
Control
circuit
J
K
E
INJ#1
INJ#2
INJ#3
INJ#4
F
G
GND
M
GND
Q000057E
-19-
C. Description of Sensors
a.
Crankshaft Position Sensor (NE)
An NE pulsar attached to the crankshaft timing gear outputs a signal for detecting the crankshaft angle and engine speed.
Circuit Diagram
Exterior Drawing
ECU
NE+
Vcc
Vcc
NE+
NE-
NEVcc
NE input circuit
Q000058E
b.
Cylinder Recognition Sensor (G)
A cylinder recognition sensor (G pulsar) is attached to the supply pump timing gear, and outputs a cylinder recognition
signal so that the ECU can calculate fuel injection timing.
Circuit Diagram
Exterior View Diagram
ECU
G+
Vcc
Vcc
G+
G-
GVcc
G input circuit
Q000059E
-20-
c.
Fuel Temperature Sensor (THF)
• The fuel temperature sensor is mounted on the supply pump, and detects the fuel temperature, sending a signal to the
engine ECU.
• The detection component utilizes a thermistor.
Resistance Value Characteristics
Temperature Resistance value
(°C)
(kΩ)
Thermistor
-30
(25.4)
-20
15.0±1.5
-10
(9.16)
0
(5.74)
10
(3.70)
20
2.45±0.24
30
(1.66)
40
(1.15)
50
(0.811)
60
(0.584)
70
(0.428)
80
0.318±0.031
90
(0.240)
100
(0.1836)
110
(0.1417)
120
(0.1108)
Fuel temperature
sensor
Q000060E
-21-
3-3. Various Types of Controls
A. Outline
This system effects fuel injection quantity and injection timing control more appropriately than the mechanical governor
and timer used in the conventional injection pump. The engine ECU performs the necessary calculations in accordance
with the sensors installed on the engine and the vehicle. It then controls the timing and duration of time in which current
is applied to the injectors, in order to realize both optimal injection and injection timing.
a.
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.
b.
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.
c.
Fuel Injection Rate Control Function
d.
Fuel Injection Pressure Control Function (Rail Pressure Control Function)
Pilot injection control injects a small amount of fuel before the main injection.
The fuel injection pressure control function (rail pressure control function) controls the discharge volume of the pump by
measuring the fuel pressure at the 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 set in accordance with the engine speed and
the injection quantity.
-22-
B. Fuel Injection Quantity Control
a.
Outline
This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and mass airflow corrections to the basic injection quantity that is calculated by the engine ECU, based on the engine operating conditions and driving conditions.
Injection Quantity Calculation Method
The basic injection quantity is obtained through the governor pattern
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
used as the basis for the final injection quantity.
Accelerator position
Injection quantity
b.
Accelerator position
Basic injection
quantity
Engine speed
Maximum injection
quantity
Smaller quantity
Engine speed
Final injection
quantity after
correction
Driver actuation
timing calculation
Injection quantity
Individual cylinder correction
Speed correction
Injection pressure correction
Mass airflow correction
Intake air temperature correction
Atmospheric pressure correction
Cold operation maximum injection quantity correction
Engine speed
c.
Q000061E
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.
Basic injection quantity
Accelerator position
Engine speed
QC0038E
-23-
d.
Maximum Injection Quantity
The maximum injection quantity is calculated by adding the mass airflow correction, intake air temperature correction,
atmospheric pressure correction and the cold operation maximum injection quantity correction to the basic maximum injection quantity that is determined by the engine speed.
Basic maximum injection quantity
Engine speed
QC0039E
e.
Starting Injection Quantity
When the starter switch is turned ON, the injection quantity is calculated in accordance with the starting base injection
quantity and the starter ON time. The base injection quantity and the inclination of the quantity increase/decrease change
in accordance with the coolant temperature and the engine speed.
Injection quantity
Injection quantity
Coolant temperature
High
Low
Base injection
quantity
STA ON duration
STA ON duration
STA/ON
Starting
STA/ON
Starting
QC0040E
f.
Idle Speed Control (ISC) System
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 engine ECU. The target speed varies according to the type of transmission (manual or
automatic), whether the air conditioner is ON or OFF, the shift position, and the coolant water temperature.
g.
Idle Vibration Reduction Control
To reduce engine vibrations during idle, this function compares the angle speeds (times) of the cylinders and regulates
the injection quantity for the individual cylinders if there is a large the difference, in order to achieve a smooth engine
operation.
Angle
speed
#1
#3
#4
#2
#1
#3
#4
#2
Correction
Crankshaft angle
Crankshaft angle
QC0043E
-24-
C. Fuel Injection Timing Control
a.
Outline
Fuel injection timing is controlled by varying the timing in which current is applied to the injectors.
b.
(1)
Main and Pilot Injection Timing Control
Main Injection Timing
The engine ECU calculates the basic injection timing based on the engine speed the final injection quantity, and adds
various types of corrections in order to determine the optimal main injection timing.
(2)
Pilot Injection Timing (Pilot Interval)
Pilot injection timing is controlled by adding a pilot interval to the main injection timing. The pilot interval is calculated
based on the final injection quantity, engine speed, coolant temperature (map correction). The pilot interval at the time
the engine is started is calculated from the coolant temperature and speed.
Main injection
Top deadcenter
Pilot injection
Interval
QC0044E
c.
(1)
Injection Timing Calculation Method
Outline of Control Timing
0
Actual TDC
1
NE pulse
Main injection
Pilot injection
Solenoid valve
control pulse
Main
injection
timing
Pilot
injection
timing
Nozzle needle lift
Pilot interval
(2)
QD0382E
Injection Timing Calculation Method
Engine speed
Injection quantity
Basic injection
timing
Corrections
Main injection
timing
Intake air temperature correction
Coolant temperature correction
Atmospheric pressure correction
Q000062E
-25-
D. Fuel Injection Rate Control
While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the delay from
the start of injection to the beginning of combustion, cannot be shortened to less than a certain value. As a result, the
quantity of fuel that is injected until main ignition occurs increases, resulting in an explosive combustion at the time of
main ignition. This increases both NOx and noise. For this reason, pilot injection is provided to minimize the initial injection rate, prevent the explosive first-stage combustion, and reduce noise and NOx.
Pilot Injection
Normal Injection
Injection
rate
Large first-stage
combustion
(NOx and noise)
Small first-stage
combustion
Heat release
rate
-20
TDC
20
40
-20
Crankshaft angle (deg)
TDC
20
40
Crankshaft angle (deg)
QC0046E
E. Fuel Injection Pressure Control
A value that is determined by the final injection quantity, the water temperature and the engine speed is calculated. During the starting of the engine, the calculation is based on the water temperature and the atmospheric pressure
Rail pressure
Final injection quantity
Engine speed
QC0047E
F. Other Controls
• Limit maximum injection quantity
• Gradual acceleration injection quantity
• Gradual deceleration injection quantity
• Post-acceleration damping injection quantity
• Reference injection quantity
• Fuel cutoff
• EGR
• Turbo control
• Glow plug relay
-26-
4
DTC (Diagnosis Trouble Codes) Table
4-1. 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.
4-2. DTC (Diagnosis Trouble Code) Table
*1: The area with *1 are purely vehicle side.
Code
Diagnostic Item
No.
U1000
CAN communication line
*1
Description of Diagnosis
Inspection Area
ECM cannot communicate with
Harness or connectors
other control units.
(CAN communication line is open or
ECM cannot communicate for more
shorted)
than the specified time.
P0016
Crankshaft position-camshaft posi-
The correlation between the crank-
Timing chain
tion correlation
shaft position sensor signal and
Signal plate
camshaft position sensor signal is
outside the normal range.
P0088
Fuel rail pressure too high
Fuel pressure is exessively higher
Fuel pump
than the specified value.
Harness or connectors
(The fuel pump circuit is open or
shorted.)
P0089
Fuel pump performance
Fuel pressure is too much higher
Fuel pump
than the target value.
P0093
Fuel system leak
"ECM detects a fuel system leak".
Fuel pump
(The relation between the output
Fuel rail
voltage to the fuel pump and the
Fuel pipe
input voltage from the fuel rail pres-
Fuel rail pressure relief valve
sure sensor is outside the normal
range.)
P0102
Mass airflow sensor circuit low input
Excessively low voltage from the
Harness or connectors
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Mass airflow sensor
P0103
Mass airflow sensor circuit high
Excessively high voltage from the
Harness or connectors
input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Mass airflow sensor
P0112
Intake air temperature sensor circuit
Excessively low voltage from the
Harness or connectors
low input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Intake air temperature sensor
-27-
Code
Diagnostic Item
No.
P0113
Description of Diagnosis
Inspection Area
Intake air temperature sensor circuit
Excessively high voltage from the
Harness or connectors
high input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Intake air temperature sensor
P0117
Engine coolant temperature sensor
Excessively low voltage from the
Harness or connectors
circuit low input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Engine coolant temperature sensor
P0118
Engine coolant temperature sensor
Excessively high voltage from the
Harness or connectors
circuit high input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Engine coolant temperature sensor
P0122
Accelerator pedal position sensor 1
Excessively low voltage from the
Harness or connectors
circuit low input
APP sensor 1 to the ECM.
(The APP sensor 1 circuit is open or
shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
1)
P0123
Accelerator pedal position sensor 1
Excessively high voltage from the
Harness or connectors
circuit high input
APP sensor 1 to the ECM.
(The APP sensor 1 circuit is open or
shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
1)
P0182
Fuel pump temperature sensor cir-
Excessively low voltage from the
Harness or connectors
cuit low input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Fuel pump temperature sensor
P0183
Fuel pump temperature sensor cir-
Excessively high voltage from the
Harness or connectors
cuit high input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Fuel pump temperature sensor
P0192
Fuel rail pressure sensor circuit low
Excessively low voltage from the
Harness or connectors
input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Fuel rail pressure sensor
P0193
Fuel rail pressure sensor circuit high
Excessively high voltage from the
Harness or connectors
input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Fuel rail pressure sensor
P0200
Fuel injector power supply circuit
ECM detects an excessively high/
low voltage from the fuel injection
power source.
-28-
ECM
Code
Diagnostic Item
No.
P0201
Description of Diagnosis
Inspection Area
No. 1 cylinder fuel injector circuit
An improper voltage signal is sent to
Harness or connectors
open
the ECM by the No. 1 cylinder fuel
(The sensor circuit is open or
injector.
shorted.)
Fuel injector #1
P0202
No. 2 cylinder fuel injector circuit
An improper voltage signal is sent to
Harness or connectors
open
the ECM by the No. 2 cylinder fuel
(The sensor circuit is open or
injector.
shorted.)
Fuel injector #2
P0203
No. 3 cylinder fuel injector circuit
An improper voltage signal is sent to
Harness or connectors
open
the ECM by the No. 3 cylinder fuel
(The sensor circuit is open or
injector.
shorted.)
Fuel injector #3
P0204
No. 4 cylinder fuel injector circuit
An improper voltage signal is sent to
Harness or connectors
open
the ECM by the No. 4 cylinder fuel
(The sensor circuit is open or
injector.
shorted.)
Fuel injector #4
P0217
Engine overheating
Cooling fan does not operate prop-
Harness or connectors
erly (overheating).
(The cooling fan circuit is open or
Cooling fan system does not oper-
shorted.)
ate properly (overheating).
Cooling fan
Engine coolant was not added to the
Radiator hose
system using the proper filling
Radiator
method.
Radiator cap
Water pump
Thermostat
P0222
Accelerator pedal position sensor 2
Excessively low voltage from the
Harness or connectors
circuit low input
APP sensor 2 to the ECM.
(The APP sensor 2 circuit is open or
shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
2)
P0223
Accelerator pedal position sensor 2
Excessively high voltage from the
Harness or connectors
circuit high input
APP sensor 2 to the ECM.
(The APP sensor 2 circuit is open or
shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
2)
P0234
Turbocharger overboost condition
ECM detects excessively high turbo- Turbocharger
charger boost pressure.
Vacuum hose (YD22DDTi engine
models)
Turbocharger boost control solenoid valve
(YD22DDTi engine models)
-29-
Code
Diagnostic Item
No.
P0237
Description of Diagnosis
Inspection Area
Turbocharger boost sensor circuit
Excessively low voltage from the
Harness or connectors
low input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Turbocharger boost sensor
P0238
Turbocharger boost sensor circuit
Excessively high voltage from the
Harness or connectors
high input
sensor to the ECM.
(The sensor circuit is open or
shorted.)
Turbocharger boost sensor
P0335
Crankshaft position sensor circuit
Crankshaft position sensor signal is
Harness or connectors
not detected by the ECM when the
(The sensor circuit is open or
engine is running.
shorted.)
Crankshaft position sensor
P0336
Crankshaft position sensor circuit
Crankshaft position sensor signal is
Crankshaft position sensor
range/performance
not the normal pattern when the
Signal plate
engine is running.
P0340
Camshaft position sensor circuit
Camshaft position sensor signal is
Harness or connectors
not detected by the ECM when the
(The sensor circuit is open or
engine is running.
shorted.)
Camshaft position sensor
P0341
Camshaft position sensor circuit
Camshaft position sensor signal is
Camshaft position sensor
range/performance
not the normal pattern when the
Signal plate
engine is running.
P0563
Battery voltage high
Excessively high voltage from the
Battery
battery to the ECM.
Battery terminal
Alternator
P0605
Engine control module (ROM)
ECM ROM is malfunctioning.
ECM
P0606
Engine control module (Processor)
ECM calculation function is malfunc- ECM
tioning.
P0628
Fuel pump control circuit low input
ECM detects a fuel pump control cir- Harness or connectors
cuit is open or short to the ground.
(The fuel pump circuit is open or
shorted.)
Fuel pump
P0629
Fuel pump control circuit high input
ECM detects a fuel pump control cir- Harness or connectors
cuit is short to power source.
(The fuel pump circuit is open or
shorted.)
Fuel pump
P0642
Accelerator pedal position sensor 1
ECM detects an excessively low
Harness or connectors
power supply circuit low
APP sensor 1 power source.
(The APP sensor 1 power supply circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
1)
-30-
Code
No.
P0643
Diagnostic Item
Description of Diagnosis
Inspection Area
Accelerator pedal position sensor 1
ECM detects an excessively high
Harness or connectors
power supply circuit high
APP sensor 1 power source.
(The APP sensor 1 power supply circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
1)
P0652
Accelerator pedal position sensor 2
ECM detects an excessively low
Harness or connectors
power supply circuit low
APP sensor 2 power source.
(The APP sensor 2 power supply circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
2)
P0653
Accelerator pedal position sensor 2
ECM detects an excessively high
Harness or connectors
power supply circuit high
APP sensor 2 power source.
(The APP sensor 2 power supply circuit is open or shorted.)
Accelerator pedal position sensor
(Accelerator pedal position sensor
2)
P0686
P1211
ECM relay circuit
TCS control unit
*1
ECM detects ECM relay is stuck
Harness or connectors
closed even if the ignition switch
(The ECM relay circuit is shorted.)
OFF.
ECM relay
ECM received malfunction informa-
ESP/TCS/ABS control unit
tion from the ESP/TCS/ABS control
TCS related parts
unit.
P1212
TCS communication line
*1
ECM cannot continuously receive
Harness or connectors
information from the ESP/TCS/ABS
(The CAN communication line is
control unit.
open or shorted.)
ESP/TCS/ABS control unit
Dead (Weak) battery
P1260
No. 1 cylinder fuel injector adjust-
Excessively low voltage from the
Harness or connectors
ment resistor low input
No. 1 cylinder fuel injector adjust-
(The fuel injector adjustment resistor
ment resistor to the ECM.
circuit is open or shorted.)
Fuel injector adjustment resistor #1
P1261
No. 1 cylinder fuel injector adjust-
Excessively high voltage from the
Harness or connectors
ment resistor high input
No. 1 cylinder fuel injector adjust-
(The fuel injector adjustment resistor
ment resistor to the ECM.
circuit is open or shorted.)
Fuel injector adjustment resistor #1
P1262
No. 3 cylinder fuel injector adjust-
Excessively low voltage from the
Harness or connectors
ment resistor low input
No. 3 cylinder fuel injector adjust-
(The fuel injector adjustment resistor
ment resistor to the ECM.
circuit is open or shorted.)
Fuel injector adjustment resistor #3
-31-
Code
No.
P1263
Diagnostic Item
Description of Diagnosis
Inspection Area
No. 3 cylinder fuel injector adjust-
Excessively high voltage from the
Harness or connectors
ment resistor high input
No. 3 cylinder fuel injector adjust-
(The fuel injector adjustment resistor
ment resistor to the ECM.
circuit is open or shorted.)
Fuel injector adjustment resistor #3
P1264
No. 4 cylinder fuel injector adjust-
Excessively low voltage from the
Harness or connectors
ment resistor low input
No. 4 cylinder fuel injector adjust-
(The fuel injector adjustment resistor
ment resistor to the ECM.
circuit is open or shorted.)
Fuel injector adjustment resistor #4
P1265
No. 4 cylinder fuel injector adjust-
Excessively high voltage from the
Harness or connectors
ment resistor high input
No. 4 cylinder fuel injector adjust-
(The fuel injector adjustment resistor
ment resistor to the ECM.
circuit is open or shorted.)
Fuel injector adjustment resistor #4
P1266
No. 2 cylinder fuel injector adjust-
Excessively low voltage from the
Harness or connectors
ment resistor low input
No. 2 cylinder fuel injector adjust-
(The fuel injector adjustment resistor
ment resistor to the ECM.
circuit is open or shorted.)
Fuel injector adjustment resistor #2
P1267
No. 2 cylinder fuel injector adjust-
Excessively high voltage from the
Harness or connectors
ment resistor high input
No. 2 cylinder fuel injector adjust-
(The fuel injector adjustment resistor
ment resistor to the ECM.
circuit is open or shorted.)
Fuel injector adjustment resistor #2
P1268
No. 1 cylinder fuel injector
The valve built into No. 1 cylinder
Fuel injector #1
fuel injector does not close properly
(stuck open) when the injector is not
energized.
P1269
No. 2 cylinder fuel injector
The valve built into No. 2 cylinder
Fuel injector #2
fuel injector does not close properly
(stuck open) when the injector is not
energized.
P1270
No. 3 cylinder fuel injector
The valve built into No. 3 cylinder
Fuel injector #3
fuel injector does not close properly
(stuck open) when the injector is not
energized.
P1271
No. 4 cylinder fuel injector
The valve built into No. 4 cylinder
Fuel injector #4
fuel injector does not close properly
(stuck open) when the injector is not
energized.
P1272
Fuel rail pressure relief valve open
Fuel rail pressure relief valve is
Fuel rail pressure relief valve
open.
P1273
Fuel pump insufficient flow
ECM detects an abnormal fuel pressure pulse.
-32-
Fuel pump
Code
Diagnostic Item
No.
P1274
Fuel pump protection
Description of Diagnosis
Inspection Area
Fuel pressure much higher than the
Harness or connectors
target value.
(The fuel pump circuit is open or
shorted.)
Fuel pump
P1275
Fuel pump exchange
Fuel pressure much higher than the
Harness or connectors
target value.
(The fuel pump circuit is open or
shorted.)
Fuel pump
P1610
—
Immobi. related
—
-1612,
P1614
-1617
*1
P2135
"Accelerator pedal position sensor 1,
The correlation between the APP
Harness or connectors
2 signal correlation"
sensor 1 signal and APP sensor 2
(The APP sensor circuit is open or
signal is outside the normal range.
shorted.)
Accelerator pedal position sensor
P2146
No. 1 and 4 cylinder fuel injector
Improper voltage signal sent to the
Harness or connectors
power supply circuit open
ECM by the No. 1 and 4 cylinder fuel
(The fuel injector circuit is open.)
injectors.
P2147
P2148
P2149
Fuel injector circuit low input
ECM detects the fuel injector circuit
Harness or connectors
is shorted to the ground.
(Fuel injector circuit shorted.)
ECM detects the fuel injector circuit
Harness or connectors
is shorted to the power source.
(Fuel injector circuit shorted.)
No. 2 and 3 cylinder fuel injector
Improper voltage signal is sent to
Harness or connectors
power supply circuit open
the ECM by the No. 2 and 3 cylinder
(The fuel injector circuit is open.)
Fuel injector circuit high input
fuel injectors.
P2228
Barometric pressure sensor circuit
Excessively low voltage from the
low input
barometric pressure sensor (built-
ECM
into ECM) to the ECM.
P2229
Barometric pressure sensor circuit
Excessively high voltage from the
high input
barometric pressure sensor (builtinto ECM) to the ECM.
-33-
ECM
5
External Wiring Diagram
5-1. ECU External Wiring Diagram
A. Diagram 1
ECCS RLY (MAIN RLY)
VNT PWM Drive
121
119
120
105
113
BATT
+BP
+BP
Main Relay
Main Relay
6
VNT
95
87
CAN1-H
CAN1-L
28
27
26
25
EGR #4 (B)
EGR #3 (A)
EGR #2 (B)
EGR #1 (A)
99
107
108
STA-SW
IG-SW
IG-SW
37
Glow RLY
59
60
61
62
78
RINJ1
RINJ2
RINJ3
RINJ4
A-GND
4
5
43
42
INJ COMMON
INJ COMMON
INJ1 DRV TWV1
INJ1 DRV TWV1
24
23
INJ2 DRV TWV2
INJ2 DRV TWV2
41
40
INJ3 DRV TWV3
INJ3 DRV TWV3
22
21
1
2
3
114
INJ4 DRV TWV4
INJ4 DRV TWV4
POWER GND
POWER GND
POWER GND
GND-C
P2
P1
AIRCON RLY
A/C COMP
RFAN-L
58
59
MOTOR FAN
RFAN-M
Immobilizer
SEC-E (Body Control Module)
RFAN-L
Fuel Consumption Calc.
CE lamp
STARTER CUT SYSTEM
Speed Sensor
Glow Light
OBD Light
Meter (for ED)
STARTER MOTOR
AC Switch
Laser unit
ABS unit
ACC unit
VDC unit
EGR Motor
This information(SEC-E, CAN system) is only for reference
(Please check vehicle harness system)
P2
S
OFF
KEY
IG
ACC
INJECTOR CORRECTION 1
INJECTOR CORRECTION 2
INJECTOR CORRECTION 3
INJECTOR CORRECTION 4
P3
40A for ceramic glow plugs
CYLINDER 1
BATTERY
CYLINDER 3
CYLINDER 4
Glow plugs
BODY EARTH
CYLINDER 2
ENG.BODY
BODY EARTH
Q000064E
-34-
B. Diagram 2
CONSULT2 CONNECTOR
J1962
A-VCC3
NE+
NE-
44
46
65
Crankshaft
A-VCC4
G+
G-
45
47
66
Camshaft
Ang
SHIELD GND
67
J1962
GST or
CONSULT2
BODY GND
Signal GND
CAN-H
K-Line
1 2 3 4 5 6 7 8
9 10 11 12 13 14 15 16
CAN-L
IGN SW Line
Unswit
BRAKE SW
ISO-K (K-Line)
89
ISO K-line
BATT
To Consult 2
BRAKE SW
Brake-SW1
100
A-VCC1
APS1
APS1GND
82
83
84
A-VCC2
APS2
APS2GND
SHIELD GND
90
91
92
85
SCV+
SCV-
10
29
FUEL TEMP
FUEL TEMP RTN
COOLANT TEMP
COOLANT TEMP RTN
50
69
51
70
PFUEL1
PFUEL2
A-VCC5
PFUEL RTN
A-VCC6
BOOST SENSOR
BOOST SENSOR RTN
48
49
63
68
64
52
71
Ext-Air-Temp-Sensor
Ext-Air-Temp-RTN
AMF SENSOR
AMF RTN
55
74
54
73
Neut-SW
Power STRG-SW
110
111
BRAKE LAMP
AWU
SCV
Common Rail Suction Pump
FUEL TEMP SENSOR
COOLANT TEMP SENSOR
SIG RAIL
5V PRESSURE
GND SENSOR
5V
BOOST
SENSOR
GND
EXT AIR TEMP SENSOR
SIG AMF
GND SENSOR VB
P1
BODY EARTH
BODY EARTH
Q000065E
-35-
5-2. ECU Connector Diagram
A. ECU Connector Terminal Layout
40-pin connector (Vehicle side)
81-pin connector (Engine side)
4
5
24 23 22 21 20 19 18 17 16 15 14 13 12 11 10 9 8 7 6
43 42 41 40 39 38 37 36 35 34 33 32 31 30 29 28 27 26 25
106 107 108 109 110 111 112 113
98 99 100 101 102 103 104 105
62 61 60 59 58 57 56 55 54 53 52 51 50 49 48 47 46 45 44
81 80 79 78 77 76 75 74 73 72 71 70 69 68 67 66 65 64 63
90 91 92 93 94 95 96 97
82 83 84 85 86 87 88 89
119
3
1
120
117
2
114
121
118
115
116
Q000063E
B. Terminal Connections
No.
Pin Symbol
Connections
No.
Pin Symbol
Connections
1
P-GND
POWER GROUND
31
—
—
2
P-GND
POWER GROUND
32
—
—
3
P-GND
POWER GROUND
33
—
—
4
COMMON 1 INJECTION COMMON
34
—
—
5
COMMON 1 INJECTION COMMON
35
—
—
6
VNT
36
—
—
EVRV FOR VNT
7
—
—
37
—
—
8
—
—
38
—
—
9
—
—
39
—
—
10
SCV+
SUCTION CONTROL VALVE
40
TWV3
INJECTION DRIVE 3
11
—
—
41
TWV3
INJECTION DRIVE 3
12
—
—
42
TWV1
INJECTION DRIVE 1
13
—
—
43
TWV1
INJECTION DRIVE 1
14
—
—
44
A-VCC3
SENSOR (POWER SUPPLY)
15
—
—
45
A-VCC4
SENSOR (POWER SUPPLY)
16
—
—
46
NE+
CRANKSHAFT POSITION SENSOR+
17
—
—
47
G+
CYLINDER RECOGNITION SENSOR+
18
—
—
48
PFUEL
RAIL PRESSURE SENSOR
19
—
—
49
PFUEL
RAIL PRESSURE SENSOR
20
—
—
50
THF
FUEL TEMP
21
TWV4
INJECTION DRIVE 4
51
THW
COOLANT TEMP
22
TWV4
INJECTION DRIVE 4
52
BOOST
BOOST SENSOR
23
TWV2
INJECTION DRIVE 2
53
—
24
TWV2
INJECTION DRIVE 2
54
AMF
AMF SENSOR
25
EGR#1
STEP MOTOR A
55
EXT-A-TMP
EXT-AIR-TEMP-SENSOR
26
EGR#2
STEP MOTOR B~
56
—
—
27
EGR#3
STEP MOTOR A~
57
—
—
28
EGR#4
STEP MOTOR B
58
—
—
29
SCV-
SUCTION CONTROL VALVE
59
RINJ1
INJECTOR CORRECTION 1
60
RINJ2
INJECTOR CORRECTION 2
30
—
—
-36-
—
No.
Pin Symbol
Connections
No.
Pin Symbol
APS2GND
Connections
61
RINJ3
INJECTOR CORRECTION 3
92
SENSOR GROUND
62
RINJ4
INJECTOR CORRECTION 4
93
—
—
63
A-VCC5
SENSOR (POWER SUPPLY)
94
—
—
64
A-VCC6
SENSOR (POWER SUPPLY)
95
CAN1-H
65
NE-
ENGINE SPEED SENSOR-
96
—
—
66
G-
CRANKSHAFT POSITION SENSOR-
97
—
—
67
S-GND
SHIELD GROUND
98
—
—
68
PFUELRTN
SENSOR GROUND
99
STA-SW
69
THFRTN
FUEL TEMP RTN
100 BRK1
70
THWRTN
COOLANT TEMP RTN
101
—
—
71
BOOSTRTN
BOOST SENSOR RTN
102
—
—
72
EGRLIFTRTN EGR LIFT SENSOR RTN
103
—
—
73
AMFRTN
AMF RTN
104
—
—
74
EXT-A-RTN
EXT-AIR-TEMP-SENSOR RTN
105 M-REL
CAN COMMUNICATION
STARTER SW
BRAKE SW1
MAIN RELAY
75
—
—
106
—
—
76
—
—
107 IG-SW
IGNITION SW
77
—
—
108 IG-SW
IGNITION SW
78
A-GND
INJECTOR CORRECTION RTN
109
79
AD5
ANALOG INPUT OPTION
110 N-SW
NEUT SW
80
AD6
ANALOG INPUT OPTION
111
POWER STRG SW
81
AD7
ANALOG INPUT OPTION
112
82
A-VCC1
SENSOR (POWER SUPPLY)
113 M-REL
MAIN RELAY
83
APS1
ACCEL PEDAL SENSOR
114 C-GND
SIGNAL GROUND
84
APS1GND
SENSOR GROUND
115
—
—
85
S-GND
SHIELD GROUND(APS)
116
—
—
117
—
—
118
—
—
86
—
87
CAN1-L
88
—
—
CAN COMMUNICATION
—
—
PS-SW
—
—
—
119 +BP
BATTERY+ (MAIN RELAY)
89
K-LINE
KWP2000 K-LINE
120 +BP
BATTERY+ (MAIN RELAY)
90
A-VCC2
SENSOR (POWER SUPPLY)
121 BATT
BATTERY+
91
APS2
ACCEL PEDAL SENSOR
-37-
Published: June 2003
［Duplication prohibited without permission］
Edited and published by:
Service Department, DENSO Corporation
1-1 Showa-cho, Kariya, Aichi Prefecture, Japan
[DTP]