DENSO SKYACTIV-D EURO 6 Engine Manual

MAZDA SKYACTIV-D Engine (EURO 6)

Common Rail System (CRS) Service

Manual

Issued : April 2012

Applicable Vehicle :

Vehicle Name

CX-5

Release Date

March 2012

50000061E

© 2012 by DENSO CORPORATION

All rights reserved. This material may not be reproduced or copied, in whole or in part, without the written permission of DENSO Corporation.

Table of Contents

Operation Section

1. Introduction

1.1

SKYACTIV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

1.2

SKYACTIV-D Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-1

2. Applicable Vehicles and Parts Information

2.1

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

2.2

Applicable Vehicles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.3

List of Primary Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-3

2.4

System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-5

3. Supply Pump

3.1

Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-8

3.2

Suction Control Valve (SCV) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-9

4. Rail

4.1

Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-10

5. Injectors

5.1

Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-11

5.2

Operation. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-12

5.3

Injector Return Back Pressure System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-13

6. Control System Parts

6.1

Engine ECU. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

6.2

Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-15

7. Fuel Injection Control

7.1

Injection Pattern. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-19

7.2

Microinjection Quantity Correction Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-20

7.3

Injector Temperature Characteristic Correction Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-23

7.4

Interval Dependence Correction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-25

7.5

Exhaust Gas Recirculation (EGR) Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-26

7.6

i-stop Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-27

8. Other Controls

8.1

Jet Pump (4WD Only) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-29

9. Exhaust Gas Treatment System

9.1

Diesel Particulate Filter (DPF) System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-30

10. Diagnostic Trouble Codes (DTC)

10.1

DTC List. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-32

11. Wiring Diagrams

11.1

Engine ECU External Wiring Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-52

11.2

Connector Diagrams . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-58

Operation Section

2 1

1. Introduction

1.1 SKYACTIV

The name SKYACTIV was chosen for several innovative next generation MAZDA technologies to evoke an image of vehicles that are not only "fun to drive", but achieve "superior environmental friendliness and safety." This manual introduces the following six key SKYACTIV technologies.

Technological Field

Engine SKYACTIV-G

Name

Transmission

Body

Chassis

SKYACTIV-D

SKYACTIV-Drive

SKYACTIV-MT

SKYACTIV-Body

SKYACTIV-Chassis

Description

A next-generation, high efficiency Direct Fuel

Injection (DFI) engine that suppresses knocking and achieves a high compression ratio (14:0).

A next-generation clean diesel engine that achieves a low compression ratio (14:0).

A next generation, high efficiency automatic transmission that achieves a high torque transmission ratio via lockup in all regions.

A next-generation manual transmission for FF vehicles that is both lightweight and compact.

A next-generation, lightweight body that achieves high rigidity combined with high collision safety.

A next-generation, high-performance, lightweight chassis that creates an effective balance between handling, and driving comfort.

1.2 SKYACTIV-D Features

SKYACTIV-D takes the following measures to lower fuel consumption.

Use of a variable valve lift mechanism to improve ignition stability when the engine is cold.

Use of two-stage supercharging control to generate high levels of supercharging efficiently. As such low emissions performance, low fuel consumption performance, high torque, and high response are attained.

Use of Exhaust Gas Recirculation (EGR) to clean exhaust gas and improve fuel economy.

Use of i-stop to improve fuel economy, as well as to lower the amount of exhaust gas and idling noise.

Low Compression Ratio

Combustion performance is improved via a low compression ratio (14:0).

Weight Reductions

Aluminum alloy cylinder block

Integrated exhaust manifold and cylinder head

Weight Reductions and Reduced Mechanical Resistance Losses

Optimized piston shape

Lightweight crankshaft journals

Operation Section

2 2

2. Applicable Vehicles and Parts Information

2.1 Outline

The SKYACTIV-D engine is equipped with the MAZDA CX-5 released in March 2012.

As a result, a Common Rail System (CRS) for the SKYACTIV-D engine has been newly designated.

This manual describes items specific to the parts used in the CRS for the SKYACTIV-D engine. For CRS basics, refer to the "COMMON RAIL SYSTEM SERVICE MANUAL -OPERATION (Doc ID: 00400534EA)."

The SKYACTIV-D engine CRS has undergone the following improvements to comply with exhaust gas regulations for 2014 (Euro 6).

System pressure: 200 MPa

Supply pump (HP3): Complies with pressures up to 200 MPa, newly designated injector return system discharge port

Rail: Complies with pressures up to 200 MPa, use of pressure relief valve

Injectors: G3P (use of piezo injectors)

Use of DPF system

Use of injector return system

Operation Section

2 3

2.2 Applicable Vehicles

Vehicle Name

CX-5

Vehicle

LDA-KE2FW (2WD)

LDA-KE2AW (4WD)

2.3 List of Primary Parts

Engine Type

SH

Supply Pump

Rail

Injector

ECU

Part Name

Crankshaft Position Sensor

Cylinder Recognition Sensor

Coolant Temperature Sensor

Fuel Temperature Sensor

A/F Sensor

Exhaust Gas Temperature Sensor

ETB

(Diesel Air Control Valve)

Exhaust Gas Recirculation (EGR) Valve

DENSO

Part Number

294000-166#

095600-502#

295900-026#

275700-507#

275700-511#

275700-508#

275700-506#

275700-509#

275700-504#

275700-502#

275700-510#

949979-066#

949979-188#

179700-048#

294009-010#

211200-444#

265600-327#

265600-328#

197920-010#

150100-020#

Exhaust Volume

2.2 L

Production Start

Date

March 2012

Customer

Part Number

SH01-13800

SH01-13GC0

SH01-13H50

SH02-18881

SH04-18881

SH01-18881

SH1A-18881

SH1B-18881

SH1J-18881

SH1K-18881

SH1M-18881

PE01-18221

N3R4-18221

SH01-18840

SH01-18822

SH01-188G1

SH01-187G0

SH02-187G0

SH01-136B0

SH01-20300

HP3

Remarks

G3P

AT, 2WD

Low power

AT, 4WD

High power

MT, 2WD

Low power

MT, 4WD

Low power

AT, 4WD

Low power

MT, 4WD

High power

AT, 4WD

High power

AT, 2WD

High power

NE Sensor

G Sensor

With O-ring

Oxidation catalyst inlet

DPF catalyst inlet

2 4

Operation Section

Part Name

Fuel Filter

Intercooler

Jet Pump

Electric Water Pump

DENSO

Part Number

186300-898#

186000-707#

186300-706#

127100-411#

167750-106#

113730-059#

Customer

Part Number

SH01-13480

SH02-13480

SH03-13480

SH01-13565

-

KD-612FX

Remarks

With heater, left-hand driver vehicles

Without heater, left-hand driver vehicles

Without heater, right-hand driver vehicles

4WD

For the EU

Operation Section

2.4 System Configuration

(1) Engine System Configuration

The SKYACTIV-D engine system is configured as shown in the figure below.

2 5

Operation Section

2 6

(2) Mounting Figure for Primary CRS Parts

The primary parts for the SKYACTIV-D CRS are mounted as shown in the figure below.

Operation Section

(3) CRS Configuration

The functional parts of the SKYACTIV-D CRS are shown in the figure below.

2 7

SKYACTIV-D

(4) Fuel Flow

Fuel flows through the CRS as shown below.

Conventional Type

Operation Section

2 8

3. Supply Pump

3.1 Outline

The supply pump used with the SKYACTIV-D engine CRS (HP3) complies with pressures up to 200 MPa.

In addition, a port has been established to feed fuel to the injector return system used with the CRS.

The fuel temperature sensor is separate from the pump, and is now set in the path between the supply pump and the fuel return.

Operation Section

2 9

3.2 Suction Control Valve (SCV)

The SCV used with the SKYACTIV-D engine CRS is a normally open SV3 type. The SV3 type has the following features.

A more compact design compared to the SV1 type due to a smaller solenoid

Improved valve sliding performance

Operation Concept Diagram

2 10

Operation Section

4. Rail

4.1 Outline

The rail used with the SKYACTIV-D engine CRS is compliant with pressures up to 200 MPa. The rail uses a new model pressure relief valve.

(1) Pressure Relief Valve

The pressure relief valve controls rail fuel pressure. If rail pressure reaches or exceeds a specified value, a solenoid coil is energized to open a path in the valve and return fuel to the fuel tank, thereby reducing pressure to the specified value.

(2) Rail Pressure Sensor

The rail pressure sensor is compliant with pressures up to 200 MPa.

Operation Section

2 11

5. Injectors

5.1 Outline

The G3P type piezo injectors equipped with the SKYACTIV-D engine CRS can inject fuel at extremely high pressure (200 MPa). As a result, the atomization of the fuel mist from the nozzle is improved, leading to increased combustion efficiency, and reduced exhaust gas quantity.

A piezo injector primarily consists of a piezo stack, large diameter piston, small diameter piston, control valve, and nozzle needle.

The piezo stack is a laminated body consisting of alternating layers of a substance called PZT

(PbZrTiO3), and thin electrodes. By applying voltage, the characteristics of a piezo element are used to expand and shrink the stack via the inverse piezoelectric effect.

Small displacements of the piezo stack are expanded by transmitting actuation from the large diameter piston to the small diameter piston.

The small diameter piston moves the control valve to regulate the pressure inside the injector.

The nozzle needle is moved up and down via control valve pressure control.

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Operation Section

Correction Points Using QR Codes

5.2 Operation

Non-Injection

When voltage is not applied to the piezo stack, the pressure in the control chamber and at the bottom of the nozzle needle is at the same value as fuel in the rail. The nozzle needle remains closed due to the difference in surface area exposed to pressure between the control chamber and bottom of the nozzle needle. Therefore, injection is not performed.

Injection

When voltage is applied to the piezo stack, the stack expands. The transmission of actuation power from the large diameter piston to the small diameter piston expands the displacement of the piezo stack and pushes the control valve down, thereby opening the upper seat and closing the lower seat. As a result, fuel is discharged from the control chamber to the leak path via orifice A, and control chamber pressure decreases. Since pressure on the bottom of the nozzle needle becomes greater than that of the control chamber, the nozzle needle is pushed up and injection begins.

Injection Complete

When the voltage applied to the piezo stack is removed, the stack shrinks, and both the large and small diameter pistons, as well as the control valve rise. Additionally, the lower seat opens and the upper seat closes. As a result, a fuel path to the control chamber opens, and fuel pressure in the control chamber quickly returns to the same pressure as the rail. Therefore, the nozzle needle is pushed downward, and fuel injection stops.

Operation Section

2 13

5.3 Injector Return Back Pressure System

When the injector return side is dry (no fuel) and air enters the displacement expansion chamber inside the injector, the ability to transmit piezo stack displacement is lost, and injection is no longer possible. To prevent the aforementioned circumstances, fuel is sent to the injector return side from the supply pump via the feed valve to apply back pressure. The air is therefore compressed and eliminated to improve startability.

The injector return system is built into the lower case of the engine compartment. Injector return system construction and operation are detailed below.

(1) Construction

Injector return system construction is shown in the figure below.

Operation Section

2 14

(2) Operation

When the Feed Valve Operates

When the pressure in the lower case drops below a constant value, a ball inside the valve presses on a spring, and fuel flows into the lower case (injector side) from the supply pump.

When the Back Pressure Valve Operates

When the fuel returning from the injectors exceeds a constant value, a ball inside the valve presses on a spring, and a fuel path is opened to the fuel tank side.

Operation Section

2 15

6. Control System Parts

6.1 Engine ECU

The engine ECU regulates the fuel injection system and performs overall engine control.

6.2 Sensors

(1) Crankshaft Position Sensor (NE Sensor) and Cylinder Recognition Sensor (G Sensor)

The crankshaft position sensor and cylinder recognition sensor used with the SKYACTIV-D engine CRS are Magnetic Resistance Element (MRE) type devices.

2 16

Operation Section

Crankshaft Position Sensor (NE Sensor)

The crankshaft position sensor detects the crankshaft angle. The pulsar has 56 teeth (separated at 6°CA intervals, with four missing teeth to detect Top Dead Center [TDC] for cylinders no. 1 and no. 4).

Cylinder Recognition Sensor (G Sensor)

The cylinder recognition sensor identifies the engine cylinders. The pulsar has five teeth (recognition of

TDC for each cylinder + recognition of cylinder no. 1).

Operation Section

2 17

(2) Coolant Temperature Sensor

The coolant temperature sensor is attached to the engine cylinder block to detect engine coolant temperature.

The coolant temperature sensor makes use of a thermistor. Thermistors display a characteristic in which the resistance value of the element changes in accordance with temperature. As such, the thermistor detects temperature by converting changes in coolant temperature into changes in resistance. As temperature increases, the thermistor resistance value decreases.

(3) Fuel Temperature Sensor

The fuel temperature sensor detects the fuel temperature, and sends corresponding signals to the engine ECU. The

ECU then calculates an injection correction suited to the fuel temperature based on the signal information. The SKY-

ACTIV-D engine CRS has a fuel return path from the supply pump built into the engine compartment lower case.

Operation Section

2 18

(4) A/F Sensor

The A/F sensor detects the air-fuel ratio in the engine across all regions from rich to lean based on the oxygen concentration in the vehicle exhaust gas and the concentration of unburned fuel. The air-fuel ratio is fed back to the engine ECU to control combustion in a state optimized to the driving conditions.

(5) ETB (Diesel Air Control Valve)

The ETB operates a DC throttle motor to change the throttle position in accordance with signals from the

ECU that correspond to the accelerator position. Additionally, the ETB is interlocked with the key switch to block intake air when stopping the engine to reduce engine vibration.

Operation Section

2 19

7. Fuel Injection Control

7.1 Injection Pattern

The fuel injection system allows a maximum of nine separate injections (a limit exists for each injection group) to be set. However, injection settings are performed with a guard placed on the number of injections to prevent exceeding the following: 1) the charging capacity of the DC-DC converter for the piezo injector actuation circuit, and 2) the maximum actuation frequency limit due to ECU heat generation.

Pilot and pre-injections are performed in accordance with engine load conditions and the environment to shorten the main injection ignition lag, to suppress NOx generation, as well as to decrease combustion noise and vibration.

After-injection is performed to re-combust PM and CO, and to activate the oxidation catalyst at an early stage. Post-injection is performed to raise the DPF temperature to the necessary value required to combust the PM accumulated within the DPF.

Operation Section

2 20

7.2 Microinjection Quantity Correction Control

Outline

Under microinjection quantity correction control, multiple injections are performed under stable idle conditions. The difference between the injection command value at the time of injection and the actual injection quantity (standard injection quantity) necessary to achieve equilibrium with the target idle rotational speed is learned by the system. The learning results are then used to correct the actual injection quantity.

Goal

To reduce injection quantity disparity and to suppress engine noise and smoke generation.

Control Outline

Learning is automatically performed every 2,000 km with the engine in an idle state. Rail pressure is raised in order from 35 MPa to 65 MPa, and finally to 95 MPa with learning being performed at each of the three pressure levels. Actual learning takes place under the following control flow.

Operation Section

2 21

Determinations for Learning Conditions

Learning is performed when the engine is in an idle state and all environmental conditions such as temperature are satisfied.

The figure below shows the specific details for each learning determination.

Performing Multiple Injections

Learning is performed when the engine is in an idle state and all environmental conditions such as temperature are satisfied.

The figure below shows the specific details for each setting.

Learning Correction Quantity Calculation

The learning correction quantity is calculated by detecting the difference between the injection command value setting for multiple injections and the actual injection quantity (standard injection quantity) necessary to achieve equilibrium with the target idle rotational speed.

The figure below shows the processing for the aforementioned corrections.

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Operation Section

Reflection of the Learning Correction Quantity

In this process, the learning correction quantity is reflected in the command injection pulse width (TQ) so that the actual injection quantity becomes the target injection quantity. The figure below shows the processing for the aforementioned corrections.

[ REFERENCE ]

In addition to the learning performed automatically at three different pressure levels, the learning performed by a dealer (with diagnostic tools) when an injector or the engine ECU is replaced adds learning at 140

MPa and 197 MPa for a total of five different levels.

However, learning at 140 MPa and 197 MPa is performed while the engine is in an idle-up state with an eye towards supply pump reliability.

Operation Section

2 23

7.3 Injector Temperature Characteristic Correction Control

Outline

Injectors possess a characteristic under which the injection quantity changes according to the fuel temperature. As a result of fluctuations in this characteristic, a disparity occurs between the injection quantity command value and the actual injection quantity. Injector temperature characteristic correction control corrects any discrepancies due to temperature.

Goal

To achieve the combustion target and to stabilize engine performance (emissions, output) by minimizing injection quantity discrepancies caused by fuel temperature fluctuations.

Control

Control takes place as follows: 1) fuel temperature inside the injector is estimated, 2) the difference is calculated between the command injection quantity and the actual injection quantity at the estimated fuel temperature, 3) the calculated difference is passed along to injector control as the correction quantity.

1) Estimating Fuel Temperature Inside the Injector

Injectors are heavily influenced by the engine temperature (roughly equivalent to engine coolant temperature). Additionally, combustion heat and heat generated by injector leak also act as influencing factors.

2) Calculating the Difference in Injection Quantities

To calculate the difference in injection quantities, first the actual injection quantity is estimated from the following: 1) the fuel temperature estimated in step 1 and, 2) the injection conditions (rail pressure, command injection quantity) from the pre-adjusted injection quantity fluctuation characteristics map. Finally the actual quantity is used to calculate the difference with the command quantity.

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Operation Section

3) Calculating the Difference in Injection Quantities

The calculated difference in injection quantities is passed along to injector actuation control to adjust the actuation pulse duration for each injection stage.

Operation Section

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7.4 Interval Dependence Correction

Outline

The interval dependence correction compensates for fluctuations in the post-injection quantity due to pressure pulsations that occur when an injector nozzle seats.

Control Outline

The interval dependence correction performs control by calculating the pre-adjusted injection quantity correction based on the following: 1) the length of the high-pressure fuel path from the injector nozzle to the rail,

2) the pressure pulsation transmission interval calculated from the fuel environmental conditions (fuel temperature and pressure), and 3) injection conditions (fuel pressure, fuel injection quantity, injection interval).

Operation Section

2 26

7.5 Exhaust Gas Recirculation (EGR) Control

Outline

EGR control decreases the NOx generated in large quantities at high temperatures by recirculating the exhaust gas through the combustion chamber and lowering the combustion temperature.

Furthermore, the EGR cooler path contains an EGR valve with a DC motor to perform control that is optimized to the engine state. The EGR valve has an angle sensor that detects the valve position and outputs corresponding signals to the ECU. The ECU sends current through the DC motor so that the valve opens to the appropriate angle.

Operation Section

2 27

7.6 i-stop Control

Outline i-stop control is a system that automatically stops and starts the engine when the vehicle is not moving to improve fuel economy, reduce exhaust gas, and decrease idling noise.

i-stop Operating Conditions i-stop operates under the conditions shown below.

AT

MT

Engine Stop Conditions

Brake pedal depressed

Shift position in the "D" or "M" range

Accelerator pedal not depressed

Vehicle speed within a predetermined range

(0 km/h)

Coolant temperature within a predetermined range (30°C ~ 110°C)

A/C set temperature at a value other than

MAX or MIN

Battery voltage at least 11.2 V

Steering angle 65° or less left to right

Altitude 1,500 m or less

Brake pedal depressed

Shift position in the "N" range

Accelerator pedal not depressed

Vehicle speed within a predetermined range

(0 km/h)

Coolant temperature within a predetermined range (30°C ~ 110°C)

A/C set temperature at a value other than

MAX or MIN

Battery voltage at least 11.2 V

Steering angle 65° or less left to right

Altitude 1,500 m or less

Engine Restart Conditions

When any of the following are detected:

Foot released from the brake pedal

Shift position in the "P" or "N" range

Accelerator pedal depressed

Accelerator pressed while in the "D" or "M" range

Shift position changed

("P" or "N" range - "D", "M" or "R" range)

When A/C set temperature is changed to

MAX or MIN

When any of the following are detected:

Clutch pedal depressed

Accelerator pedal depressed

When A/C set temperature is changed to

MAX or MIN

Change in vehicle speed

Operation Section

2 28

Improved Engine Restarts When Under i-stop Control

Smooth startability is required when restarting the engine with i-stop control. Therefore, the crankshaft position sensor identifies the cylinder prior to top dead center of compression so that injection to that cylinder can be pinpointed.

Operation Section

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8. Other Controls

8.1 Jet Pump (4WD Only)

Outline

When the fuel tank main-side level is low, the jet pump feeds fuel from the sub-tank side to the main side so that the fuel level inside the tank is always stable.

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Operation Section

9. Exhaust Gas Treatment System

9.1 Diesel Particulate Filter (DPF) System

The DPF system efficiently traps and purifies Particulate Matter (PM), CO, and HC contained in diesel engine exhaust gas. The DPF system comes with PM forced regeneration control that allows exhaust gas to be purified according to driving conditions.

(1) System Configuration

Electronic Control Configuration

Sensors: Exhaust gas temperature sensor, differential pressure sensor (non-DENSO products)

ECU: Engine ECU

Actuators: Injectors

Mechanical Configuration (Non-DENSO Products)

DPF, Oxidation catalyst

Operation Section

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(2) Sensors

Exhaust Gas Temperature Sensors

Exhaust gas temperature sensors are installed before and after the oxidation catalyst to detect the exhaust gas temperature across the DPF. Temperature increase control signals are sent by the sensors to the engine ECU for use in NOx reduction and PM regeneration. The exhaust gas temperature sensor is a thermistor element in which the resistance value changes according to temperature variations.

(3) Operation Outline

Fuel injection patterns are optimized by using the common rail type fuel injection system so that afterinjection increases the exhaust gas temperature to approximately 250°C, even from low exhaust gas temperatures. Post-injection adds HC to the catalyst to further increase the DPF temperature to 650°C, or the PM self-combustion temperature, thereby enabling the PM trapped in the DPF to be regenerated in a short time period.

P0030

P0034

P0035

P0047

P0048

P004C

P004D

P0072

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Operation Section

10. Diagnostic Trouble Codes (DTC)

10.1 DTC List

DTC

SAE

Code

Check

Light

Diagnosis Item Judgment Conditions

P0016 Speed-G phase gap malfunction

Crank- cam pulse input relative position abnormality

Crank-cam error correction quantity > 15

°

CA

A/F sensor heater abnormality: high

Actuation circuit voltage

> 0.25 V (battery voltage)

A/F sensor heater abnormality: low

Actuation circuit voltage

< 0.25 V (battery voltage)

Two-stage turbocharger compressor bypass valve: open circuit, ground short

Actuation circuit voltage

< 0.35 V (battery voltage)

Two-stage turbocharger compressor bypass valve:

+B short

Two-stage turbocharger regulator valve: open circuit, ground short

Two-stage turbocharger regulator valve:

+B short

Two-stage turbocharger wastegate valve: ground short

Actuation circuit current > 5.9 A

Actuation circuit voltage

< 0.35 V (battery voltage)

Actuation circuit current > 5.9 A

Actuation circuit voltage

< 0.35 V (battery voltage)

Two-stage turbocharger wastegate valve:

+B short

Actuation circuit current > 3.5 A

A/C ambient temperature sensor: low

Sensor output voltage 0.182 V

Fail-Safe

DTC

SAE

Code

Check

Light

Diagnosis Item

P0073

P0079

P007B

P007C

P007D

P0080

P0087

P0088

P0089

P0093

P0096

P0097

Operation Section

Fail-Safe

2 33

Judgment Conditions

A/C ambient temperature sensor high

Sensor output voltage 4.886 V

Exhaust VVL valve ground short

Abnormal intake air sensor characteristics

Actuation circuit voltage <

0.35 V (battery voltage)

Difference in temperature between the intake air temperature sensor (with Mass Air Flow

[MAF] meter) and the intake air temperature sensor (intake manifold) 50°C

Intake air temperature sensor: low

Sensor output voltage 0.041 V

Intake air temperature sensor: high

Sensor output voltage 4.900 V

Exhaust VVL valve +B short Actuation circuit current > 5.9 A

Rail under-pressure abnormality

Rail over-pressure abnormality

Rail pressure divergence (undershoot side)

threshold level (ex.: 30 MPa) state continues

Rail pressure divergence (overshoot side)

threshold level (ex.: 30 MPa) state continues

Actual rail pressure

>

217 MPa Rail high-pressure abnormality

Fuel leak

Difference with calculated value for high-pressure fuel consumption (every 90°CA) > threshold level (ex.: 120 mm3/st)

Abnormal intake manifold temperature sensor characteristics

Difference in temperature between the intake air temperature sensor

(with Mass Air Flow [MAF] meter) and the intake air temperature sensor (downstream of I/C) 50

°

C

Intake air temperature sensor

(intake manifold): low

Sensor output voltage 0.044 V

2 34

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item

P0098

P009B

P009F

P0101

P0102

P0103

P0106

P0107

P0108

Judgment Conditions

Intake air temperature sensor

(intake manifold): high

Sensor output voltage 4.900 V pressure relief valve coil short abnormality pressure relief valve actuation line abnormality pressure relief valve

MOS short abnormality (ECU)

Number of MOS switch actuation detections for the pressure reduction valve actuation circuit > threshold level (ex.: 190 times, energization time: 10 msec)

Number of MOS switch actuation detections for the pressure reduction valve circuit < 4

Downstream voltage for the actuation circuit when the pressure reduction valve is not actuated: high pressure relief valve pressure reduction function abnormality

Abnormal Mass Air Flow (MAF) meter characteristics

Pressure reduction flow volume

(calculated value from change in rail pressure)

<

threshold level

(ex.: 40 mm 3 /st)

Air flow volume threshold level

(ex.: 210 mg/cyl, engine rotational speed: 2,000 rpm)

MAF meter: low Sensor output voltage 0.289 V

MAF meter: high Sensor output voltage 4.624 V

Abnormal Manifold Absolute

Pressure (MAP) sensor characteristics

Difference between MAP sensor

(compressor outlet), atmospheric pressure sensor (built into ECU), and exhaust gas pressure sensor

50 kPa

MAP sensor (intake manifold): low

Sensor output voltage 0.136 V

MAP sensor (intake manifold): high

Sensor output voltage 4.910 V

Fail-Safe

P0111

P0112

P0113

P0116

P0117

P0118

P0121

P0122

P0123

P0131

P0132

P0133

P0134

P0154

DTC

SAE

Code

Check

Light

Diagnosis Item

Operation Section

Fail-Safe

2 35

Judgment Conditions

Intake air temperature sensor

(with MAF meter) CCM diagnosis

Difference between intake air temperature sensor (intake manifold) and intake air temperature sensor (downstream of I/C)

50

°

C

Intake air temperature sensor

(with MAF meter): low

Sensor output voltage 0.336 V

Intake air temperature sensor

(with MAF meter): high

Sensor output voltage 4.511 V

Abnormal coolant temperature sensor characteristics 2

Difference between maximum and minimum coolant temperatures recorded in history

0.004

°C

Coolant temperature sensor: low Sensor output voltage

<

0.090 V

Coolant temperature sensor: high Sensor output voltage 4.826 V

Abnormal accelerator pedal position sensor 1 characteristics

Voltage difference between accelerator pedal position sensor systems 1 and 2

>

0.5 V

Accelerator pedal position sensor

1: low

Sensor output voltage 0.277 V

Accelerator pedal position sensor

1: high

Sensor output voltage 4.828 V

A/F sensor + terminal: low Sensor output voltage 0.400 V

A/F sensor - terminal: low

A/F sensor + terminal: high

Sensor output voltage 0.400 V

Sensor output voltage 4.400 V

A/F sensor - terminal: high Sensor output voltage 4.400 V

Poor A/F sensor activation

A/F sensor +, - terminal short

Atmospheric learning abnormality

A/F sensor resistance value

100 (after heater activation: less than or equal to 40 )

Difference between sensor output terminal voltages 0.1 V

Deviation from atmospheric O2 concentration 36.5%

P0181

P0182

P0183

P0191

P0192

P0193

P0196

P0197

P0198

P0201

2 36

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item

P0202

P0203

Judgment Conditions

Abnormal fuel temperature sensor characteristics

Difference between maximum and minimum fuel temperatures recorded in history 1

°C

Fuel temperature sensor: low Sensor output voltage 0.118 V

Fuel temperature sensor: high Sensor output voltage 4.833 V

Abnormal rail pressure sensor characteristics

Amount of change in sensor output voltage (compared to previous value) 0.00245 V

Rail pressure sensor: low Sensor output voltage 0.514 V

Rail pressure sensor: high Sensor output voltage 4.808 V

Abnormal oil temperature sensor characteristics

Difference with coolant temperature sensor 50

°

C

Oil temperature sensor: low Sensor output voltage 0.211 V

Oil temperature sensor: high

Injector 1 open circuit

Cylinder switch 1 short

Injector 4 open circuit

Cylinder switch 4 short

Injector 2 open circuit

Cylinder switch 2 short

Sensor output voltage 4.929 V

Open circuit downstream of cylinder no. 1 injector circuit

Short in ECU internal cylinder selection switch for cylinder no. 1 injector

Open circuit downstream of cylinder no. 2 injector circuit

Short in ECU internal cylinder selection switch for cylinder no. 2 injector

Open circuit downstream of cylinder no. 3 injector circuit

Short in ECU internal cylinder selection switch for cylinder no. 3 injector

Fail-Safe

DTC

SAE

Code

Check

Light

Diagnosis Item

P0204

P0219

P0222

P0223

P0234

P0236

P0237

P0238

P0299

Operation Section

Fail-Safe

2 37

Judgment Conditions

Injector 3 open circuit

Cylinder switch 3 short

Engine overrun abnormality

Open circuit downstream of cylinder no. 3 injector circuit

Short in ECU internal cylinder selection switch for cylinder no. 3 injector

Engine rotational speed 5,670 rpm

Accelerator pedal position sensor

2: low

Sensor output voltage 0.217 V

Accelerator pedal position sensor

2: high

Sensor output voltage 4.147 V

Excessive supercharging (compact turbocharger region)

The difference between the target manifold pressure and actual manifold pressure in the compact turbocharger range is below the specified value continuously for seven seconds

Abnormal MAP sensor (compressor outlet) characteristics

Difference between MAP sensor

(intake manifold), pressure sensor (built into ECU), exhaust gas pressure sensor 50 kPa

MAP sensor

(compressor outlet): low

MAP sensor

(compressor outlet): high

Sensor output voltage 0.127 V

Sensor output voltage 4.092 V

Insufficient supercharging (compact turbocharger region)

The difference between the target manifold pressure and actual manifold pressure in the compact turbocharger range exceeds the specified value continuously for seven seconds

2 38

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item

P02CA

P02CB

P0301

P0302

P0303

P0304

P0313

P0336

Judgment Conditions

Excessive supercharging (heavy duty turbocharger region)

Insufficient supercharging (heavy duty turbocharger region)

The difference between the target manifold pressure and actual manifold pressure in the heavyduty turbocharger range is below the specified value continuously for seven seconds

The difference between the target manifold pressure and actual manifold pressure in the heavyduty turbocharger range exceeds the specified value continuously for seven seconds

Injector function (non-injection) 1

Injector function (non-injection) 2

Difference in rotational fluctuations between cylinders > 0.212

msec (MT vehicles; target rotational speed: 750 rpm, coolant temperature: 80

°

C)

Difference in rotational fluctuations between cylinders > 0.212

msec (MT vehicles; target rotational speed: 750 rpm, coolant temperature: 80

°

C)

Injector function (non-injection) 3

Injector function (non-injection) 4

Difference in rotational fluctuations between cylinders > 0.212

msec (MT vehicles; target rotational speed: 750 rpm, coolant temperature: 80

°

C)

Difference in rotational fluctuations between cylinders > 0.212

msec (MT vehicles: target rotational speed: 750 rpm, coolant temperature: 80

°

C)

RDP control status 2 Remaining fuel quantity

<

4 L

Crankshaft position sensor pulse count abnormality

NE pulse count between missing teeth does not equal 56

Fail-Safe

P0337

P0339

P0402

P0404

P0405

P0406

P0341

P0342

P0383

P0384

P0401

DTC

SAE

Code

Check

Light

Diagnosis Item

Operation Section

Fail-Safe

2 39

Judgment Conditions

Crankshaft position sensor pulse input failure

No NE pulse input

Crankshaft position sensor reverse pulse output failure abnormality

Deviation between recorded crankshaft position during an engine stall and crankshaft position during restart cylinder recognition 6 CA

Crankshaft position sensor forward/reverse pulse inversion abnormality

Reverse rotation pulse input (during forward rotation)

Cylinder recognition sensor pulse count abnormality

G pulse count between extra teeth does not equal five

Cylinder recognition sensor pulse count input failure

No G pulse input

Actuation signal between ECU and glow unit: open circuit, ground short

Actuation signal between ECU and glow unit:

+B short

Actuation circuit voltage < 0.35 V

(battery voltage)

Actuation circuit current > 5.9 A

Low Exhaust Gas Recirculation

(EGR) flow volume abnormality

EGR flow volume at or below a constant value in relation to the target value continuously for eight seconds

High EGR flow volume abnormality

EGR flow volume at or above a constant value in relation to the target value continuously for eight seconds

EGR DC motor abnormality DC motor actuation current

>

8 A

EGR lift sensor: low

EGR lift sensor: high

Sensor output voltage 0.241 V

Sensor output voltage 4.856 V

P0471

P0472

P0473

P0480

P0481

P0488

P0500

P0522

P0523

P0524

P0532

P0533

P053B

2 40

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item

P0421

Judgment Conditions

Oxidation catalyst diagnosis

Difference in exhaust gas temperature before and after passing the oxidation catalyst is at or below the specified value continuously for between 60 and 80 seconds

Abnormal exhaust gas pressure sensor characteristics

Difference between MAP sensor

(intake manifold), MAP sensor

(compressor outlet), and atmospheric pressure sensor (built into ECU) 50 kPa

Exhaust pressure sensor: low Sensor output voltage 0.117 V

Exhaust pressure sensor: high Sensor output voltage 4.858 V

FANPWM1 malfunction

(FANPWM1)

Radiator fan 1 actuation duty stuck in high/low

FANPWM2 malfunction

(FANPWM2)

Radiator fan 2 actuation duty stuck in high/low

EGR valve (cooler side) energization duty abnormality detection

Energization duty continuously

90%

CAN communication vehicle speed malfunction

Vehicle speed signal error message received from ABS/DSC, or

CAN ID217 received from ABS/

DSC

Oil pressure sensor: low Sensor output voltage 0.135 V

Oil pressure sensor: high

Oil pressure zero abnormality

A/C compressor sensor: low

A/C compressor sensor: high

Blow-by heater relay: open circuit, ground short

BBH circuit low abnormality

Sensor output voltage 4.809 V

Engine oil pressure is less than

30 hPa

Sensor output voltage 0.053 V

Sensor output voltage 4.950 V

Actuation circuit voltage < 0.35 V

(battery voltage)

Circuit voltage is low when there is a relay ON command

Fail-Safe

DTC

SAE

Code

Check

Light

Diagnosis Item

Operation Section

Fail-Safe

2 41

Judgment Conditions

P053C

P0545

P0546

P0555

P0571

P057F

P058A

P0601

P0602

P0605

P055F

Blow-by heater relay:

+B short

Actuation circuit current > 1.5 A

BBH circuit high abnormality

Circuit voltage is high when there is a relay OFF command

Exhaust gas temperature sensor: low

Sensor output voltage 0.134 V

Abnormal exhaust gas temperature sensor characteristics

Sensor output voltage 4.96 V

Master vacuum pressure sensor: low

Master vacuum pressure sensor: high

Sensor output voltage 0.133 V

Sensor output voltage 4.906 V

Low oil pressure abnormality

After a determined amount of time has elapsed since engine start-up, the engine oil pressure is at or below the specified value.

(Ex.: engine oil pressure is 80 kPa or less when engine rotational speed is 2,000 rpm or lower)

Brake switch signal abnormality

(1 and 2 correlation abnormality)

Battery deterioration (overall energy)

(BMS_SOHCBF)

Inconsistency between brake switch 1 and brake switch 2

Battery charge/discharge abnormality

Current sensor malfunction

Current sensor internal abnormality, battery voltage abnormality, battery fluid temperature abnormality

Diesel Particulate Filter (DPF) related EEPROM abnormality

Data flash data corruption abnormality

VID writing abnormality

ECU flash ROM abnormality

Data flash writing value abnormal

Data flash checksum abnormal

P062A

P062B

P0642

P0643

P0646

P0647

P0652

P0653

P0668

P0669

P0670

P0671

P0606

P0607

P0610

P0615

2 42

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item Judgment Conditions

ECU abnormality (main IC abnormality)

Main IC run pulse input failure

ECU abnormality (monitoring IC abnormality)

Monitoring IC run pulse input failure

VID checksum abnormality

Starter malfunction (ISS_STA)

Data flash checksum abnormality

Engine start-up speed exceeds the guaranteed performance speed for the starter or starter relay

SCV +B short Diagnosis signal fixed at high

SCV actuation system abnormality

Diagnosis signal fixed at low

Injector actuation circuit D3P communication abnormality

Communication abnormal between injector actuation IC and ECU

Sensor voltage 1: low Sensor output voltage 3.894 V

Sensor voltage 1: high

A/C magnetic clutch relay: open circuit, ground short

A/C magnetic clutch relay:

+B short

Sensor voltage 2: low

Sensor output voltage 4.115 V

Actuation circuit voltage < 0.35 V

(battery voltage)

Actuation circuit current > 1.5 A

Sensor output voltage 3.894 V

Sensor voltage 2: high Sensor output voltage 4.115 V

ECU internal temperature sensor: low

Sensor output voltage 0.100 V

ECU internal temperature sensor: high

Sensor output voltage 4.900 V

Glow unit control circuit abnormality

No. 1 cylinder glow plug circuit abnormality

Abnormality due to diagnosis signal from glow unit

Abnormality due to diagnosis signal from glow unit

Fail-Safe

Operation Section

Fail-Safe

2 43

DTC

SAE

Code

Check

Light

Diagnosis Item Judgment Conditions

P0672

P0673

P0674

P0683

P0684

P06B8

P06DB

P06DC

P06DD

P06DE

P0703

P0704

P07BE

No. 2 cylinder glow plug circuit abnormality

Abnormality due to diagnosis signal from glow unit

No. 3 cylinder glow plug circuit abnormality

Abnormality due to diagnosis signal from glow unit

No. 4 cylinder glow plug circuit abnormality

Abnormality due to diagnosis signal from glow unit

DI signal between ECU and glow stuck high

Glow unit diagnosis signal stuck high

DI signal between ECU and glow stuck low

Glow unit diagnosis signal stuck low

No DI signal connection between

ECU and glow

Glow unit diagnosis signal not received

Data flash abnormality

Variable relief oil pump valve: ground short

Variable relief oil pump valve:

+B short

Brake switch diagnosis

Clutch switch diagnosis

Neutral switch malfunction

Data flash read/write abnormality

Data flash writing counts

325,000 times

Actuation circuit voltage < 0.35 V

(battery voltage)

Actuation circuit current > 5.9 A

Oil pump switching high-pressure abnormality

Engine oil pressure exceeds 250 hPa

Oil pump switching low-pressure abnormality

Engine oil pressure is less than

250 hPa

No brake switch input even though the vehicle has been stopped several times at or above a constant vehicle speed value

No clutch switch input even though the vehicle has been stopped several times at or above a constant vehicle speed value

Inconsistency between neutral switch, neutral sub-switch

P0850

P0A0F

P0A8D

P0A94

P1140

P115A

P115B

P1196

P1200

P1260

P1282

P1303

P1329

P132E

2 44

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item Judgment Conditions

Neutral switch diagnosis

No neutral switch input even though there have been several clutch switch inputs at or above a constant vehicle speed value

IR run failure (ISS_IRFAIL) i-stop i-stop restart fault

Decreased battery voltage

When the battery voltage, ECU control voltage, or DC-DC converter control voltage is low at engine start-up

DC-DC malfunction

(DCDC_FAIL1)

Water level switch diagnosis

Abnormality received in communications from the DC-DC converter

When the water level switch (with fuel filter) is ON

RDP control status 1 Remaining fuel quantity

<

5 L

RDP control status 3 Remaining fuel quantity

<

3.9 L

Main relay abnormality

Learning incomplete (failure to finish learning)

Immobilizer abnormality

Main relay stuck high during main relay OFF command

Incomplete injector microinjection

Q learning

Pump protective fail plug

Immobilizer verification failure

Actual rail pressure

>

threshold level (ex.: 123 MPa, 750 rpm)

EGR valve initialize abnormality

Pump replacement fail flag

Failure to learn EGR valve fully closed position

Actual rail pressure threshold level (ex.: 200 MPa, 750 rpm)

Wastegate valve function diagnosis

Wastegate valve is open when there is a wastegate valve close command in the compact turbocharger region

Fail-Safe

P176E

P1905

P2002

P2032

P2033

P2101

P2105

P1336

P1378

P1379

P1589

P1675

P1676

P167B

DTC

SAE

Code

Check

Light

Diagnosis Item

Operation Section

Fail-Safe

2 45

Judgment Conditions

Cylinder recognition sensor installation phase disparity abnormality

NE-G phase deviation

>

4.56

°

CA

Injector low charge

Injector overcharge

Intake throttle valve sticking abnormality

Low injector actuation circuit charge voltage

High injector actuation circuit charge voltage

Target opening - actual opening

4.2

°

QR data write failure abnormality No injector QR correction data

QR data abnormality

QR correction information input abnormality

Injector QR correction data checksum abnormality

Injector QR correction data range abnormality

Learning execution failure (failure to start)

Injector microinjection Q learning cannot be executed

Clutch stroke sensor: low Sensor output voltage 0.202 V

Clutch stroke sensor: high Sensor output voltage 4.852 V

Clutch malfunction (ISS_CLAB)

Inconsistency between the clutch switch, clutch cut switch, clutch stroke sensor

Test terminal short

Differential pressure type DPF diagnosis

Test terminal ON

Pressure difference across the

DPF is less than the specified value

Upstream oxidation catalyst temperature low

Sensor output voltage 0.107 V

Abnormal temperature characteristics upstream of oxidation catalyst

DC motor overcurrent abnormality

Sensor output voltage 4.960 V

DC motor actuation current

>

8 A

Overrun diagnosis

Engine rotational speed 1,000 rpm when the key is OFF

2 46

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item

P2118

P2146

P2147

P2148

P2149

P2150

P2151

P2227

P2228

P2229

P2261

Judgment Conditions

Intake throttle valve energization duty abnormality

COM1 open circuit

COM1 ground short

COM1 +B short

COM 2 open circuit

COM 2 ground short

Energization duty continuously

90%

Open circuit upstream of cylinders no. 1, 4 injector circuit

Ground short upstream of cylinders no. 1, 4 injector circuit

+B short upstream of cylinders no. 1, 4 injector circuit

Open circuit upstream of cylinders no. 2, 3 injector circuit

Ground short upstream of cylinders no. 2, 3 injector circuit

COM 2 +B short

Abnormal atmospheric pressure sensor (built into the engine

ECU) characteristics

+B short upstream of cylinders no. 2, 3 injector circuit

Difference between MAP sensor

(intake manifold), MAP sensor

(compressor outlet), and exhaust gas pressure sensor

50 kPa

Atmospheric pressure sensor

(built into ECU): low

Sensor output voltage 1.151 V

Atmospheric pressure sensor

(built into ECU): high

Sensor output voltage 4.656 V

Compressor bypass valve function diagnosis

Turbocharger compressor bypass valve is open during a close command, or closed during an open command

Fail-Safe

P242F

P244A

P2452

P2453

P2454

P2455

P2456

P2458

P2263

P242C

P242D

DTC

SAE

Code

Check

Light

Diagnosis Item

Operation Section

Fail-Safe

2 47

Judgment Conditions

Regulator valve lift feedback diagnosis

Difference between the target regulating valve position and the actual regulating valve position is

10 mm or more continuously for three seconds

Temperature upstream of DPF low

Sensor output voltage 0.107 V

Abnormal temperature characteristics upstream of the DPF

Sensor output voltage 4.960 V

DPF PM accumulation abnormality 3

PM volume 17 g/L

DPF PM accumulation abnormality 4

PM volume 17 g/L

DPF PM accumulation abnormality 5

PM volume 100 g/L

Differential pressure sensor upstream piping abnormality

Differential pressure 0.2 kPa

Differential pressure sensor upstream piping abnormality

Differential pressure 0.2 kPa

Differential pressure sensor offset abnormality

Differential pressure -5 kPa

5 kPa differential pressure

Differential pressure sensor gain abnormality

Differential pressure threshold level (ex.: 100 kPa, exhaust gas flow rate: 10 m 3 /min)

Differential pressure sensors upstream/downstream of DPF low

Sensor output voltage 0.217 V

Differential pressure sensors upstream/downstream of DPF high

Sensor output voltage 4.843 V

Differential pressure sensor intermediate abnormality

Difference between differential pressure maximum and minimum

0.1 kPa

DPF PM accumulation abnormality 1

PM volume 10 g/L

P245A

P245B

P2463

P246C

P2494

P2495

P24A5

2 48

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item

P2502

P2503

P2504

Judgment Conditions

EGR valve (cooler side)

DC motor status abnormality

EGR DC motor temperature abnormality

DC motor actuation current

DC motor actuation current

>

8 A

>

8 A

EGR bypass valve (ECU side) high duty abnormality diagnosis

DPF PM accumulation abnormality 2

Energization duty continuously

95%

PM volume 13 g/L

Oil dilution 6

Oil dilution quantity (calculated from injection quantity) threshold level (Ex.: 16,751 g, intake air temperature: 20

°

C)

EGR lift sensor 2: low Sensor output voltage 0.168 V

EGR lift sensor 2: high Sensor output voltage 4.870 V

EGR feedback abnormality

Energization duty continuously

>

69%

EGR bypass valve stuck open

B terminal open circuit warning

(ALC_BOPEN)

EGR valve position sensor output value is not at fully closed during a fully closed command

When the alternator generated voltage is at least 17 V and the battery voltage is 11 V or less continuously for five seconds

Alternator malfunction

(ALC_ALTTF)

Alternator generated current is between 8 to 5 V or less continuously for five seconds, regardless of whether or not the alternator target power generation current is 20 A or more

Excessive voltage warning

(ALC_OVCHG)

Alternator generated voltage is at least 18.5 V, or battery voltage is

16 V or more continuously for five seconds

Fail-Safe

P2507

P252F

P253F

P2564

P2565

P2610

P2621

P2622

U0073

U0074

U0101

U0104

DTC

SAE

Code

Check

Light

Diagnosis Item

Operation Section

Fail-Safe

2 49

Judgment Conditions

Back-up memory power supply malfunction determination (PBATTF)

Back-up power supply voltage

1/4 battery voltage

Oil dilution

Oil dilution 2

Oil dilution quantity (calculated from injection quantity) 1,161 g

Oil dilution quantity (calculated from injection quantity) 2,236 g

Oil dilution 5

Oil dilution

Oil dilution quantity (calculated from injection quantity) threshold level (ex.: 16,751 g, intake air temperature: 20

°

C)

Engine oil pressure has dropped

50 kPa or more compared to when the oil was changed

VNT lift sensor: low

(two-stage turbocharger)

VNT lift sensor: high

(two-stage turbocharger)

Sensor output voltage 0.214 V

Sensor output voltage 4.786 V

Soak timer abnormality diagnosis HEC internal failure detection

Intake throttle valve position sensor: low

Intake throttle valve position sensor: high

Sensor output voltage 0.113 V

Sensor output voltage 4.812 V

CAN 1 communication bus off abnormality

When the HS-CAN (public) bus is off

CAN 2 communication bus off abnormality

When the HS-CAN (private) bus is off

CAN 1 communication no TCM reception abnormality

When the CAN (public) message is not received from TCM

CAN 2 communication no TCM reception abnormality

When the CAN (private) message is not received from TCM

CAN 1 communication no PCS reception abnormality

When the CAN message is not received from PCS

U0155

U0214

U0235

U0298

U0121

U0131

U0140

U0151

U0302

U0305

U0315

U0320

U0323

U0336

U0338

U0433

2 50

Operation Section

DTC

SAE

Code

Check

Light

Diagnosis Item Judgment Conditions

CAN 1 communication no DSC reception abnormality

CAN 1 communication no EPAS reception abnormality

When the CAN message is not received from DSC

When the CAN message is not received from EPAS

CAN 1 communication no FBCM reception abnormality

When the CAN message is not received from FBCM

CAN 1 communication no RCM reception abnormality

When the CAN message is not received from RCM

CAN 1 communication no HEC reception abnormality

CAN 1 communication no SSU reception abnormality

When the CAN message is not received from HEC

When the CAN message is not received from SSU

CAN 1 communication no CVM reception abnormality

When the CAN message is not received from CVM

DC-DC communication error

DC-DC converter information communication error from FBCM

CAN communication CNTCS abnormality diagnosis (TCM)

When there is a CAN message checksum abnormality from TCM

CAN communication CNTCS abnormality diagnosis (PCS)

When there is a CAN message checksum abnormality from PCS

CAN communication CNTCS abnormality diagnosis (ABS/

DSC)

CAN communication CNTCS abnormality diagnosis (EPAS)

When there is a CAN message checksum abnormality from ABS/

DSC

When there is a CAN message checksum abnormality from

EPAS

CAN communication CNTCS abnormality diagnosis (HEC)

When there is a CAN message checksum abnormality from HEC

CAN communication CNTCS abnormality diagnosis (RCM)

When there is a CAN message checksum abnormality from RCM

CAN communication CNTCS abnormality diagnosis (SSU)

When there is a CAN message checksum abnormality from SSU

ICA updatebit fail determination istop

Correct data cannot be received from RBCM

Fail-Safe

DTC

SAE

Code

Check

Light

Diagnosis Item

U2300

U3000

B10A2

Operation Section

Fail-Safe

2 51

Judgment Conditions

GCC abnormality diagnosis

HEC not configured or correct data cannot be received from

HEC

Immobilizer abnormality

History of fuel cut-off control operation during a collision

Data flash three-point check abnormality

Fuel cut-off command received from RCM

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Operation Section

11. Wiring Diagrams

11.1 Engine ECU External Wiring Diagrams

(1) AT

Operation Section

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Operation Section

(2) MT

Operation Section

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Operation Section

Operation Section

2 57

Operation Section

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11.2 Connector Diagrams

(1) AT

(2) MT

Operation Section

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Service Division DENSO CORPORATION

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