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SERVICE MANUAL - Service

1. DTC No Detection Item Fail Safe Operation Conditions P0180 39 Fuel Temperature Sensor A Circuit Fuel temperature fixed at 40 C Pass condition detected Fuel temperature sensor 104 P0182 39 Fuel Temperature Sensor A Circuit Low Input Fuel temperature sensor low input P0183 39 Fuel Temperature Sensor A Circuit High Input Fuel temperature sensor high input P0190 49 Fuel Rail Pressure Sensor Circuit Limits engine power Ignition switch OFF Fuel pressure sensor P0192 49 Fuel Rail Pressure Sensor Circuit Low Input Fuel pressure sensor low input P0193 49 Fuel Rail Pressure Sensor Circuit High Input Fuel pressure sensor high input P0200 97 Injector Circuit Open Limits engine power Ignition switch OFF EDU system for injector malfunction P0234 Turbo Super Charger Exessive Boost Limits engine power Ignition switch OFF Turbocharger system malfunction Po299 Turbo Super Charger Insufficient Limits engine power Ignition switch OFF Boost Turbocharger system malfunction P0335 12 Crankshaft Position Sensor A Circuit Limits engine power Pass condition detected Crankshaft position sensor P0340 12 Camshaft Position Sensor A Circuit Limits engine power Pass condition detected Bank 1 or Single Sensor Camshaft position sensor P0488 15 Exhaust Gas Recirculation Throttle Limits engine power Ignition switch OFF Position Control Range Performance
2. cuit Open or short in diesel throttle valve fully opened switch circuit Diesel throttle valve assy ECU 51 DTC No Detection Item Trouble Area 2 MIL Memory P0500 42 Vehicle Speed Sensor A Open or short in speed sensor circuit O O Vehicle speed sensor Speed sensor Combination meter ECU Skid control ECU P0504 51 Brake Switch A B Correlation Short in stop lamp switch signal circuit O Stop lamp rationality Stop lamp switch ECU P0606 ECU PCM Processor ECU ECU P0607 Control Module Performance O O ECU P0627 Fuel Pump Control Circuit Open Open or shot in suction control valve circuit O O Common rail system malfunc Suction control valve tion ECU P1229 78 Fuel Pump System Common rail Short in supply pump suction control valve cir O O system malfunction cuit Supply pump suction control valve ECU P1251 3 Step Motor For Turbocharger Turbo motor driver O O Control Circuit Intermittent Open or short in turbo motor driver circuit Turbocharger system malfunc Turbocharger sub assy tion ECU P1601 89 Injector Correction Circuit EE Injector compensation code O O PROM ECU ECU P1611 17 IC Circuit Malfunction ECU O O ECU P2008 3 Intake Manifold Runner Control VSV for swirl control valve O O Circuit Open Bank 1 Open or short in VSV for swirl control valve Swirl control sy
3. 4 4 DTC DIAGNOSTIC TROUBLE CODE CHART lt NOTE gt The parameters listed in the chart are for reference only Factors such as instrument type may cause readings to differ slightly from stated values If any DTCs are displayed during a check mode DTC check check the circuit for the DTCs listed in the table below DTC No Detection Item Trouble Area MIL Memory P0045 3 Turbo Super Charger Boost Turbo motor driver O O Control Solenoid Circuit Open Open or short in turbo motor driver circuit Turbocharger system malfunc ECU tion P0087 49 Fuel Rail System Pressure Too Open or short in fuel pressure sensor circuit O O Low Fuel pressure sensor Fuel pressure sensor system ECU malfunction P0088 78 Fuel Rail System Pressure Too Supply pump suction control valve O O High Pressure limiter Common rail system malfunc Short in supply pump suction control valve cir tion cuit ECU P0093 78 Fuel System Leak Detected Fuel line between supply pump and common rail O O Large Leak Fuel line between common rail and each injector Fuel leaks common rail sys Supply pump tem Common rail Injectors Pressure limiter Open or short in EDU circuit P0200 set simulta neously Open or short in injector circuit EDU P0200 set simultaneously ECU P0095 23 3 4 Intake Air Temperature Sensor 2 Open or short in diesel turbo IAT sens
4. Operation The TWV Two Way Valve solenoid valve opens and closes the outlet orifice to control both the pressure in the control chamber and the start and end of injection A No injection When no current is supplied to the solenoid the spring force is stronger than the hydraulic pressure in the control cham ber 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 asa result fuel is not injected B Injection When current is initially applied to the solenoid the attraction force of the solenoid pulls the solenoid valve up effectively opening the outlet orifice and allowing fuel to flow out of the control chamber After the fuel flows out the pressure in the control chamber decreases pulling the command piston up This causes the nozzle needle to rise and the injection to start The fuel that flows past the outlet orifice flows to the leak pipe and below the command piston The fuel that flows below the piston lifts the piston needle upward which helps improve the nozzle s opening and closing response When current continues to be applied to the solenoid the nozzle reaches its maximum lift where the injection rate is also at the maximum level When current to the solenoid is turned OFF the solenoid valve falls causing the nozzle needle to close immediately
5. Wiring Color Terminal Description Condition Specified Condition BATT E6 2 E1 E8 7 L BR Battery for measuring Always 9to 14V battery voltage and for ECU memory IGSW E5 9 E1 E8 7 B O BR Ignition switch Ignition switch ON 9to14V B E5 1 E1 E8 7 B BR Power source of ECU Ignition switch ON 9to14V MREL E5 8 E1 E8 7 W G BR MAIN Relay Ignition switch ON 9to14V Ignition switch OFF 0 to 1 5 V VC E7 18 E1 E8 7 R W BR Power source of sensor Ignition switch ON 4 5 to 5 5 V a specific voltage VPA1 E5 22 EP1 E5 28 W L BR W Accelerator pedal posi Ignition switch ON acceler 0 5 to 11 V tion sensor for engine ator pedal fully released control Ignition switch ON acceler 2 6 to 4 5 V ator pedal fully depressed VPA2 E5 23 EP2 E5 29 GR G BR Y Accelerator pedal posi Ignition switch ON acceler 1 2t0 2 0 V tion sensor for sensor ator pedal fully released malfunction detection Ignition switch ON acceler 3 4 to 5 0 V ator pedal fully depressed VCP1 E5 26 EP1 E5 28 LG R BR W Power source of acceler Ignition switch ON 4 5 to 5 0 V ator pedal position sen sor for VPA VCP2 E5 27 EP2 E5 29 BR R BR Y Power source of acceler Ignition switch ON 4 5 to 5 0 V ator pedal position sen sor for VPA2 VG E8 24 EVG E8 32 W R B W meter Idling A C switch OFF 0 5to 3 4 V THA E7 31 E2 E7 28 Y B BR IAT sens
6. E Voltage Correla tion Accelerator pedal position sen sor malfunction P2226 A5 6 Barometric Pressure Circuit ECU ECU P2228 A5 Barometric Pressure Circuit Low Input ECU P2229 A5 6 Barometric Pressure Circuit High Input ECU U0001 A2 6 High Speed CAN Communica Open or short TCM and ECU circuit TCM ECU tion Bus B2799 Engine Immobilizer System Mal Immobilizer system function lt NOTE gt 1 O MIL Malfunction Indicator Lamp illuminates MIL does not illuminate e 2 0 DTC is stored in the ECU DTC is not stored in the ECU 3 Only for 1KD FTV 4 Only for 2KD FTV w 51 Only for 2KD FTV w o 6 A in the above table indicates that the MIL flashes 10 times 53 4 5 FAIL SAFE CHART A Fail Safe Chart If any of the following DTCs are set the ECU enters fail safe mode to allow the vehicle to be driven temporarily Fail Safe Deactivation Leak Fuel leaks in common rail system then stalls the engine DTC No Detection Item Fail Safe Operation Conditions P0045 Turbo Super Charger Boost Control Limits engine power Ignition switch OFF Solenoid Circuit Open Turbocharger system malfunction P0087 49 Fuel Rail System Pressure Too Low Limits engine power Ignition switch OFF Fuel pressure sensor system mal function P0088 78 Fuel Rail System Pr
7. 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 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 closed type the intake valve closes during de energization Q000706E Intake pressure Intake Valve Injector Discharge Valve lt Feed pressure High pressure Plunger 9 4 Return pressure Return Spring IS Return Fuel Overflow Cooler LU E Cooler Camshaft LI c ER Fuel Fuel Filter with Priming Pump Q000707E Fuel Sensor je y DP Regulating Valve Ring Cam Radi Pump Body Drive Shaft a SD Plunger DU ee C am Ss b 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 E Regulating va
8. Intake air pressure sensor high input P0110 24 Intake Air Temperature Circuit Open or short in IAT sensor circuit O O Intake air temperature sensor JAT sensor built into MAF meter built into mass air flow meter JAT sensor 4 5 P0112 24 Intake Air Temperature Circuit ECU O O Low Input Intake air temperature sensor built into mass air flow meter low input P0113 24 Intake Air Temperature Circuit O O High Input Intake air temperature sensor built into mass air flow meter high input P0115 22 Engine Coolant Temperature Cir Open or short in ECT sensor circuit O O cuit Engine coolant temperature sensor ECT sensor ECU 49 2 DTC No Detection Item Trouble Area MIL Memory P0117 22 Engine Coolant Temperature Cir Open or short in ECT sensor circuit O O cuit Low Input ECT sensor Engine coolant temperature ECU sensor low input P0118 22 Engine Coolant Temperature Cir O O cuit High Input Engine coolant temperature sensor high input P0120 41 Throttle Pedal Position Sensor Open or short in throttle position sensor circuit O O Switch A Circuit Intake shutter Throttle position sensor throttle valve position sensor ECU P0122 41 Throttle Pedal Position Sensor Throttle position sensor O O Switch A Circuit Low Open or short in VLU circuit Input Intake shutter throttle Open in VC circuit valve pos
9. Intake shutter P0500 42 Vehicle Speed Sensor A Vehicle speed fixed at 0 km h 0 mph Pass condition detected Vehicle speed sensor P0627 78 Fuel Pump Control Circuit Open Limits engine power Pass condition detected Common rail system malfunction P1229 78 Fuel Pump System Common rail sys Limits engine power Ignition switch OFF tem malfunction P1251 Turbo Super Charger Excessive Boost Limits engine power Ignition switch OFF Too High Turbocharger system malfunction P1611 17 IC Circuit Malfunction ECU Limits engine power Ignition switch OFF 56 DTC No Detection Item Fail Safe Operation Fail Safe Deactivation Conditions P2120 19 Throttle Pedal Position Sensor Switch D Circuit Accelerator pedal position sensor sensor 1 P2121 19 Throttle Pedal Position Sensor Switch D Circuit Range Performance Accelerator pedal position sensor rationality sensor 1 P2122 19 Throttle Pedal Position Sensor Switch D Circuit Low Input Accelerator pedal position sensor low input sensor 1 P2123 19 Throttle Pedal Position Sensor Switch D Circuit High Input Accelerator pedal position sensor high input sensor 1 P2125 19 Throttle Pedal Position Sensor Switch E Circuit Accelerator pedal position sensor sensor 2 P2127 19 Throttle Pedal Position Sensor Switch E Circuit Low Input Accelerator pedal position sensor low inpu
10. Switch OFF Q000953E d Fuel Filter Warning Light Operation The light blinks in accordance with the sedimenter level warning switch and turns ON in accordance with the fuel filer warning switch signal Sedimenter Warming Fuel Filter Warming Q000954E 41 D Fuel Filter Replacement Reference Replace the filter element when the filter is clogged The shape of the filter element is shown in the diagram on the right Filter Element Q000955E Loosen the case as shown in the diagram on the right and replace the filter element Filter elements are supplied via the TOYOTA route Q000956E 42 4 DIAGNOSIS SYSTEM 4 1 DESCRIPTION When troubleshooting Multiplex OBD M OBD vehicles the vehicle must be connected to the DST 2 Various data output from the vehicle s Engine Control Unit ECU can then be read The vehicle s on board computer illuminates the Malfunc tion Indicator Lamp MIL on the instrument panel when the computer detects a malfunction in the computer itself or in drive system components In addition the applicable Diag nostic Trouble Codes DTCs are recorded in the ECU memory If the malfunction does not reoccur the MIL turns ON until the ignition switch is turned OFF and then the MIL turns OFF when the ignition switch is turned ON but the DTCs re main recorded in the ECU memory Q000929E To check the DTCs connect the DST 2 to the DLC3 Data Link Conn
11. and the injection to stop Actuation Actuation current current Valve spring Outlet orifice E Inlet orifice Control chamber Control chamber Control chamber pressure pressure i pressure Injection rate Injection rate Command End of injection Q000149E 18 d OR codes Conventionally adjusting resistors were used for fuel injection quantity correction However QR Guick Response codes have been adopted to enhance correction precision Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points and thus the injection quantity control precision has improved The characteristics of the engine cylinders have been further uni fied contributing to improvements in combustion efficiency reductions in exhaust gas emissions and so on Adjusting Resistance Correction Points Conventional QR Code Correction Points New 2KD 1 5 135MPa 105MPa 54MPa 32MPa Injection Quantity Q Injection Quantity Q Actuating Pulse Width TQ Actuating Pulse Width TQ 135 Injection Quantity Q Actuating Pulse Width TQ gggo744 1 Location of QR codes QR Codes 9 9mm ZL Pm NZ d 0000 BC SA ID Codes 30 base 16 characters Base 16 characters nothing fuel injection guantity correction information for market service use Q000715E 19 e Repair P
12. b Turn the ignition switch OFF c Connect the DST 2 to the DLC3 d Turn the ignition switch ON and turn the DST 2 ON e Enter the following menus Powertrain Engine and ECT Check Mode f sure the MIL flashes as shown in the illustration g Start the engine the MIL should turn off h Simulate the conditions of the malfunction described by the 1 Clear DTCs and Freeze Frame Data without using the DST 2 Perform either one of the following operations Disconnect the battery negative cable for more than 1 minute 2 Remove the EFI fuse from the engine room R B located inside the engine compartment for more than 1 minute CAUTION When disconnecting the battery cable perform the INITIALIZE procedure DST 2 only Compared to normal mode check mode is more sensitive to malfunctions Therefore check mode can de tect the malfunctions that cannot be detected by normal mode In check mode the ECU sets DTCs using 1 trip detection All the stored DTCs and freeze frame data are erased if 1 the ECU is changed from normal mode to check mode or vice versa 2 the ignition switch is turned from ON to ACC or OFF while in check mode Before changing modes always customer Check the DTC s and freeze frame data using the DST 2 After checking the DTC inspect the appropriate circuits 47 DENSO DST 2 DENSO G000930E ON OF 0 1 I 0 13 seconds F 3 seconds EM Q000937E
13. 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 ro tation 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 Ouantity Decrease To Ouantity Decrease Fuel Discharge Pump Chamber gt Outer Rotor Intake Port gt Discharge Quantity Increase Quantity Increase From Port Fuel Intake Fuel Tank b SOV Suction Control Valve Alinear solenoid type valve has been adopted The ECU controls the duty ratio the duration in which current is applied to the SCV in order to control the quantity of fuel that is supplied to the high pressure plunger 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 valve needle to the right side and changing the opening of the fuel passage to regulate the fuel quantity With the SCV ON the valve spring contracts completely opening the fuel passage and supplying fuel to the pl
14. the main injection Common Rail System Injection Pressure Control Injection Timing Control Injection Rate Control Optimization High pressurization Optimization Pilot injection Common rail system Common rail system njection rate Injection Quantity Control Cylinder injection Conventional volume correction pump Conventional pump Injection pressure Particulate Injection timing Injection pressure B Comparison to the Conventional System In line VE Pump Common Rail System High pressure Pipe Momentary High Pressure Timer Governor System In line Pump VE Pump Rail Nozzle Usually High Pressure Delivery Valve AR Feed Pump SCV Suction Control Valve Fuel Tank Injector Injection Quantity Control Pump Governor Engine ECU Injector TWV Injection Timing Control Pump Timer Engine ECU Injector TWV Rising Pressure Pump Engine ECU Supply Pump Distributor Pump Engine ECU Rail Injection Pressure Control Dependent upon Speed and Injection Quantity Engine ECU Supply Pump SCV 2 1 TWV Two Way Valve 2 SCV Suction Control Valve ap2341E SYSTEM CONFIGURATION Main System Components Location 1 Instrument Panel J B Assy AM1 H fuse ECU IG amp GAUGE Fuse STOP Fuse IGN Fuse MET Fuse ST Fuse Combination Meter DLC3 Accelerator Pedal Rod
15. 1417 Sensor 2 0 1108 Q000722E 29 Various Types of Controls Outline This system effects fuel injection guantity 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 Fuel Injection Rate Control Function Pilot injection control injects a small amount of fuel before the main injection Fuel Injection Guantity Control Function The fuel injection guantity control function replaces the conventional governor function It controls the fuel injection to an optimal injection guantity based on the engine speed and accelerator position signals 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 guantity Fuel Injection Pressure Control Function Rail Pressure Control Function 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 con trol so
16. 1KD FTV 2 Only for 2KD FTV Y i 3 Only for 1KD FTV 2KD FTV w CAC 59 Throttle Control Motor Manifold Absolute Pressure Sensor EGR Valve Position Sensor Fuel Pressure Sensor Fuel Temperature Sensor veu ECT Sensor 2 gt IF co Z jD 2 PS Diesel Turbo IAT Sensor 3 Camshaft Position Sensor Crankshaft Position Sensor i Q000940E c Wiring Diagram 3 ECU GLOW Relay O Combination Meter To Battery Q000941E 60 B ECU Connector Diagram a Connector Terminal Layout Connector Terminal Configuration 135 pin 34P 35P 1 41 ED A em few isl wn Www H T KS efe emm vas ARA 34 tu Tele VA Rf PDT Me ac 69 28 34 62 104 135 Q000938E lt NOTE gt The standard normal voltage between each pair of ECU terminals is shown in the table below The appropriate conditions for checking each pair of terminals are also indicated The result of checks should be compared with the standard normal voltage for that pair of terminals displayed in the Specified Condition column The illustration above can be used as a reference to identify the ECU terminal locations Symbols Terminal No
17. 800 6680 896610K330 MA175800 6710 896610K340 MA175800 6720 896610K350 MA175800 6690 896610K360 MA175800 6670 896610K370 EDU 101310 5441 8987071011 101310 5481 8987071021 EGR valve VN101397 1000 258000L010 Accelerator pedal module 198800 3140 7812009010 DENSO Part Car Manufacturer Vehicle Name Part Type Nail sis Reference HILUX KIJYANG INNOVA INNOVA Supply pump SM294000 0350 221000L020 HP3 2KD FTV Injector 5 095000 5520 2367001010 Rail SMO95440 0551 238100LO10 NE sensor 029600 1151 90919 05050 TDC sensor 029600 0630 90919 05025 Coolant temperature sensor 179700 0451 89422 33030 Fuel temperature sensor 179730 0020 89454 60010 B Turbo pressure sensor 079800 7470 89421 71020 Air flow meter VN197400 4000 Engine ECU MA175800 6800 896610K390 MA175800 6740 896610K400 MA175800 6760 896610K410 MA175800 6780 896610K440 MA175800 6790 896610K450 MA175800 6730 896610K460 MA175800 6750 896610K470 MA175800 6770 896610K480 MA175800 6830 896610K490 MA175800 6850 896610K500 MA175800 6870 896610K530 EDU 101310 5441 8987071011 101310 5481 8987071021 EGR valve VN101397 0990 258000L020 Accelerator pedal module 198800 3140 7812009010 2 OUTLINE 2 1 OUTLINE OF SYSTEM e The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines and aimed for 1 fur
18. AR etaed as Pa a iaa a E er ea ee 45 4 3 CHECK MODE PROCEDURE ehh haha hse nn nnn 47 4 4 DTC DIAGNOSTIC TROUBLE CODE CHART ehh nnns 48 4 5 EAIL SAFE CHART k Gada cace 01 Bane aye NUT SG 54 4 6 EXTERNAL WIRING DIAGRAM hh nnns nnn 58 1 PRODUCT APPLICATION LIST 1 1 PRODUCT APPLICATION LIST Exhaust Vehicle Name Vehicle Model Engine Model Reference Volume HILUX KIJYANG INNOVA INNOVA KUN15R KUN16R 1KD FTV 3 0L IMV Since August 2004 1KD FTV HILUX KIJYANG INNOVA INNOVA KUN10R KUN25R 2KD FTV 2 5L IMV Since August 2004 2KD FTV KUN26R KUN40R DENSO Part Car Manufacturer Vehicle Name Part Type Reference Number Part Number HILUX KIJ YANG INNOVA INNOVA Supply pump SM294000 0350 221000L020 HP3 1KD FTV Injector SM095000 5442 236700L020 Rail SM095440 0551 238100L010 NE sensor 029600 1151 90919 05050 TDC sensor 029600 0630 90919 05025 Coolant temperature sensor 179700 0451 89422 33030 Fuel temperature sensor 179730 0020 89454 60010 B Turbo pressure sensor 079800 7470 89421 71020 Air flow meter VN197400 4000 Engine ECU MA175800 6590 896610K200 MA175800 6600 896610K210 MA175800 6610 896610K220 MA175800 6650 896610K250 MA175800 6640 896610K260 MA175800 6630 896610K290 MA175800 6620 896610K300 MA175800 6660 896610K310 MA175800 6670 896610K320 MA175
19. Assy Accelerator Pedal Position Sensor Engine Room R B J B Integration Relay EDU Relay MAIN Relay GLOW Relay ST Relay ALT H fuse GLOW H fuse BATT P I H fuse AM2 H fuse EFI Fuse Q000703E Location 2 1KD FTV Injector Manifold Absolute Pressure Sensor MAF Meter Diesel Turbo IAT Sensor Diesel Throttle Body Assy E VRV for EGR EGR Valve Assy VSV for EGR CUT VSV for swirl control valve Common Rail Assy Pressure Limiter Common Rail Assy Fuel Pressure Sensor Assy Actuator DC Motor Nozzle Vane Position sensor ECT Sensor Glow Plug Assy A Camshaft Position Sensor Crankshaft Position Sensor Supply Pump Manifold Absolute Pressure Sensor Manifold Absolute Pressure Sensor 2KD FTV w o CAC a N Diesel Turbo IAT Sensor E VRV for EGR EGR Valve Assy EGR Valve Position Sensor Common Rail Assy Pressure Limiter Common Rail Assy Fuel Pressure Sensor Assy Fuel Temperature Sensor EC ECT Sensor AS S Injector gt SOF die Glow Plug Assy O Wom Crankshaft Position Sensor Suction Control Valve V Camshaft Position Sensor Supply Pump Q000704E Outline of Composition and Operation Composition The common rail system consists primarily of a supply pump rail injectors and engine ECU Fuel Temperature Sensor Engine Speed gt Accelerator Opening Intake Air Pressure Atmospheric Air Pressure Intake A
20. DENSO Diesel Injection Pump SERVICE MANUAL Common Rail System for TOYOTA HILUX KIJYANG INNOVA INNOVA 1KD 2KD OPERATION July 2004 DENSO CORPORATION 00400077 2004 DENSO CORPORATION All Rights Reserved This book may not be reproduced or copied in whole or in part without the written permission of the publisher TABLE OF CONTENTS 1 PRODUCT APPLICATION LIST vut nte t nae i a Slave aed aya al ats a ni Ga drain ead ne n 1 1 1 PRODUCT APPLICATION LIST nn an san n E ann nn ann nn nn dara gas aka davala 1 2 OUTLINE gt sanes s ns rn ji a a 3 2 1 OUTLINE OF SYSTEM asus see a n u d wl aa alta 3 2 2 SYSTEM CONFIGURATION n eee nhan aaa 5 3 CONSTRUCTION AND OPERATION 5 s 55 4 65865 aaa BG di ata 9 3 1 DESCRIPTION OF MAIN COMPONENTS aaa aaa 9 3 2 DESCRIPTION OF CONTROL SYSTEM COMPONENTS aaa 23 3 3 EGR CONTROL SYSTEM naeted ox edes ond m RARE X RH fakts n a t j EU RR 37 3 4 DIESEL THROTTLE ELECTRONICALLY CONTROLLED INTAKE AIR THROTTLE MECHANISM 39 3 5 FUEL FILTER WARNING c 22 22 8 ata adora eek ha ea 40 4 DIAGNOSIS SYSTEM e 5 sa ke ki a a OR RUD oe aan n Bag ts EUR a CRUS d t 43 4 1 DESCRIPTION Shane se aco IE m ARCA Ad c gue as 43 4 2 DTC CHECK CLE
21. EDU has been adopted to support the high speed actuation of the injectors The high speed actuation of the injector solenoid valve is made possible through the use of a high voltage generating device DC DC converter b EDU Operation The high voltage generating device converts the battery voltage into high voltage The engine ECU sends signals to ter minals 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 via terminals N through K At this time terminal F outputs the ljf injection verification signal to the ECU The pressure discharge valve is controlled by PRD signals coming to terminal R Battery High voltage Generating Circuit Control Circuit Q000717E 22 3 2 DESCRIPTION OF CONTROL SYSTEM COMPONENTS A Engine Control System Diagram System Diagram Suction Control CA Supply Pump Valve Accelerator Pedal Position Sensor Generator Engine Switch Signal Starter Signal Vehicle Speed Signal DLC3 Battery Voltage Fuel Pressure Sensor Other Signals EDU Relay Diesel turbo IAT Sensor Inter Cooler Manifold Absolute Pressure Sensor U A Diesel Throttle Body I E VRV for EGR L IAT Sensor p BO eT CG wy 7 c VI X GlowPlug CS P VSV for Swirl Control Valve Vacuum Pump haft Positi Camshaft era Sens
22. O O Condition Turbo motor driver Turbocharger system malfunc Manifold absolute pressure sensor tion ECU P0299 3 Turbo Super Charger Under O O boost Condition Turbocharger system malfunc tion P0335 12 Crankshaft Position Sensor Open or short in crankshaft position sensor circuit O O Circuit Crankshaft position sensor Crankshaft position sensor Sensor plate crankshaft timing pulley P0339 13 Crankshaft Position Sensor A ECU O Circuit Intermittent Crankshaft position sensor intermittent problem P0340 12 Camshaft Position Sensor A Open or short in camshaft position sensor circuit O O Circuit Bank 1 or Single Sensor Camshaft position sensor Camshaft position sensor Camshaft timing pulley ECU Po400 4 5 Exhaust Gas Recirculation Flow EGR valve stuck O O EGR system malfunction EGR valve does not move smoothly Open or short in E VRV for EGR circuit Open or short in EGR valve position sensor cir cuit EGR valve position sensor ECU P0405 5 Exhaust Gas Recirculation Sen Open or short in EGR valve position sensor cir O O sor A Circuit Low cuit EGR lift sensor malfunction EGR valve position sensor P0406 4 5 Exhaust Gas Recirculation Sen ECU O O sor A Circuit High EGR lift sensor malfunction P0488 15 Exhaust Gas Recirculation Open or short in diesel throttle control motor cir O O Throttle Position Control Range Performance Intake shutter
23. celerator Pedal Position Sensor Water Temp Sensor Intake EGR Valve i Intake Air Manifold Temp Sensor Atmospheric Temp Sensor Tarbo Pressure Sensor gt Air Flow Meter Exhaust Manifold QD0484E 37 1 Operation Principle of E VRV To increase the EGR volume In the stable condition shown in the center diagram when the current applied to the coil increases the attraction force FM of the coil increases When this force becomes greater than the vacuum force FV that acts on the diaphragm the moving core moves downward Because the port that connects the vacuum pump to the upper diaphragm chamber opens in conjunction with the movement of the moving core the output vacuum becomes higher and the EGR volume increases Meanwhile because increased output vacuum equals increased FV the moving core moves upward with the increase in FV When FM and FV are equal the port closes and the forces stabilize Because the vacuum circuit of the EGR is a closed loop it maintains the vacuum in a stabilized state providing there are no changes in the amperage The engine ECU outputs sawtooth wave signals with a constant frequency The value of the current is the effective average value of these signals To decrease the EGR volume A decrease in the current that is applied to the coil causes the FV to become greater than the FM As a result the dia phragm moves upward The moving core also moves upward in conjunction wit
24. ector 3 on the vehicle or connect terminals TC and CG on the DLC3 DTCs will be displayed in the combi nation meter DENSO eo DST 2 DENSO Q000930E Normal Mode and Check Mode The diagnosis system operates in normal mode during normal vehicle use In normal mode 2 trip detection logic is used to ensure accurate detection of malfunctions A check mode is also available to technicians as an option In check mode 1 trip detection logic is used for simulating malfunction symptoms and increasing the system s ability to detect malfunc tions including intermittent malfunctions 2 Trip Detection Logic When a malfunction is first detected the malfunction is temporarily stored in the ECU memory 1st trip If the same mal function is detected during the next subsequent drive cycle the MIL is illuminated 2nd trip Freeze Frame Data The freeze frame data records the engine conditions fuel system calculated engine load engine coolant temperature fuel trim engine speed vehicle speed etc when a malfunction is detected When troubleshooting the freeze frame data can help determine if the vehicle was running stopped if the engine was warmed up or not if the air fuel ratio was lean or rich and other data from the time the malfunction occurred 43 lamp remains ON the diagnosis system has detected a malfunction or abnormality in t
25. engine is started the MIL should turn OFF If the Q000929E 4 2 DTC CHECK CLEAR lt CAUTION gt DST 2 only When the diagnosis system is changed from normal mode to check mode or vice versa all the DTCs and freeze frame data recorded in normal mode are erased Before changing modes always check and make a note of any DTCs and freeze frame data Check DTC using the DST 2 Connect the DST 2 to the DLC3 Turn the ignition switch ON and turn the DST 2 ON DST 2 DENSO Q000930E Enter the following menus Powertrain Engine and ECT DTC Check and make a note of DTCs and freeze frame data Example Function View System Bar Help The following vehicle profile was found See page 48 to confirm the details of the DTCs Powertrain See Help J A EngineandECT Hybrid Conto DTC Q000932E Check DTC not using the DST 2 Turn the ignition switch ON Using SST 09843 18040 connect between terminals 13 TC and 4 CG of the DLC3 CG Les TC Q000933E 45 C d e f Read DTCs by observing the MIL If any DTC is not detect ed the MIL blinks as shown in the illustration 0 25 seconds Hnnnnnn OFF B 0 25 seconds Q000934E Example If DTCs 12 and 31 are detected the MIL flashes once for 0 5 second and flashes twice after the 1 5 second interval then flashes 3 time
26. essure Too High Limits engine power Ignition switch OFF Common rail system malfunction P0093 78 Fuel System Leak Detected Large Limits engine power for 1 minute and Ignition switch OFF P0095 23 1 Intake Air Temperature Sensor 2 Cir cuit Intake air temperature sensor intake air connector P0097 23 1 Intake Air Temperature Sensor 2 Cir cuit Low Intake air temperature sensor low input intake air connector P0098 23 1 Intake Air Temperature Sensor 2 Cir cuit High Intake air temperature sensor high input intake air connector Intake air intake manifold tempera ture fixed at 145 C 293 F Pass condition detected P0100 31 Mass or Volume Air Flow Circuit Mass air flow meter P0102 31 Mass or Volume Air Flow Meter Circuit Low Input Mass air flow meter low input P0103 31 Mass or Volume Air Flow Meter Circuit High Input Mass air flow meter high input Limits engine power Pass condition detected 54 DTC No Detection Item Fail Safe Operation Fail Safe Deactivation Conditions PO105 31 Manifold Absolute Pressure Baromet ric Pressure Circuit Intake air pressure sensor P0107 31 Manifold Absolute Pressure Baromet ric Pressure Circuit Low Input Intake air pressure sensor low input P0108 31 Manifold Absolute Pressure Baromet ric Pressure Circuit High Input Intake air pressure sensor
27. h the movement of the diaphragm caus ing the valve that seals the upper and lower diaphragm chambers to open This causes the atmosphere in the lower chamber to flow into the upper chamber thus lowering the output vacuum and reducing the EGR volume Because de creased output vacuum equals decreased FV the moving core moves downward with the decrease in FV When FM and FV are equal the port closes and the forces stabilize from Vacuum Pump to EGR Valve Vacuum Current Decrease lt a o E 5 lt to Stabilized State Stator Core Atmosphere When applied current Vacuum Force FV When applied current decreases FV FM Solenoid Attraction Force FM increases FV FM and output vacuum is low gt Stable lt output vacuum is high EGR Volume Decreased EGR Volume Increased QB0787E 38 3 4 DIESEL THROTTLE ELECTRONICALLY CONTROLLED INTAKE AIR THROTTLE MECHANISM A Outline and Operation a Outline An electronically controlled intake air throttle valve mechanism has been adopted Located in the intake manifold up stream of the EGR valve this mechanism optimally controls the intake air throttle valve angle to control the flow of the EGR gas and reduce noise and exhaust gas emissions The diesel throttle Assy is made by another manufacturer b Construction and Operation The signals from the engine ECU actuate the stepping motor which regulates the opening
28. he system 44 D DLC3 a The vehicle s ECU uses the ISO 14230 M OBD communi cation protocol The terminal arrangement of the DLC3 complies with ISO 15031 03 and matches the ISO 14230 CG SG SIL format sa 1 2 3 4 5 6 7 8 EEE EEE 19 1011123141516 Bea BAT Q000931E Symbols Terminal No Terminal Description Condition Specified Condition SIL 7 SG 5 Bus line During transmission Pulse generation CG 4 Body ground Chassis ground Always Below 10 SG 5 Body ground Signal ground Always Below 10 BAT 16 Body ground Battery positive Always 9to14V lt NOTE gt e Connect the cable of the DST 2 to the turn the ignition switch ON and attempt to use the DST 2 If the display informs that a communication error has occurred there is a problem either with the vehicle or with the tester If communication is normal when the tester is connected to another vehicle inspect the DLC3 on the original vehicle If communication is still impossible when the tester is connected to another vehicle the problem is probably in the tester itself Consult the Service Department listed in the tester s instruction manual E Inspect Battery Voltage Battery voltage 11 to 14 V a If the voltage is below 11 V recharge the battery before proceeding F Check MIL The MIL illuminates when the ignition switch is turned ON and the engine is not running NOTE Ifthe MIL is not illuminated check the MIL circuit b When the
29. he voltage VPA1 VPA2 of the output terminal varies in accordance with the rotational angle of the lever As a safety measure against problems such as an open circuit the sensor contains two output voltage systems The output voltage has an offset of 0 8V Linear Output Characteristics Graph Wiring Diagram Sensor Linear Output Hall Element 2 Voltage DC5V Applied 15 9 Stroke 47mm Effective Operating Angle Fully Closed Fully Open Maximum Rotation Angle 20 27 Pedal Rotation Angle Full Stroke Q000719E 26 d Intake Air Pressure Sensor This is a type of semi conductor pressure sensor It utilizes the characteristics of the electrical resistance changes that occur when the pressure applied to a silicon crystal changes Because a single sensor is used to measure both intake air pressure and atmospheric pressure a VSV is used to alternate between atmospheric and intake air pressure mea surement Exterior View Intake Air Pressure Characteristics Pressure Sensor P m V Vc 5V Atmosphere 4 5 ECU Atmospheric Pressure Measurement Conditions The VSV turns ON for 150msec to detect the atmospheric pressure when one of the conditions 1 to 3 given below is present 1 Engine speed Orpm kPa abs 2 Starter is ON 3 Idle is stable mmHg abs 1900 Intake Air Pressure Measurement C
30. high input Turbo pressure fixed at specified value Pass condition detected P0110 24 Intake Air Temperature Circuit Intake air temperature sensor built into mass air flow meter P0112 24 Intake Air Temperature Circuit Low Input Intake air temperature sensor built into mass air flow meter low input P0113 24 Intake Air Temperature Circuit High Input Intake air temperature sensor built into mass air flow meter high input Intake air mass air flow meter tem perature value fixed Pass condition detected P0115 22 Engine Coolant Temperature Circuit Engine coolant temperature sensor P0117 22 Engine Coolant Temperature Circuit Low Input Engine coolant temperature sensor low input P0118 22 Engine Coolant Temperature Circuit High Input Engine coolant temperature sensor high input Fuel temperature sensor output fixed at specified value fixed value varies depending on conditions Pass condition detected P0120 41 Throttle Pedal Position Sensor Switch A Circuit P0122 41 Throttle Pedal Position Sensor Switch A Circuit Low Input P0123 41 Throttle Pedal Position Sensor Switch A Circuit High Input Limits engine power Ignition switch OFF P0168 39 Fuel Temperature Too High Fuel temperature sensor rationality Limits engine power Pass condition detected 55 Fail Safe Deactivation
31. ir Temperature Coolant Temperature Crankshaft Angle Engine ECU Cylinder Recognition Sensor Intake Airflow Rate Suction on Valve Fuel Tank Q000705E Operation 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 dis charged 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 Rail The rail is mounted between the supply pump and the injector and stores the high pressure fuel Injector X2 revised type 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 guantity rate and timing of the fuel that is injected from the injector Engine ECU The engine ECU calculates data received from the sensors to comprehensively control the injection guantity timing and pressure as well as the EGR exhaust gas recirculation Fuel System and Control System 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
32. ition sensor low input ECU P0123 41 Throttle Pedal Position Sensor Throttle position sensor O O Switch A Circuit High Open in E2 circuit Input Intake shutter throttle VC and VTA circuits are short circuited valve position sensor high input ECU P0168 39 Fuel Temperature Too High Fuel temperature sensor O O Fuel temperature sensor ratio nality P0180 39 Fuel Temperature Sensor A Open or short in fuel temperature sensor circuit O O Circuit Fuel temperature sensor Fuel temperature sensor ECU P0182 39 Fuel Temperature Sensor A O O Circuit Low Input Fuel temperature sensor low input P0183 39 Fuel Temperature Sensor A O O Circuit High Input Fuel temperature sensor high input P0190 49 Fuel Rail Pressure Sensor Cir Open or short in fuel pressure sensor circuit O O cuit Fuel pressure sensor Fuel pressure sensor ECU P0192 49 Fuel Rail Pressure Sensor Cir Open or short in fuel pressure sensor circuit O O cuit Low Input Fuel pressure sensor Fuel pressure sensor low input ECU P0193 49 Fuel Rail Pressure Sensor Cir O O cuit High Input Fuel pressure sensor high input 50 2 DTC No Detection Item Trouble Area MIL Memory P0200 97 Injector Circuit Open EDU sys Open or short in EDU circuit O O tem for injector malfunction Injector EDU ECU P0234 3 Turbo Super Charger Overboost Turbocharger sub assy
33. lve Feed pump SCV Suction Control Valve Discharge valve Oven Intake valve Pumping portion plunger i Fuel tank c Construction of Supply Pump The eccentric cam is attached to the drive shaft The eccentric cam is connected to the ring cam Cam Shaft Eccentric Cam Ring Cam As the drive shaft rotates the eccentric cam rotates eccentrically and the ring cam moves up and down while rotating Plunger Eccentric Cam Ring Cam Cam Shaft 11 The plunger and the suction valve are attached to the ring cam The feed pump is connected to the rear of the drive shaft Feed Pump 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 SCV Plunger B Plunger A Finish Compression Plunger A Begin IntakePlunger Plunger B Finish Intake B Begin Compression Plunger A Begin Compression Plunger A Finish Intake Plunger B Begin Intake Plunger B Finish Compression 12 B Description
34. of the intake air throttle valve A EGR Control To further increase the EGR volume when the EGR valve is fully open the intake air throttle valve opening is reduced and the vacuum in the intake manifold is increased by restricting the flow of intake air B Noise and Exhaust Gas Reduction When the engine is being started the intake air throttle valve is opened fully to reduce the emission of white and black smoke When the engine is being stopped the intake air throttle valve is closed fully to reduce vibrations and noise During normal driving the opening is regulated in accordance with the operating conditions of the engine the coolant temperature and the atmospheric pressure Stepping Motor Connector Equivalent Circuit 39 3 5 FUEL FILTER WARNING e A fuel filter warning light has been added to notify the driver when fuel filter clogging is detected Although it does not form part of the common rail system it is included for reference as a related fuel system function A Role of the Fuel Filter in the Common Rail System The role of the fuel filter is to remove foreign material and moisture from the fuel In particular the common rail system requires constantly high fuel quality as demonstrated in the following point and the filter thus plays an extremely impor tant role Fuel lubricates the entire supply pump The extremely high discharge pressure maximum 160MPa of the supply pump means that foreign mate
35. onditions The VSV turns OFF to detect the intake air pressure if the atmospheric Pressure pressure measurement conditions absent Q000720E 27 e Coolant Temperature Sensor THW The coolant temperature sensor Pc sensor is attached to the engine cylinder block and detects the engine coolant tem perature The sensor uses a thermistor The thermistor has a characteristic in which the resistance changes with the temperature and the change in resistance value is used to detect the coolant temperature changes Its characteristic is that the resistance value decreases as the temperature increases Initial Resistance Value Characteristics Resistance Value kQ 25 4 1 29 15 047 55 9 16 5 74 Thermistor 2 457013 1 66 1 15 0 811 0 584 Thermistor 0 428 0 318 0 008 0 240 0 1836 0 1417 0 0018 0 1108 Q000721E 28 f 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 25 4 15 0 1 5 9 16 5 74 3 70 2 45 0 24 1 66 1 15 0 811 0 584 0 428 0 318 0 031 0 240 0 1836 Thermistor Fuel Temperature 0
36. or GLow Crankshaft Position Sensor Relay 1 4KD FTV 2 2KD FTV Q000718E 23 B 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 The pulsar gear contains 34 gears with 2 gears missing for 2 pulses and the sensor outputs 34 pulses for 360 CA b Cylinder Recognition Sensor A cylinder recognition sensor G pulsar is attached to the supply pump timing gear and outputs a cylinder recognition signal The sensor outputs 1 pulse for each 2 engine revolutions 34 Pulses 360 CA 1 Pulses 720 CA Cylinder Recognition Sensor Rotor The pulsar gear used for actual control is shown Crankshaft Timing Gear within the broken lined circle QD2356E 24 Exterior View Diagram Circuit Diagram G G G Pulse ECU G Input Circuit 016 MM Input Circuit v y a The engine ECU identifies the No 1 cylinder when it detects the missing tooth NE pulse and the cylinder recognition pulse G Pulse simultaneously 720 CA NE Pulse 1 TDC 43 115 T 012345678 9 1011121314151617 0 1 2 34 5 6 7 8 9 101112131415 180 CA 360 CA 25 c Accelerator Position Sensor The accelerator position sensor is a non contact point type sensor with a lever that rotates in unison with the accelerator pedal T
37. or Idling intake air tempera 0 5 to 3 4 V Y G BR ture at 20 68 THIA E7 20 E2 E7 28 Y G BR Diesel turbo IAT sensor Atmospheric air tempera 0 5 to 3 4 V ture 61 Symbols Terminal No Wiring Color Terminal Description Condition Specified Condition THW E7 19 E2 E7 28 R L BR ECT sensor Idling engine coolant tem 0 2 to 1 0 V perature at 80 C 176 F STA E5 7 E1 E8 7 B Y BR Starter signal Cranking 6 0 V or more L Y BR 1 E7 24 E1 E8 7 B W BR Injector Idling Pulse generation 2 E7 23 E1 E8 7 R BR 3 E7 22 E1 E8 7 V BR 4 E7 21 E1 E8 7 Y R BR G E8 23 G E8 31 Y L Camshaft position sen Idling Pulse generation sor NE E7 27 NE E7 34 Y L Crankshaft position sen Idling Pulse generation sor STP E6 15 E1 E8 7 G W BR Stop lamp switch Ignition switch ON brake 7 5to 14V pedal depressed Ignition switch ON brake 0 to 1 5 V pedal released ST1 E6 14 E1 E8 7 R L BR Stop lamp switch Ignition switch ON brake 0 to 1 5 V opposite to STP pedal depressed Ignition switch ON brake 7 5to14V pedal released TC E5 11 E1 E8 7 P W BR Terminal TC of DLC3 Ignition switch ON 9to 14V W E5 12 E1 E8 7 R B BR MIL MIL illuminated 0t03V MIL not illuminated 9t0 14V SP1 E6 17 E1 E6 7 V R BR Speed signal from com Ignition switch ON rotate Pulse generation bination meter d
38. or circuit O O Circuit Diesel turbo IAT sensor Intake air temperature sensor ECU intake air connector P0097 23 3 4 Intake Air Temperature Sensor 2 O O Circuit Low Intake air temperature sensor low input intake air connector P0098 23 3 4 Intake Air Temperature Sensor 2 O O Circuit High Intake air temperature sensor high input intake air connector 48 2 DTC No Detection Item Trouble Area MIL Memory P0100 31 3 Mass or Volume Air Flow Circuit Open or short in MAF meter circuit O O Mass air flow meter MAF meter ECU P0102 31 3 Mass or Volume Air Flow Meter Open or short in MAF meter circuit O O Circuit Low Input MAF meter Mass air flow meter low input ECU P0103 31 3 Mass or Volume Air Flow Meter O O Circuit High Input Mass air flow meter high input P0105 31 Manifold Absolute Pressure Open or short in manifold absolute pressure sen O O Barometric Pressure Circuit sor circuit Intake air pressure sensor Manifold absolute pressure sensor Turbocharger sub assy EGR valve assy ECU P0107 31 Manifold Absolute Pressure Open or short in manifold absolute pressure sen O O Barometric Pressure Circuit Low sor circuit Input Manifold absolute pressure sensor Intake air pressure sensor low Turbocharger sub assy input EGR valve assy P0108 31 Manifold Absolute Pressure ECU O O Barometric Pressure Circuit High Input
39. 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 ignition rate prevent the explosive first stage combustion and reduce noise and NOx Normal Injection Pilot Injection Injection Rate Large First stage 4 Combustion Small First stage NOx and Noise Comblstion Heat Release Rate 20 TDC 20 TDC 20 40 Crankshaft Angle deg Crankshaft Angle deg 9 G Fuel Injection Pressure Control a Fuel Injection Pressure The engine ECU determines the fuel injection pressure based on the final injection guantity and the engine speed The fuel injection pressure at the time the engine is started is calculated from the coolant temperature and engine Final Injection Quantity speed Rail Pressure Engine Speed 36 3 3 EGR CONTROL SYSTEM A Outline and Operation a Outline By sensing the engine driving conditions and actual amount of EGR valve opening the engine ECU electrically operates the E VRV which controls the magnitude of vacuum introduced into diaphragm of EGR valve and throttle opening posi tion with stepping motor and the amount of recirculating exhaust gas is regulated Throttle Valve EGR Valve Throttle Position Sensor Control Motor Crankshaft Position Sensor Vacuum pus Ac
40. rial adhesion may result in sliding part and valve malfunction B Installation Position Fuel Filter G000950E C System Operation a General Description When the fuel filter clogs the detection switch installed on the fuel filter operates to turn ON the fuel filter warning light on the instrument cluster Fuel Filter rm SETA Warning d SC Fuel Filter Switch e Warning Light Q000951E 40 b Complete Circuit As shown below signals from the two sensors installed on the filter fuel filter warning switch and fuel sedimenter level warning switch are input to the meter ECU and the meter ECU actuates the fuel filter warning light Combination Meter Vehicle Speed Sensor Fuel Filter Warning Switch Fuel Filter Warning light Filter Filter Filter Sedimenter Level Warning Switch Q000952E c Fuel Filter Clogging Warning Operation Normal operation refer to the left side of the diagram below The fuel filter warning switch contact is closed and an ON signal is sent to the meter ECU Abnormal operation refer to the right side of the diagram below The fuel filter warning switch contact is open and an OFF signal is sent to the meter ECU Fuel Filter Fuel Filter Warning Warning Switch Diaphragm gt gt c2 To Supply Pump Pump Filter Element Negative Pressure Normal Filter Filter Filter Filter Clogged Up Switch ON
41. riving wheel slowly SIL E5 18 E1 E6 7 R Y BR Terminal SIL of DLC3 Connect the DST 2 to the Pulse generation DLC3 8 28 E2 E7 28 L B BR Manifold absolute pres Apply negative pressure of 1 2 to 1 6 V sure sensor 40 kPa 300 mmHg 11 8 in Hg Same as atmospheric pres 1 3 to 1 9 V sure Apply positive pressure of 3 2 to 3 8 V 69 kPa 518 mmHg 20 4 in Hg IREL E5 10 E1 E8 7 B W BR EDU relay Ignition switch OFF 9to14V Idling 0 to 1 5 V TACH E5 4 E1 E8 7 B W BR Engine speed Idling Pulse generation PCR1 E7 26 E2 E7 28 R Y BR Common rail pressure Idling 1 3 to 1 8 V sensor main GREL E5 15 E1 E8 7 R BR GLOW relay Cranking 9to 14V Idling 0 to 1 5 V 62 Symbols Terminal No Wiring Color Terminal Description Condition Specified Condition THF E7 29 E2 E7 28 G B BR Fuel temperature sensor Ignition switch ON 0 5 to 34 V ALT E7 8 E1 E6 7 G BR Generator duty ratio ldling Pulse generation PCV E7 2 PCV E7 1 G W G Y Suction control valve ldling Pulse generation INJF E7 25 E1 E8 7 P BR EDU ldling Pulse generation VNTO E7 10 E1 E8 7 B O BR Turbo motor driver Ignition switch ON Pulse generation VNTI E7 17 E1 E8 7 R B BR Turbo motor driver Ignition switch ON Pulse generation VLU E8 29 E2 E7 28 B BR Throttle position sensor Ignition switch ON intake 3 0 to 4 0 V shutter throttle valve fully opened Ignition swi
42. rocedure Changes Differences in comparison with the conventional adjusting correction resistor injectors are as shown below lt CAUTION gt When replacing injectors with GR codes or the engine ECU it is necessary to record the ID codes GR codes in the ECU If the ID codes of the installed injector are not registered correctly engine failure such as rough idling and noise will result Conventional Injector with Correction Resistor New Injector with GR Codes 52 25 combinations SLE 25612 almost infinite x combinations ID Code ay ye MVU CR gt Q000716E Replacing the Injector Electrical recognition of correction resistance No correction resistance so no electrical recognition capability Spare Injector Engine ECU Engine ECU Necessary to record the injector ID codes in Engine ECU QD1536E Replacing the Engine ECU Electrical recognition of correction resistance NO correction resistance dut so no electrical recognition capability Vehicle side Vehicle side Injector njector i Spare Engine ECU Necessary to record the injector ID codes in the engine ECU QD1537E 20 E Engine ECU Electronic Control Unit a Outline This is the command center that controls the fuel injection system and engine operation in general Outline Diagram Sensor Engine ECU Actuator Detection Calculation Actuation 21 F EDU Electronic Driving Unit Outline The
43. s after a 2 5 second interval 0 5 seconds 1 5 seconds from the previous DTC and flashes once If the interval be tween the previous DTC and the next DTC is 4 5 seconds it means the previous DTC is the last one of the multiple string DTCs The MIL repeats the indication of DTCs from the initial cycle refer to the illustration on the left Start Q000935E Check the details of the malfunction using the DTC chart on page 48 After completing the check disconnect terminals 13 TC and 4 CG and turn off the display lt NOTE gt g C a b If 2 or more DTCs are detected the MIL will indicate the smaller number DTC first See page 48 to confirm the details of the DTCs Clear DTCs and Freeze Frame Data using the DST 2 Connect the DST 2 to the DLC3 Turn the ignition switch ON do not start the engine and turn the DST 2 ON Example Enter the following menus Powertrain Engine and ECT DTC Clear Erase DTCs and freeze frame data by pressing the YES Function View System Gar Help Hybrid Control DTC button on the tester e af EZ Q000936E 46 4 3 CHECK MODE PROCEDURE lt NOTE gt logic lt CAUTION gt check and make a note of any DTCs and freeze frame data A Check Mode Procedure a Make sure that the vehicle is in the following condition 1 Battery voltage 11 V or more 2 Throttle valve fully closed 3 Shift lever in N position 4 A C switch turned OFF
44. s types of corrections in order to determine the optimal main injection timing 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 guantity engine speed coolant temperature ambient temperature and atmospheric pres sure map correction The pilot interval at the time the engine is started is calculated from the coolant temperature and engine speed Main Injection Top Dead Center TDC Pilot Injection 34 c Injection Timing Calculation Method 1 Outline of Timing Control 0 1 TDC mI aa U U NE Pulse i Pilot Injection Main Injection Solenoid Valve Control Pulse Nozzle Needle Lift I A 1 U Pilot Injection Timing Main Injection Timing Pilot Interval 2 Injection Timing Calculation Method Engine Speed g 7 Basic Injection Main Injection Injection Quantity Timing Timing Atmospheric Pressure Correction Coolant Temperature Correction Intake Air Temperature Correction Intake Air Pressure Correction Voltage Correction 35 F Fuel Injection Rate Control Outline While the injection rate increases with the adoption of high pressure fuel injection the ignition lag which is the delay from the time fuel is injected to the beginning of combustion cannot be shortened to less than a certain value As a
45. stem malfunc Intake manifold swirl control valve tion ECU P2120 19 Throttle Pedal Position Sensor Open or short in accelerator pedal position sen O O Switch D Circuit sor circuit Accelerator pedal position sen Accelerator pedal position sensor sor sensor 1 ECU P2121 19 Throttle Pedal Position Sensor Accelerator pedal position sensor circuit O O Switch D Circuit Range Perfor mance Accelerator pedal position sen sor rationality sensor 1 Accelerator pedal position sensor ECU 52 DTC No Detection Item Trouble Area MIL 2 Memory P2122 19 Throttle Pedal Position Sensor Open or short in accelerator pedal position sen Switch D Circuit Low Input Sor circuit Accelerator pedal position sen Accelerator pedal position sensor sor low input sensor 1 ECU P2123 19 Throttle Pedal Position Sensor Switch D Circuit High Input Accelerator pedal position sen sor high input sensor 1 P2125 19 Throttle Pedal Position Sensor Switch E Circuit Accelerator pedal position sen sor sensor 2 P2127 19 Throttle Pedal Position Sensor Switch E Circuit Low Input Accelerator pedal position sen sor low input sensor 2 P2128 19 Throttle Pedal Position Sensor Switch E Circuit High Input Accelerator pedal position sen sor high input sensor 2 P2138 19 Throttle Pedal Position Sensor Switch D
46. sure Correction gt Ambient Temperature Correction gt Cold Operation Maximum gt Injection Quantity Correction Individual Cylinder Correction Quantity QB0715E 31 c Basic Injection Guantity The basic injection guantity is determined by the engine speed NE and the accelerator opening The injection guantity is increased when the accelerator position signal is increased while the engine speed remains constant Accelerator Opening Basic Injection Quantity Engine Speed QB0716E d Maximum Injection Quantity The maximum injection quantity is calculated by adding the intake air pressure correction intake air temperature cor rection atmospheric pressure correction ambient temper ature correction and the cold operation maximum injection quantity correction to the basic maximum injection quantity determined by the engine speed Basic Maximum Injection Quantity Engine Speed QB0717E 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 quan tity and the inclination of the quantity increase decrease change in accordance with the coolant temperature and Base Injection the engine speed Quantity STA ON Duration gt gt Starting Injection Ouantity _ Coolant Temperature High lt gt Low 2 STA ON Dura
47. sure drops to approximately 50 MPa 509 5 kg cm the pressure limiter returns to its normal state the valve closes in order to maintain the proper pressure 16 Relief Passage Pressure Limiter Q000712E Q000257E 2 Valve Open 200 MPa 2038 kg cm Valve Close 50 MPa 509 5 kg cm Q000271E D Injector X2 revised type 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 A Characteristics A compact energy saving solenoid control type TWV Two Way Valve injector has been adopted QR codes displaying various injector characteristics and the ID codes showing these in numeric form 30 base 16 char acters are engraved on the injector head The 1KD FTV common rail system optimizes injection volume control using this information When an injector is newly installed in a vehicle it is necessary to enter the ID codes in the engine ECU using the DST 2 b Construction 30 Base 16 Characters Solenoid Valve Control Chamber Pressurized Fuel from Rail Command Piston P Multiple Hole Filter Filter Orifice Dimensions 0 045 2025 Nozzle Spring Pressure Pin Leak Passage Nozzle Needle Pressurized Fuel Q000713E 17
48. t sensor 2 P2128 19 Throttle Pedal Position Sensor Switch E Circuit High Input Accelerator pedal position sensor high input sensor 2 P2138 19 Throttle Pedal Position Sensor Switch D E Voltage Correlation Accelerator pedal position sensor malfunction Limits engine power Ignition switch OFF P2226 A5 Barometric Pressure Circuit ECU P2228 A5 Barometric Pressure Circuit Low Input ECU P2229 A5 Barometric Pressure Circuit High Input ECU Atmospheric pressure fixed Pass condition detected lt NOTE gt 1 Only for 1KD FTV 2 Only for 2KD FTV w 31 Only for 2KD FTV w o 57 4 6 EXTERNAL WIRING DIAGRAM External ECU Wiring Diagram Wiring Diagram 1 Wiring Diagram ECU EDU Injector 1 24 1 INJH On oy Injector 4 Integration a ED SER Stop Lamp Injector 2 0 Q Stop Lamp Switch 1 6671 Aa mo RNP GWEN Throttle Control Motor Ignition eto Switch e Q T TIST Relay Acceleration Pedal 1 Theft Warning ECU Position Sensor Q Q smv Cou AS ZE SU I La Battery el Q000939E 58 Wiring Diagram 2 B MAF Meter PIM EGLSO PCR19 DC Motor THF 9 THW 9 z N N lt D I U O a o O O O 2 ii 5 o j a THAo 1 Only for
49. tch ON intake 0 4 to 1 0 V shutter throttle valve fully closed LUSL E8 4 E2 E7 28 GR BR Diesel throttle duty sig Engine warmed up racing Pulse generation nal engine EGLS E8 33 E2 E7 28 L Y BR EGR valve position sen Ignition switch ON 0 6 to 1 4 V sor 63 C EDU External Wiring Diagram Control Circuit Q000928E 64 Published July 2004 Edited and published by DENSO CORPORATION Service Department 1 1 Showa cho Kariya Aichi Prefecture Japan
50. that the discharge volume matches the optimal command value set in accordance with the engine speed and the injection quantity 30 D Fuel Injection Guantity Control a Outline This control determines the fuel injection guantity by adding coolant temperature fuel temperature intake air tempera ture and intake air pressure corrections to the basic injection guantity calculated by the engine ECU based on the en gine operating conditions and driving conditions b Injection Quantity Calculation Method The calculation consists of a comparison of the following two values 1 The basic injection quantity obtained from the governor pattern which is calculated from the accelerator position and the engine speed and 2 The injection quantity obtained by adding various types of corrections to the maximum injection quantity that is obtained from the engine speed The lesser of the two injection volumes is used as the basis for the final injection quantity Accelerator Opening Injection Quantity Engine Speed er Seer Basic Injection Quantity Engine Speed Speed K i EDU Actuation njecuon Timing Calculation Ouantity Low Quantity Side Injection Ouantity Engine Speed Injection Quantity Engine Speed Injection Pressure Correction Intake Air Pressure Correction Intake Air Temperature Correction Atmospheric Pres
51. ther improved fuel economy 2 noise reduction and 3 high power output e This Common Rail System meets the Step III Stage of the European Emission Regulations as shown in the figure on Example Exhaust gas regulation Europe the right ae Step III 2000 PM g km A Step IV 2005 0 025 P Step V 2008 OF 0 0 25 0 5 NOx g km Q000949E 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 system is unaffect ed by the engine speed or load This ensures a stable injection pressure at all times particularly in the low engine speed range and dramatically decreases the amount of black smoke ordinarily emitted by a diesel engine during start up and acceleration As a result exhaust gas emissions are cleaner and reduced and higher power output is achieved a Injection Pressure Control Enables high pressure injection even in the low engine speed range Optimizes control to minimize particulate matter and NOx emissions b Injection Timing Control Optimally controls the timing to suit driving conditions c Injection Rate Control Pilot injection control sprays a small amount of fuel before
52. tion gt Injection Quantity Starting 32 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 calculated by the engine ECU Conditions for Start of Control Control Conditions Idle S W Coolant Temperature Accelerator Opening Air Conditioner Load Target Speed Vehicle Speed Gear Position Calculation Coolant Temperature Air Conditioner SW Neutral SW gt Injection Quantity Correction Speed gt conn Detection Target Speed Calculation Injection Quantity Determination 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 difference in order to achieve a smooth engine oper ation ee ana Controls to make the cylinder At equal 1 3 4 2 1 3 4 2 Angle Speed Crankshaft Angle Correction Crankshaft Angle QD2451E 33 Fuel Injection Timing Control Outline Fuel injection timing is controlled by varying the timing in which current is applied to the injectors Main and Pilot Injection Timing Control Main Injection Timing The engine ECU calculates the basic injection timing based on the engine speed and the final injection guantity and adds variou
53. ungers Full quantity intake and full quantity discharge When the SCV is OFF the force of the valve spring moves the valve needle to the left closing the fuel passage normally closed By turning the SCV ON OFF fuel is supplied in an amount corresponding to the actuation duty ratio and fuel is dis charged by the plungers Valve Needle Valve Spring Q000709E 13 A In case of long duty ON Long duty ON large valve opening maximum intake quantity Plunger Tema Large Opening Valve Needle B Incase of short duty ON Short duty ON small valve opening minimum intake guantity Plunger Small Opening Valve Needle C Rail a Outline Stores pressurized fuel 0 to 160 MPa that has been delivered from the supply pump and distributes the fuel to each cylinder injector A rail pressure sensor and a pressure discharge valve low pressure valve are adopted in the rail The rail pressure sensor Pc sensor detects fuel pressure in the rail and sends a signal to the engine ECU and the pres sure limiter controls the excess pressure This ensures optimum combustion and reduces combustion noise Rail Pressure Sensor b Pressure Limiter The pressure limiter opens to release the pressure if an ab normally high pressure is generated When the rail pressure reaches approximately 200 MPa 2038 kg cm it trips the pressure limiter the valve opens When the pres
54. via the overflow pipe Control System In this system the engine ECU controls the fuel injection system in accordance with the signals received from various sensors The components of this system can be broadly divided into the following three types 1 Sensors 2 ECU and 3 Actuators Sensors Detect the engine and driving conditions and convert them into electrical signals 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 Actuators Operate in accordance with electrical signals received from the ECU Injection system control is undertaken by electron ically controlling the actuators The injection guantity and timing are determined by controlling the length of time and the timing in which the current is applied to the TWV Two Way Valve in the injector The injection pressure is determined by controlling the SCV Suction Control Valve in the supply pump Sensor Actuator Engine Speed Crankshaft Position Sensor NE Injector elnjection Ouantity Control elnjection Timing Control Cylinder Recognition elnjection Pressure Control Cylider Recognition Sensor G Accelerator Position Sensor Supply Pump SCV Fuel Pressure Control Other Sensors and Switches EGR Air Intake Control Relay Light 3 CONSTRUCTION AND OPERATION 3 1 DESCRIPTION OF MAIN

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