SERVICE MANUAL - Service
Contents
1. 1 e1nssaid uon lul jonuo9 uon lul 1o1u09 ueno uono lul 1 3 Construction and Operation of the System The rail system is comprised of a supply pump a rail and injectors and also includes an ECU and sensors to regulate those components The supply pump generates the internal fuel pressure in the rail Fuel pressure is regulated by the quantity of fuel discharged by the supply pump In turn the fuel discharge quantity is regu lated by electronic signals from the ECU that turn the PCVs pump control valves ON and OFF Upon receiving fuel pressurized by the supply pump the rail distributes the fuel to the cylinders The pressurized fuel is detected by the rail pressure sensor installed in the rail and undergoes feedback control so that actual pressure will match the command pressure designated accord ing to the engine speed and load Pressurized fuel in the rail passes through the injection pipes that lead to the cylinders and applies pressure to the injector nozzles and the control chamber The injector regulates injection quantity and timing by turning the TWV two way valve ON and OFF When the TWV is ON current applied the fuel circuit switches over causing the high pressure fuel in the control chamber to flow out via the orifice As a result the force of the high pressure fuel at the nozzle valve opening causes the needle valve to lift thus starting the injection of fuel When the TWV is tur2. NE pulse auxiliary pulse is recognized as the No 1 cylinder reference pulse A combination of the NE pulse and the TDC pulses are pulse is used to determine the No 1 cylinder 15 NE crankshaft angle sensor Q000100E TDC cylinder recognition sensor Q000121E Q000122E Q000123E for JO8C No 6 cylinder TDC reference pulse No 1 cylinder TDC reference pulse No 1 cylinder recognition pulse O CR 120 CR 240 CR 360 CR 480 CR 600 CR 720 CR TDC pulse 1 TDC 4 TDC 2 TDC 6 TDC 3 TDC 1 TDC 1 l 1 i 1 1 1 l 1 1 l i i i i i 75 CR i i i 105 CR NE pulse 0 2 4 6 8 101214 0 2 4 6 8 101214 0 2 4 6 81012 2 4 6 8101214 0 2 4 6 8101214 0 2 4 6 81012 0246 N No 1 cylinder NE reference pulse A No 6 cylinder NE reference pulse Q000124E for JO5C No 4 cylinder TDC reference pulse No 1 cylinder TDC reference pulse No 1 cylinder recognition pulse O CR 180 CR 360 CR 540 CR 720 CR TDC pulse 1 TDC 4 TDC 3TDC H2ITDC HiTDC l l 1 l 1 135 CR 135 CR 135 CR 135 CR 165 CR NE pulse 0 2 4 6 8 101214 2 4 6 8 101214 0 2 4 6 81012 2 4 6 8101214 0 2 4 6 8101214 0 2 4 6 81012 0246 VAA Un A No 1 cylinder NE reference pulse No 4 cylinder NE reference pulse Q000125E 16 3 Water Temperature Sensor THW made another manufacturer The water temperature sensor detects the temperature of the engine coolant water and outputs it to the ECU T
3. control Overrun abnormal Engine speed over 3 650 rpm Light ON 1 Injection stopped during overrun Normal control Stopped Normal control Overheating 27 Coolant temperature over 105 C Limit injection quantity Normal control Stopped Normal control The multiplex display screen indicates Engine
4. control Various sensors Water temperature sensor Fuel temperature sensor Atmospheric air Atmospheric air temperature pressure sensor sensor etc Diagnosis Q000109E 20 3 1 Fuel Injection Rate Control 1 Main Injection Same as conventional fuel injection 2 Pilot Injection Pilot injection is the injection of a small amount of fuel prior to the main injection While the adoption of higher pressure fuel injection is associated with an increase in the injection rate the lag injection lag that occurs from the time fuel is in jected until combustion starts cannot be reduced be low a certain value As a result the quantity of fuel injected before ignition increases resulting in explosive combustion together with ignition and an increase in the amount of NOx and noise Therefore by providing a pilot injection the initial injection rate is kept to the minimum required level dampening the explosive first period com bustion and reducing NOx emissions Main injection Pilot injection Delta injection process Small injection amount prior to ignition High injection rate Pilot injection R mprovement Injection rate Large pre mixture Small pre mixture NOx noise combustion Heat generation rate gt lt Ignition delay 3 Split Injection When the rotation is low at starting time a small amount of fuel is injected several times prior to main injection Spl
5. injection timing 1 Fuel Injection Rate Control Function The fuel injection rate control function controls the ratio of the quantity of fuel that is injected through the nozzle hole during a specified period 2 Fuel Injection Quantity Control Function The fuel injection quantity control function replaces the conventional governor function and controls fuel injection to achieve an optimal injection quantity based on the engine speed and the accelerator opening 3 Fuel Injection Timing Control Function The fuel injection timing control function replaces the conventional timer function and controls the fuel injection to achieve an optimal injection timing according to the engine speed and the injection quantity 4 Fuel Injection Pressure Control Function Rail Pressure Control Function The fuel injection pressure control function rail pressure control function uses a rail pressure sensor to measure fuel pressure and feeds this data to the ECU to control the pump discharge quantity Pressure feedback control is implemented to match the optimal quantity command quantity set according to the engine speed and the fuel injection quantity Input signal Control output Accelerator sensor Fuel injection rate control NE sensor Crankshaft position sensor Fuel injection quantity control TDC sensor Cylinder recognition sensor ECU Fuel injection timing control Rail pressure sensor Fuel injection pressure
6. the piston and ball to move right until the ball reaches the seat and closes the fuel passage Q000093E 3 Pressure Limiter The function of the pressure limiter is to dispel abnormally high pressure by opening its valve to release pressure The pressure limiter operates opens the valve when rail pressure reaches approximately 140MPa Then when the pressure decreases to approximately 30MPa the pressure limiter resumes closes the valve its function to maintain pressure Q000094E NOTE Do not attempt to remove or to reinstall the flow damper pressure limiter and the rail pressure sensor 9 4 Rail Pressure Sensor The rail the rail pressure sensor is mounted on the rail and detects the fuel pressure It is a semi conductor type of pressure sensor that utilizes the properties of silicon to change its elec trical resistance when pressure is applied gt o D is gt 3 2 50 100 150 Pressure MPa Q000095E 2 3 Injector 1 Outline The function of the injector is to inject high pressure fuel from the rail into the engine combus tion chamber at the proper timing quantity ratio and atomization in accordance with signals from the ECU The TWV two way solenoid valve regulates pressure in the control chamber in order to control the beginning and end of injection The orifice restrains the opening speed of the nozzle valve to regulate the injection ratio The command pist
7. 0 4441 Pressure limiter 095420 0060 095420 0060 Flow damper 095400 0150 095400 0150 1 Outline 1 1 System Outline This system also provides the following functions e A self diagnosis and alarm function using computer to diagnose the system s major components and alert the driver in the event of a problem A fail safe function to stop the engine depending upon the location of the problem backup function to change the fuel regulation method thus enabling the vehicle to continue operation 1 2 System Configuration Divided by function the system can be classified according to the fuel system and the control system 1 Fuel System High pressure fuel that is generated by the supply pump is distributed to the cylinders using a rail Electromagnetic valves in the injectors then open and close the nozzle needle valve to control the start and end of fuel injection Electronic control Solenoid valve to control the needle lift l ri Q000080E Discharge volume Fuel tank r Supply pump 2 Control System Based on the signals received from various sensors mounted on the engine and the vehicle the ECU controls current timing and the duration in which the current is applied to the injectors thus ensuring an optimal amount of fuel is injected at an optimal time The control system can be broadly classified according to the following electronic components sensors computers and actua
8. For DENSO Authorized DENSO ECD Service Dealer Only Diesel Injection Pump No E 03 03 SERVICE MANUAL Common Rail System for HINO JO8C J05C Type Engine Operation June 2003 DENSO CORPORATION 00400024 GENERAL The ECD U2 was designed for electronic control of injection quantity injection timing and in jection pressure to obtain optimal operational control Features Lower exhaust gas and higher output due to high pressure injection in all usage ranges Reduction in noise and exhaust gas due to injection rate control Improved performance due to increased flexibility in the injection timing setting Independent control of injection pressure in response to engine speed and load Main Elements Total Displacement cc Vehicle Model Cylinder Configuration Maximum Output PS rpm Manufacturer J N 205 2 900 J V 220 2 900 175 2 900 HR1J Straight 6 7 961 Hino Motor Ltd RX4JFE Straight 4 5 307 Main Components Part Number HR1J J08C UC RX4JFE J05C TG Description DENSO P N HINO P N DENSO P N HINO P N Supply pump 094000 0183 22730 1042A 094000 0193 22730 1072A Cylinder recognition sensor Injector Rail 029600 0580 095000 0174 095440 0243 89411 1290A1 23910 10033C 22760 1100C 029600 0580 095000 0174 095440 0171 89411 1290A1 23910 10033C 22760 1041C Rail pressure sensor 499000 4441 49900
9. al and the magnetic field orientation changes with the rotation of the shaft The changes in the magnetic field orientation generate voltage Hall elements 2 pieces VAccp1 VAccp2 V Magnets 1 pair Amplifier Le 50 100 Accelerator opening Accp Amplifier 7 Boost Pressure Sensor In order to correct the full load injection volume this sensor converts the intake air pressure absolute pressure into an electrical signal then amplifies it into a voltage signal to the com puter Output valtage 20 V 1 100 200 300 Intake air pressure PIM kPa Q000141E 18 8 Idle Set Button made by another manufacturer A control knob is provided within the driver s reach enabling the driver to set the idle speed Q000142E 9 Main Relay To supply current to the ECU the main relay points close when current is applied the main relay coil 10 PCV Relay It is a relay that supplies current to the supply pump s PCV discharge volume control valve 3 Various Types of Control This system controls the fuel injection quantity and injection timing more optimally than the mechanical governor or timer used in conventional injection pumps For system control the ECU makes the necessary calculations based on signals received from sensors located in the engine and on the vehicle in order to control the timing and duration in which current is applied to the injectors thus realizing optimal
10. ate the fuel discharge volume The supply pump uses a three lobe cam or two lobe cam reducing the number of pump cylin ders to one third or one second of the engine cylinders e g a two cylinder pump for a six cyl inder engine or for a four cylinder engine Furthermore a smooth and stable rail pressure is obtained because the rate at which fuel is pumped to the rail is the same as the injection rate PCV Pump Control Valve for JO8C for JO5C Gear of cuxiliary Feed pump NE sensor Zobe cam Q000116E 3 Operation A The PCV remains open during the plunger s downward stroke allowing low pressure fuel to be drawn into the plunger chamber by way of the PCV B If the valve remains open because current is not applied to the PCV even after the plunger begins its upward stroke the fuel that was drawn in returns via the PCV without being pres surized C When current is applied to the PCV in order to close the valve at the timing that accommo dates the required discharge volume the return passage closes causing pressure in the plunger chamber to rise The fuel then passes through the delivery valve check valve to the rail As a result an amount of fuel that corresponding to the plunger lift after the PCV closes becomes the discharge volume and varying the timing of the PCV closure plunger pre stroke varies the discharge volume thus regulating rail pressure A After surpassing the maximum cam lift the plunge
11. d valve drive system open circuit No 6 cylinder For JO8C only Wiring harness open circuit Light ON 1 Light ON 1 Light ON 1 Light ON 1 Light ON 1 Light ON 1 Limit injection quantity Normal control Stopped Normal control Injector solenoid valve drive system B short common 1 Injector solenoid valve drive system GND short common 1 Injector solenoid valve drive system B short common 2 Injector solenoid valve drive system GND short common 2 Wiring harness short Light ON 1 Light ON 1 Light ON 1 Light ON 1 Limit injection quantity Normal control Stopped Normal control Pump not pumping fuel discharged Pump not pumping or pressure limiter activated Significant misalignment during the assembly of the supply pump Blinking Blinking Injection quantity limited then stopped Normal control Stopped Normal control ECU internally abnormalal ECU defective Light ON 1 Limit injection quantity Stopped Stopped Stopped CBCS solenoid system abnormal Wiring harness open circuit short defective solenoid valve or improper ECU installation Light ON 2 Limit injection quantity Normal control Stopped Normal control Atmospheric pressure sensor open short ECU defective Fix atmospheric air pressure to 101 3 kPa Normal control Normal control Normal
12. e with the idle speed indicated on the manual idle setting knob pro vided at the driver s seat Target speed ISC knob terminal voltage Q000136E e Aircon Idle up Control When the conditions shown in the chart on the right Conditions are realized bring the idle up speed to 735 rpm Air conditioning SW ON Clutch SW ON clutch connection Neutral SW ON neutral Q000137E 10 Auto Cruise Control Controls the actual vehicle speed by regulating the injection quantity in order to match the tar get speed that has been calculated by the computer with the actual speed 24 3 3 Fuel Injection Timing Control The characteristics of the fuel injection timing vary depending on whether it is the main injection or the pilot injection Although either the NE sensor or the auxiliary NE sensor is the reference for controlling the injection timing the NE sensor is ordinarily used for this purpose 1 Main Injection Timing The basic injection timing is calculated in accordance with the final injection quantity the engine speed and the water temperature with map correction While starting it is calculated in accordance with the water temperature and the engine speed Final injection quantity Basic injection timing Engine speed Q000138E 2 Pilot Injection timing Pilot Interval The pilot injection timing is controlled by adding the pi lot interval to the main injection timing The pilot interval is calcu
13. has been determined in accordance with the engine speed o m E 5 E 2 a m quantity LY Engine speed Q000131E 6 Amount of Q Adjustment Correction Selects the one of eight values determined by data in ROM built in ECU Characteristic curve is fixed by the value Basic maximum injection quantity 8 patterns in this range Engine Pod Q000132E 7 Amount of Injection Quantity Intake Pressure Correction Limits the maximum injection quantity in accordance with the intake pressure in order to minimize the dis charge of smoke when the intake air pressure is low Se GG os xo ge ao ve cs 2 lt a Engine speed Q000133E 8 Amount of Injection Quantity by Atmospheric Air Pressure Correction With using atmospheric air pressure sensor signal the maximum injection quantity curve is corrected as shown in the right figure Amount of atmospheric air pressure correction Engine speed Q000134E 23 9 Idle Speed Control System ISC Controls the idle speed by regulating the injection quantity in order to match the target speed which has been calculated by the computer with the actual speed The functions of the ISC can be broadly divid o ed into the following two items Auto ISC z Controls the idle speed in accordance with the water temperature Water temperature Q000135E e Manual ISC Controls the idle speed in accordanc
14. he sensor uses a thermistor which varies resistance according to temperature As the ECU applies voltage to the thermistor it uses a voltage resulting from the division of the computer internal resistance and the thermistor resistance to detect the temperature Q000104E gt o D i gt 2 40 20 20 40 60 80 100 120 THW Coolant temperature C Q000105E 4 Fuel Temperature Sensor THL The fuel temperature sensor detects the fuel temperature and outputs it to the ECU The sensor uses a thermistor which varies resistance according to temperature As the ECU applies volt age to the thermistor it uses a voltage resulting from the division of the computer internal re sistance and the thermistor resistance to detect the temperature Output voltage V 40 20 0 20 40 60 80 100120 THL Fuel temperature C Q000106E 17 5 Atmospheric Air Presuure Sensor Built in ECU This sensor converts the atmospheric air pressure into an electrical signal to correct full load injection volume lt U gt o D 8 4 00 5 2 5 O 101 Atmospheric air pressure kPa Q000126E 6 Accelerator Position Sensor This sensor converts the angle of the pedal effort applied to the accelerator pedal into electrical signals and sends them to the ECU The accelerator sensor uses hall elements A magnet is mounted on the shaft that moves in unison with the accelerator ped
15. inued as 80 C during normal operation and as 20 C during starting Control continued according to the coolant temperature sensor data Normal control Stopped Normal control Starter switch system abnormal Engine stop switch system abnormal Switch seized or wiring harness short Normal control Switch input invalidated Normal control Normal control Normal control Intake air pressure sensor system abnormal Wiring harness open circuit short or defective sensor Light ON 2 Control continued as intake air pressure of 100kPa Normal control Stopped Normal control Accelerator position sensor 1 voltage abnormal Accelerator position sensor 2 voltage abnormal Both accelerator position sensors voltage abnormal Accelerator position sensor 1 or 2 fixed voltage abnormal Wiring harness open circuit short or defective sensor Light ON 2 Control continued using accelerator position sensor 2 Light ON 2 Control continued using accelerator position sensor 1 Blinking Backup with idle set button Light ON 2 Control continued with the normal accelerator position sensor Normal control Stopped Normal control Idle set button abnormal Wiring harness short Fixed to voltage of 0 2V when setting manually Normal control Normal control Normal control Vehicle speed sensor system abnormal Wiring harness open circuit shor
16. it injection 21 3 2 Fuel Injection Quantity Control 1 Starting Injection Quantity The injection quantity is determined based on the en gine speed NE and water temperature while starting with the accelerator pressed 50 or more Starting injection quantity Engine speed Q000127E 2 Transient Injection Quantity Correction When the changes in the accelerator opening are great during acceleration the increase in fuel volume is delayed to inhibit the discharge of black smoke ge hange in accelerator opening XS Injection quantity after correction gt 2 3 5 2 E Delay time Time Q000128E 3 Basic Injection Quantity This quantity is determined in accordance with the en gine speed NE and the accelerator opening Increasing the accelerator opening while the engine speed remains constant causes the injection quantity to increase Accelerator opening Basic injection quantity Engine speed Q000129E 4 Injection Quantity for Maximum Speed Setting The injection quantity is regulated by a value that is determined in accordance with the engine speed D 2 58 co mo co Ga 2 6 5 Be 2 6 SE Engine speed Q000130E 22 5 Maximum Injection Quantity This quantity is calculated by adding the amount of Q adjustment resistor correction and the amount of injec tion quantity fuel temperature correction to the basic maximum injection quantity that
17. l system 26 Wiring harness open circuit short or defective sensor Light ON 1 Light ON 1 Light ON 1 Light ON 1 Limit injection quantity Normal control Stopped Normal control The multiplex display screen indicates Engine Exhaust brake light Meaning of the diagnostic trouble code DTC or the diagnosis item Estimated cause of the malfunction Warning light mode Multiplex indication Contents of fail safe action Fuel injection Exhaust brake engine retarder Cruise control Tachometer Flow damper activated No 1 cylinder Flow damper activated No 2 cylinder Flow damper activated No 4 cylinder Flow damper activated No 3 cylinder Flow damper activated No 5 cylinder For JO8C only Flow damper activated No 6 cylinder For JO8C only Fuel leak Injection stopped to the cylinder in which the flow damper has been activated Normal control Normal control Normal control Injector solenoid valve drive system open circuit No 1 cylinder Injector solenoid valve drive system open circuit No 2 cylinder Injector solenoid valve drive system open circuit No 3 cylinder Injector solenoid valve drive system open circuit No 4 cylinder Injector solenoid valve drive system open circuit No 5 cylinder For JO8C only Injector solenoi
18. lated in accordance with the Final injection final injection quantity the engine speed and the wa ES ter temperature with map correction 1277 While starting it is calculated in accordance with the Engine speed T gt 2 A water temperature and the engine speed Q000139E 3 Fuel Injection Pressure Control 1 Fuel Injection Pressure A value is calculated as determined in accordance Me with the final injection quantity and the engine speed While starting it is calculated in accordance with the water temperature and the engine speed Rail pressure Engine speed Q000140E 25 4 Diagnostic Trouble Codes Exhaust brake light Meaning of the diagnostic trouble code DTC or the diagnosis item Estimated cause of the malfunction Warning light mode Multiplex indication Contents of fail safe action Fuel injection Exhaust brake engine retarder Cruise control Tachometer Normal NE sensor system abnormal TDC sensor system abnormal Both NE and TDC sensors abnormal Wiring harness open circuit short or defective sensor Light ON 2 Control by TDC sensor Light ON 2 Control by NE sensor Normal control Blinking Engine stopped Stopped Normal control Stopped Coolant temperature sensor abnormal Fuel temperature sensor abnormal Wiring harness open circuit short or defective sensor Control cont
19. ned OFF current not applied the fuel circuit switches over so that high pressure fuel traveling via the orifice is introduced to the control chamber As a result the nee dle valve lowers thus ending the injection of fuel Thus through electronic control the timing of the current applied to the TWV determines the injection timing and the duration in which current is applied to the TWV determines the injection quantity Injection volume control TWV control pulse Injection timing control Additional information temperature pressure Injection rate control Engine load Injection pressure control Control chamber Hydraulic piston Supply Pump Injector 1 4 Comparison to Conventional Pump Inline Type Common Rail System Pipe Instantaneous high pressure Constant high pressure Governor Supply pump Mute Pump governor ECU injector TWV 5 Pump timer ECU injector TWV Distribution of 55 Dependent on engine speed and injection volume Supply pump PCV Q000085E 2 Construction and Operation of Components 2 1 Supply Pump 1 Outline The function of the supply pump is to regulate the fuel discharge volume thus generating internal fuel pressure in the rail 2 Construction The supply pump consists of a feed pump similar to that of the conventional in line pump and the PCVs pump control valves provided at each cylinder to regul
20. on transmits pressure from the control chamber to the nozzle needle valve The nozzle atomizes the fuel Start of Injection TWV ON End of Injection TWV OFF Rail pressure sensor Rail pressure sensor Supply pump Supply pump Injection pressure Injection pressure control control Q000096E 2 Construction The injector consists of the nozzle portion similar to that of the conventional type the orifice which regulates the injection ratio the command piston and the two way solenoid valve TWV Plastic cover Linkage joint bolt Gasket Outlet connector Steel washer Filter Inlet connector Nozzle spring Pressure pin 1 7 CARE QK me LE Upper body O ring Control chamber Orifice 2 Orifice 1 Command piston Lower body Guide bushing Valve opening pressure adjustment shim Tip packing Nozzle Retaining nut Q000118E 3 Operation The TWV portion of the injector consists of two valves an inner valve fixed and an outer valve movable Both valves are precision fitted on the same axis The valves respectively form inner and outer seats and either of the seats opens selectively depending upon whether the TWV is ON or OFF a No Injection When no current is applied to the solenoid the valve spring and hydraulic pressure forces push the outer valve downward causing the outer seat to remain closed Because the rail high pre
21. r begins its downward stroke causing pressure in the plunger chamber to decrease At this time the delivery valve closes thus stopping the pumping of the fuel In addition because current to the PCV valve is cut off the PCV opens allowing low pressure fuel to be drawn into the plunger chamber Thus the pump assumes condition A Discharge 42 H h Suction process Delivery process volume Q Cam lift PCV operation Pum eration increasing CMP Opera Ya dischargevolume Reducing discharge volume Q000087E 4 PCV pump control valve The PCV regulates the volume of fuel discharged by the supply pump in order to regulate rail pressure The volume of fuel discharged by the supply pump to the rail is determined by the time at which current is applied to the PCV 5 Trochoid Type Feed Pump The feed pump which is housed in the supply pump draws fuel up from the tank and delivers it to the chamber via the fuel filter The feed pump rotor is driven by the camshaft The rotation of the camshaft causes the outer and inner rotors to rotate At this time the suction port side pump chamber volume the space surrounded by the outer and inner rotors increases gradually causing the fuel entering from the fuel inlet to be drawn into the pump chamber via the suction port Along with the rotation of the rotor the fuel that has been drawn in moves to wards the discharge port and is discharged The discharged fuel tra
22. ssure is applied to the control chamber via the orifices the nozzle remains closed without injecting fuel Begin Injection When current is applied to the TWV the solenoid force pulls the outer valve upward causing the outer seat to open As a result fuel from the control chamber flows out via the orifice causing the needle to lift and fuel to start injection Furthermore the injection ratio increases gradually in accordance with the movement of the orifice As the application of current continues to apply the injector reaches its maximum injection ratio End Injection When current to the TVVV is cut off the valve spring and hydraulic force fuel pressure cause the outer valve to descend and the outer seat closes At this time high pressure fuel from the rail is immediately introduced into the control chamber causing the nozzle to close suddenly As a result injection ends swiftly Inner valve Outer valve A p i RY TT Outer seat san K m Orifice 2 k LI Orifice 1 m K T Ari hem FO Rail constant high pressure T 25 120 MPa Command piston No Injection Begin Injection End Injection Q000098E 12 4 Circuit Diagram for JO8C COMMON2 Constant current circuit Constant current circuit Charging circuit TWV 1 poo No 1 cylinder 0000 TVVV 2 No 4 cylinder TWV 3 No 2 cylinder 000 yr TWV 4 E 7771 No 6 cylinder TWV 5 4 m
23. t or defective sensor Normal control Normal control Stopped Normal control FSV solenoid valve system abnormal Wiring harness open circuit short or defective solenoid valve Normal control CBCS1 solenoid valve system abnormal CBCS2 solenoid valve system abnormal When an improper ECU is installed on the vehicle Light ON 2 Light ON 2 Limit injection quantity Normal control Stopped Normal control Exhaust brake solenoid valve system abnormal Engine retarder relay system abnormal Transmission retarder system abnormal Accelerator linked relay system abnormal Wiring harness open circuit short or defective solenoid valve relay Normal control Normal control PCV1 B short PCV1 GND short ol N BR C N gt OJN PCV2 B short gt PCV2 GND short PCV1 amp 2 both B shortf1 N Qo D PCV1 8 2 both GND shortf1 PCV relay system abnormal Wiring harness open circuit short or defective relay Light ON 1 Light ON 1 Light ON 1 Light ON 1 Limit injection quantity Blinking Stopped Blinking Stopped Blinking Normal control Normal control Stopped Normal control Rail pressure abnormal sensor system Rail pressure abnormal output fixed Rail pressure abnormal excessive pumping by pump Rail pressure abnormal contro
24. tors Sensors Computers Actuators Accelerator opening Accelerator sensor Injectors Engine speed 5 injection quantity and injection timing control etc NE sensor Crankshaft position sensor Cylinder recognition signal TDC sensor Cylinder recognition sensor Other sensors and switches Supply pump Fuel pressure control Q000081E 3 System Configuration 1 Signals from switches Accelerator position sensor la Starter signal Air cleaner i H Charge up circuit ___ Pressure limiter gi Leak pipek gt Flow dampe Fuel filiter Fuel tank TDC sensor NE sensor Q000089E 1e eag WEY Ul 04U0 aINSSeld JO1JUOD einssel4 uon lul 4 System Configuration 2 uonoefup 0 Anueno uonoefu JoUOD uoroefu RA y 19109 pisul JOSUSS UONIUB0994 dwnq Ajddng DAL k JEU ainssald Joppefuy Josuas Jy 2UaYdsouny n23 episui JOSUSS 8N4 JOSUSS dainsseig ch Josuas JUE1009 Jy dr JOSUSS INSS Jd 18009 JOSUSS UOINISOd 2 U SAN N JOSU9S Jedweq mo 4 1001 ueds JOO NOILVOINNWWOD L LSG 1014 u09 UMOP NYS ulbuq joUOD yeeJg ISNEUX3J 104400 L W
25. vels via the fuel outlet and is fed into the supply pump body Volume decreased Volume decreased while moving to discharge port while discharging fuel to discharge port Outer rotor To pump chamber Volume increased Discharge port Volume increased while drawing in fiel gt From fuel tank while drawing in fiel Q000090E 6 Coupling The coupling is an intermediary device that transmits the engine driving torque to the supply pump camshaft Q000091E 2 2 Rail 1 Construction The functionof the rail is to distribute the high pressure fuel pressurized by the supply pump to each cylinder injector The rail pressure sensor flow damper and pressure limiter are mounted on the rail A fuel injection pipe is attached to the flow damper to deliver high pressure fuel to the injector The pressure limiter piping is routed back to the fuel tank for JO8C for JO5C Flow damper 04 5 Pressure limiter HH NI 2 171 Pressure limiter Pail pressure sensor Q000117E 2 Flow Damper The flow damper reduces pressure pulsation in the high pressure pipe thus delivering fuel to the injectors at a stable pressure Furthermore in the event an ex cessive flow of fuel the flow damper shuts off the fuel passage thus preventing the abnormal fuel flow When abnormal amount of fuel flows the high pres sure is applied to the piston As shown in the illustra tion this causes
26. y No 3 cylinder TWV 6 No 5 cylinder Q000119E 13 for JO5C COMMON2 4 Constant current circuit 4 Constant current circuit Charging circuit TWV 1 No 1 cylinder No 4 cylinder a 0000 Lap No i linder ET oy No 2 cildi m D TN WARNING High voltage is applied to the wires connected to COMMON COMMON 2 and the TWV 1 6 terminals of the ECU Exercise extreme caution to prevent electric shock 2 4 Sensors and Relays 1 NE Sensor crankshaft position sensor When the signal holes on the flywheel move past the sensor the magnetic line of force passing through the coil changes generating alternating voltage The signal holes are located on the flywheel at 7 5 degree intervals There are a total of 45 holes with holes missing in three places Therefore every two revolutions of the engine outputs 90 pulses This signal is used to detect the engine speed and the crankshaft position in 7 5 degree intervals 2 TDC sensor cylinder recognition sensor Similar to the NE sensor the sensor utilizes the alternating voltage generated by the changes in the magnetic line of force passing through the coil The disc shaped gear located in the center of the supply pump camshaft has a cog U shaped cutout at 120 degree intervals plus one tooth in an additional location Accord ingly every two revolutions of the engine outputs seven pulses The combination of the
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