Common Rail System for HINO Dutro / SERVICE MANUAL OPERATION
Contents
1. No Signal Connection IRRE No Signal Connection ee Relationship Relationship 50 68 51 69 PIM Boost pressure 93kPa gt 0 345V sensor 370kPa gt 4 5V 52 c 35 Pins No Signal Connection DD SUR No Signal Connection ERS Relationship Relationship 70 88 71 89 72 90 73 91 74 BATT Battery 92 AC Air conditioner Terminal is H during air MG relay conditioner operation 75 93 76 NUSW Neutral SW Terminal is L except 94 ACT Air conditioning L during air condition when neutral amplifier ing cutoff request 77 95 78 96 79 EXSW Exhaust brake Terminal is H during 97 sw exhaust brake operation 80 VICM Idle speed vol 20 gt 0 71V 98 ume SW 300 gt 4 28V 81 HSW Warm up SW Terminal is H during 99 heater idle up request 82 100 83 CLSW_ Clutch SW Terminal is H when 101 pedal is not depressed 84 PTO Power take off Terminal is H during 102 ABS ABS ECU L during ABS operation SW PTO operation 85 103 86 104 87 36 d 31 Pins Input Output Input Output No Signal Connection No Signal Connection Relationship Relationship 105 121 ST1 Stop light SW Brake operation terminal TE 106 TAC Meter Engine speed output 122 3 pulses2. Input Output Input Output No Signal Connection No Signal Connection Relationship Relationship 15 32 16 33 THF Fuel temperature 20 C gt 15 04kQ sensor 20 C gt 2 45kQ 80 C gt 318Q 17 34 E2 Sensor ground b 35 Pins Input Output Input Output No Signal Connection No Signal Connection Relationship Relationship 35 El Ground engine 53 EXB Exhaust brake Coil resistance 50Q ground VSV Ta 20 C 36 54 37 55 VAP Accelerator posi 5 gt 0 2V 45 gt 2 5V tion sensor for work 85 gt 4 7V 38 LUSL D throttle driver Opening side when ter 56 IC minal is L 39 EGRS EGR linear sole Coil resistance 28Q 57 VG Mass airflow 1 69 s gt 1V 170g noid Ta 20 C meter s gt 4 4V 40 58 G Cylinder recogni 4 1 Cogs 720 CA tion sensor 41 59 VCG Cylinder recogni 5 V tion sensor power supply 42 EC Case ground 60 43 STA Starter relay Terminal is H during 61 VLU Sensor for D 13 5 gt 0 69V thereafter starter energization throttle opening 0 04V 44 62 VCP Power supply for 5 V the accelerator posi tion sensor for work 45 63 E2P Accelerator posi tion sensor GND for work 46 64 EGLS EGR lift sensor Fully closed 4V fully open 1 3V 47 65 EVG Mass airflow meter GND 48 66 G Cylinder recogni tion sensor 49 67 35
3. 44444442 19 4 5 EDU Electronic Driving Unit 25252888 a E A eed Deere 19 Description of Control System Components 2 20 Block Diagram 2 22 fo ated ta ne ad kan ta ast pe dee tale 20 5 2 Description of Sensors iii LRO En ee BE Esel ns HR RER Re a r 21 2 Various Iypes 0f GoOnNtrols u 20002 tee ete cade a een ai cee de eee eee a en 26 6 1 Common Rall System Outline 26212048 1 12 u 3 acetal a ee a al ae one intel saute da Ci 26 6 2 Fuel Injection Quantity Control 1 0 0 0 ccc eee nent 27 6 3 Fuel Injection Timing Control 444 eee 30 6 4 E el Injection Rate Control ia a hee drag nat an Raid ace ean a aS Bla arn lend oe ae EG tad 31 6 5 Fuel Injection Pressure Control 00 cece eee 31 Other ECU Related ias piro ri eee ee ee Peed tie den ete Pe eed aed A ee eae 32 7 1 ECU External Wiring and Terminal Layout 2 00 cee eee 32 7 2 Diagnostic Trouble Codecs 2 2 eet ht agence Es ed ee ae EL eh ae grb ae auc ed 38 1 Product Application List 1 1 Vehicle Specifications Vehicle Name Engine Model Exhaust Volume HINO DUTRO TOYOTA DYNA NOAC TF 4 0L 1 2 Component Part Numbers Product Name HINO Part Number DENSO Part Number Supply Pump Rail 22730 1261B 22760 1170A 294000 0191 095440 0490 Injecto
4. a Injection Timing Control Cylinder Recognition ER Cylinder Recognition Sensor G memm Injection Pressure Control Load Engine Accelerator Position Sensor mie ECU Supply Pump SCV Rail Pressure Sensor EGR Air Intake Control Relay Light Other Sensors and Switches mmm Fuel Pressure Control Q000390E 4 Description of Main Components 4 1 Supply Pump HP3 A Outline e The supply pump consists primarily of the pump body camshaft eccentric cam ring cam and plungers SCV Suction Control Valve fuel temperature sensor and feed pump Fuel Temperature Sensor The two plungers are positioned vertically on the outer ring cam for compactness Q000570E The engine drives the supply pump at a ratio of 1 1 The supply pump has a built in feed pump trochoid type and draws the fuel from the fuel tank sending it to the plunger chamber 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 open type the intake valve opens during de energization Injector Discharge Valve intake Valve Fuel Tank Intake Pressure lt Feed Pressure lt High Pressure Return Feed Pump Fuel Inlet Intake Fuel Filter With Priming Pump Q000392E
5. The supply pump in the common rail system with DPNR has a fuel cut valve FCV The FCV is provided to enable man ual shut off if a fuel leak occurs in the fuel addition valve passage a Supply Pump Exploded Diagram MU Pump Body Ring Cam Camshaft ns Plunger Fuel Temperature Sensor O Q000393E B Supply Pump Internal Fuel Flow Fuel drawn from the fuel tank passes through the route in the supply pump as illustrated and is fed into the rail Supply Pump Interior Intake Valve Pumping Portion Plunger E Regulating Valve Feed Pump a SCV Suction Control Valve Discharge Valve Fuel Tank C Construction of Supply Pump The eccentric cam is formed on the camshaft and is attached to the ring cam Ring Cam Camshaft Eccentric Cam Q000395E As the camshaft rotates the eccentric cam rotates eccentrically and the ring cam moves up and down while rotating Eccentric Cam Ring Cam Camshaft Q000396E The plunger and the suction valve are mounted on top of the ring cam The feed pump is connected to the rear of the camshaft Feed Pump D Supply Pump Operation 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
6. P0087 49 1 O x O Rail pressure abnormality fixed output P0088 78 1 O x O Pump valve abnormality high pressure in rail P0093 78 1 O x O Fuel leak abnormality P0095 P0097 P0098 23 1 O O O Intake air temperature sensor No 2 post turbo intake air temperature sensor P0100 P0102 P0103 31 1 O x O Mass airflow meter P0105 P0107 P0108 35 1 O O O Pressure sensor P0110 P0112 P0113 24 1 O O O Intake air temperature sensor P0115 P0117 P0118 22 1 O O O Coolant temperature sensor P0120 P0122 P0123 41 1 O O O Throttle sensor P0168 39 1 O x O Abnormally high fuel temperature P0180 P0182 P0183 39 1 O O O Fuel temperature sensor P0190 P0192 P0193 49 1 O O O Rail pressure sensor with back up sensor P0191 49 1 O O O Rail pressure sensor with back up sensor out of range P0200 97 1 O x O EDU abnormality engine part diagnostic P0234 34 1 O x O VN turbo abnormality closed side abnormal ity P0263 78 1 x x O Injector abnormality FCCB abnormality No 1 cylinder P0266 78 1 x x O Injector abnormality FCCB abnormality No 2 cylinder P0269 78 1 x x O Injector abnormality FCCB abnormality No 3 cylinder P0272 78 1 x x O Injector abnormality FCCB abnormality No 4 cylinder P0299 34 1 x x O VN turbo abnormality open side abnormal ity P0335 13 1 O x O Crankshaft position sensor open circuit phase difference power flicker P0335 12 1 O x O Crankshaft position sensor open circuit P0339 13
7. 1 O x O Crankshaft position sensor NE power flicker P0340 12 1 O x O Cylinder recognition sensor open circuit power flicker 38 Lamp Diagnostic Code Detection Trip Output Check Memory Item SAE TCCS CE P0340 12 1 O x O Cylinder recognition sensor during start up P0400 71 1 O x O EGR FLOW MALFUNCTION P0400 71 1 O x O EGR V P0405 P0406 96 1 x O O Lift sensor P0488 15 1 O x O Intake restriction motor control system P0500 42 1 O O O Vehicle speed sensor MT P0504 51 1 x x O STP light switch P0607 89 1 O x O CPU abnormality P0627 78 1 O x O Pump abnormality open short circuit P1133 00 1 O O O Exterior accelerator position No 1 sensor is HIGH P1143 19 1 O O O Throttle knob is HIGH P1229 78 1 O x O Pump valve abnormality P1238 78 2 O x O Injector injection abnormality P1251 34 1 O x O VN turbo power flicker P1530 92 1 x x O Emergency stop switch system P1601 89 1 O x O Multiple point injector correction EEPROM abnormality P1611 17 1 O x O Internal IC abnormality P1611 17 1 O x O RUN pulse abnormality P1674 36 1 O x O Exhaust brake VSV system P2120 P2122 P2123 19 1 O x O Accelerator position sensor P2125 P2127 P2128 P2138 P2121 19 1 O x O Accelerator position sensor out of range P2226 P2228 P2229 A5 1 O O O Atmospheric pressure sensor open circuit 39
8. Nozzle Type O O Turbo Drive Motor EGR Valve EGR Cooler Intake Air Temperature Sensor Coolant Temperature Sensor Oxidation Catalyst Cylinder Recognition Sensor Variable Nozzle Controller Crankshaft Position Sensor Q000571E 20 5 2 Description of Sensors A Crankshaft Position Sensor NE An NE pulsar attached to the crankshaft timing gear outputs a crankshaft angle detection signal The pulsar gear contains 34 cogs with 2 cogs missing for 2 pulses and the sensor outputs 34 pulses per 360 CA Cylinder Recognition Sensor G A cylinder identification pulsar G pulsar is attached to the supply pump timing gear and it outputs a cylinder identifica tion signal The sensor outputs 4 1 pulses for every two revolutions of the engine and the 5th pulse is used for cylinder recognition Cylinder Recognition Sensor Crankshaft Position Sensor 5 Pulses per 720 CA Camshaft Drive Gear 32 pulses per 720 CA Crankshaft Position Sensor Plate 0004035 Exterior View Circuit Diagram Cylinder Recognition Sensor Crankshaft Position Sensor Cylinder Recognition The engine ECU identifies the No 1 cylinder when it detects the missing cog NE pulse and the cylinder recognition pulse simultaneously 1 720 CA msca 1TDC 3 TDC NE Pulse 0123456 78 9 10111213141516170 12345 6 7 8 9 101112131415 180 CA 360 CA Q000404E 21 C Accelerator Position Sensor This is a non
9. an optimal timing based on the engine speed and injection quantity Fuel Injection Pressure Control Function Rail Pressure Control Function The fuel injection pressure control function rail pressure control controls the pump discharge quantity by measuring the fuel pressure at the rail pressure sensor and feeding it back to the ECU It effects pressure feedback control so that the discharge volume matches the optimal command value set in accordance with the engine speed and the injection quan tity 26 6 2 Fuel Injection Quantity Control A Outline This control determines the fuel injection quantity by adding coolant temperature fuel temperature intake air tempera ture and intake air pressure corrections to the basic injection quantity The engine ECU calculates the basic injection quantity based on the engine operating conditions and driving conditions B Injection Quantity Calculation Method The basic injection quantity is obtained through the governor pattern calculated from the accelerator position and the engine speed The basic injection quantity is then compared to the maximum injection quantity obtained from the engine speed to which various types of corrections are made The smallest injection quantity is then used as the basis for the final injection quantity Accelerator Opening Injection Quantity Engine Speed Corrected EDU drive final injection timing calculation quantity Maximum Injection Qu
10. 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 t Plunger A Begin Compression Plunger A Finish Intake Plunger B Begin Intake Plunger B Finish Compression 10 E Description of Supply Pump Components a Feed Pump The trochoid type feed pump integrated into the supply pump draws fuel from the fuel tank and feeds it to the two plung ers via the fuel filter and the SCV Suction Control Valve The feed pump is driven by the camshaft With the rotation of the inner rotor the feed pump draws fuel from its suction port and pumps it out through the discharge port This is done in accordance with the space that increases and decreases with the movement of the outer and inner rotors Quantity Decrease To Quantity Decrease Fuel Discharge Pump Chamber gt Outer Rotor Intake Port gt Discharge Quantity Increase Quantity Increase From Port Fuel Intake Fuel Tank b SCV Suction Control Valve Normally Open Type A linear solenoid type valve has been adopted The ECU controls the duty ratio the duration in which current is applied to the SCV in order to control the quantity of fuel that is supplied to the high pressure plunger The supply pump drive load decreases because
11. 360 CA 107 123 108 124 VPA2 Accelerator posi 0 27 gt 0 8V thereafter tion sub sensor 0 153V 109 125 VPA Main accelerator 0 27 gt 0 8V thereafter position sensor 0 153V 110 126 VCP2 Accelerator posi 5 V tion sensor sub power supply 111 B Main Relay Power supply 127 VCPA Accelerator posi 5 V tion sensor main power supply 112 TC Diagnostic 128 SPD Vehicle speed 4 pulses revolution 637 checker sensor MRE revolutions at 60km h 113 IGSW Ignition SW Terminal is H during 129 STP Stop light SW Terminal is H during ignition switch ON brake operation 114 SREL Glow relay Coil current 0 37A 130 Ta 20 C 115 IREL EDU relay Coil current 0 086A 131 Ta 20 C 116 MREL Main relay Coil current 0 086A 132 EPA2 Accelerator posi Ta 20 C tion sub sensor GND 117 133 EPA Accelerator posi tion main sensor GND 118 GIND Glow plug indica 1 4W 24V 134 WFSE Flash write tool L during writing tor light 119 135 SIL Diagnostic checker 120 W Check engine 1 4W 24V light 37 7 2 Diagnostic Trouble Code Diagnostic Code Detection a Trip Output Check Memory Item SAE TCCS CE P0030 P0031 P0130 21 1 O x O A F sensor B1S1 P0131 P0132 P0036 P0037 P0136 27 1 O x O A F sensor B1S2 P0137 P0138
12. DENSO Diesel Injection Pump SERVICE MANUAL Common Rail System for HINO Dutro TOYOTA Dyna N0O4C T Type Engine OPERATION November 2003 DENSO CORPORATION 00400058E TABLE OF CONTENTS Product Application List cece 235528080808 e ta Co ha acre aa dard ee et tora tha a ea aia ae 1 1 1 Vehicle Specifications rosie o hee ita See Nes 1 1 2 Component Part N MDb rS isana es a ee A du a tt ee a 1 Common Rail System Outline nasi maa 2 A AS nce ta en ern Ca ahaa Rav de 2 2 1 Background to Development 2 2 2 System Characteristics 234 nk ca 32 2 Lenin 2 2 3 Comparison to The Conventional SysSteM oo ooooocnoon een 3 Outline of TOYOTA HINO Small Truck Common Rail System 4 3 1 Main System Components 44 4444444isesseseesessesess 4 3 2 Outline of Composition and Operation o ococcccccc nennen nn nn nn nn nennen nn 5 3 3 Fuel System and Control System 2000 ce nn 6 Description of Main Components ce sasas vias a wa a oa ee ee alas ie ee a ee dt 7 4 1 Supply P mp HP3 2200000 hat od tele ara et dater ath en asa cele late Ge Gina nace aan Gate GUO Se daa 7 4 2 Rallies a A eee aed Dake SR dae eh SR ie Re Sci a eR edd ad Ra he te Bee eee se 14 4 3 IHjector it Pee ae ee a ete ea de See eae nd Sete ware aide ened are eee eles 16 4 4 Engine ECU Electronic Control Unit
13. E Pump ie a Rail Injector Fuel Tank Injection Quantity Control Pump Governor Engine ECU Injector TWV Injection Timing Control Pump Governor 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 1 TWV Two Way Valve 2 SCV Suction Control Valve Q000387E 3 Outline of TOYOTA HINO Small Truck Common Rail System 3 1 Main System Components Accelerator Position Sensor Intake Air Temperature Sensor Variable Nozzle Type Turbo Opening Sensor Variable Nozzle Type Turbo Motor Glow Plug Airflow Meter With Integrated Ambient Air Temperature Sensor Injector Crankshaft Position Sensor Rail Pressure Sensor Supply Pump Fuel Temperature Sensor Intake Air Pressure Sensor EGR Valve Intake Restriction Step Motor Variable Nozzle Controller Pressure Limiter Engine ECU With Built In Atmospheric Pressure Sensor EDU Coolant Temperature Sensor Cylinder Recognition Sensor Items are DENSO products Q000569E 3 2 Outline of Composition and Operation A Composition The common rail system consists primarily of a supply pump rail inj
14. R2 THA THF EQ VCP E2P 62 EGLSJEVG D Connector Terminal Input Output Details CY Y pm 69 97 104 WV WV WFSEISIL EPA2IEPA Q000636E a 34 Pins No Signal Connection RAA URL No Signal Connection PRES Relationship Relationship 1 E01 Power ground 18 NE Crankshaft Posi 36 2 Cogs 360 CA engine ground tion Sensor 2 EO2 Power ground 19 PCR1 Rail pressure 30MPa gt 1 88V engine ground sensor 180MPa gt 4 28V 3 20 INJF EDU EDU fail signal 4 21 1 EDU Injection signal 5 22 2 EDU Injection signal 6 PCV Pump control Coil resistance 7 9Q 23 3 EDU Injection signal valve Ta 20 C 7 PCV Pump control 24 4 EDU Injection signal valve 8 IDUP Idle up SW Terminal is H during 25 THIA Intake air temper 20 C gt 2 43kQ idle up request ature sensor 60 C gt 584 1Q high response 100 C gt 183 6Q 9 STOP Emergency stop Terminal is H during 26 THW Coolant tempera 20 C gt 15 04kQ SW emergency stop ture sensor 20 C gt 2 45kQ 80 C gt 318Q 10 27 VC Sensor power supply 5V 11 28 NE Crankshaft Posi tion Sensor 12 29 PCR2 Rail pressure 30MPa gt 1 33V sub sensor 180MPa gt 3 73V 13 30 14 31 THA Intake air temper 20 C gt 14 7kQ ature sensor 20 C gt 2 43kQ built into AFM 60 C gt 590Q 34
15. ance Value Characteristics Temperature C Resistance Value kQ 25 4 15 041 9 16 5 74 3 70 2 45 0 1 66 1 15 0 811 0 584 0 428 0 318 0 031 Thermistor 0 240 Fuel Temperature 0 1836 Sensor 0 1417 0 1108 Reference values are shown in brackets Q000572E 25 6 6 1 A Various Types of Controls Common Rail System Outline Control Outline e This system effects more appropriate control of the fuel injection quantity and injection timing than the mechanical gov ernor or timer used in the conventional injection pump The engine ECU performs the necessary calculations in accordance with the engine and each of the sensors installed on the vehicle It thus 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 This is the pilot injection control which injects a small amount of fuel before the main injection Fuel Injection Quantity Control Function The fuel injection quantity control function replaces the conventional governor function It controls the fuel injection to an optimal injection quantity based on the engine speed and accelerator position signals Fuel Injection Timing Control Function The fuel injection timing control function replaces the conventional timer function It controls injection to
16. antity Ten Injection Pressure Correction Speed Correction Individual Cylinder Correction Quantity Intake Air Pressure Correction Ambient Air Temperature Correction Accelerator Opening gt Basic Injection Engine Speed L Quantity Low Quantity Side Injection Quantity Engine Speed Atmospheric Pressure Correction Intake Air Temperature Correction Cold Engine Maximum Injection Quantity Correction QB0715E C Basic Injection Quantity The basic injection quantity is determined by the engine speed NE and the accelerator opening The injection quantity increases if the accelerator position signal increases while the engine speed remains constant Basic Injection Quantity A Accelerator Opening K gt Engine Speed 27 D Maximum Injection Quantity The maximum injection quantity is calculated by adding the intake air pressure correction intake air temperature correc tion atmospheric pressure correction atmospheric temperature correction and the cold operation maximum injection quantity correction to the basic maximum injection quantity that is determined by the engine speed Basic Maximum Injection Quantity A Engine Speed E Starting Injection Quantity When the starter switch is turned ON the injection quantity is calculated in accordance with the starting base injection quantity and the starter ON time The base injection quantity and the inclination of the quantity i
17. contact type sensor A lever rotates in unison with the accelerator pedal and the output terminal voltage VPA1 VPA2 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 VPa1l GND1 VC1 Vra2 78010 1200A 198800 3160 LU Linear Output Characteristics Graph Vv VPa2 5 5 3 988V Sensor Linear Output Voltage DC 5V Applied 2 Hall elements 2 4 0 8V 0 29 15 9 Stroke 47mm J Effective Operating Angle le Fully Closed Fully Open 5 10 I L k Maximum Speed Angle 20 27 Pedal Speed Angle Full Stroke Q000405E 22 D Intake Air Pressure Sensor This is a type of semi conductor pressure sensor It utilizes the characteristic whereby electrical resistance changes when pressure is applied to silicon crystal Because a single sensor is used to measure both intake air pressure and atmospheric pressure a VSV is used to alternate the measurements External View Diagram SENSOR TURBO PRESSURE t d E 5 Intake Air Pressure Pressure Characteristics Sensor Pim V 4 5 Vc 5V ECU Atmospheric pressure measurement conditions The VSV turns ON for 150 msec to detect the atmospheric pressure when one of
18. dle Up Switch 81 Warning Light 3 24V 1 4W Exhaust Brake Switch oS KMO 79 Clutch Switch CLSW o 20 83 Power Take Off Switch os PTO 84 Idle Up Switch 5 IDUP S 8 Sudden Stop Switch Stop Light Switch Stop Light A C Switch Starter Relay Air Conditioner Magnetic Clutch ABS ECU Hv ECU o Neutral Switch oo Test Terminal Q000634E 32 B ECU External Wiring Diagram VCP 62 VCPA O 127 1 1 Glow Relay VCP2 126 EXB gt 530 N Exhaust Brake VSV VEC 27 Rail Pressure Sensor 1 port ig Rail Pressure Sensor PCR2 Sub O 29 B 5 HE Intake Air Pressure PIM O 69 1 Mass Airflow Sensor End Diagnostic gt VPA2 Check Intake Manifold Intake Accelerator Air Temperature Sensor THIA Position Sensor Coolant Temperature Sensor ENS THW VLU Sensor for D Throttle Opening Fuel Temperature Sensor ORD THF Mass Airflow Intake Air Temperature Sensor THA AD EGR Lift Sensor lt EDU Relay Accelerator Position Sensor for Work Engine Speed Sensor MRE Sensor Vehicle Speed Sensor Q000635E 33 C ECU Terminal Layout Connector Terminal Configuration 135 Pins 34P 1 7 EEIZZZEEI YA 11177 ae ev a rani lve 35P 35 ELA VIA ed VV Gall VAS DAA ADD ZZZ AAAA carcoma prea seo NE PC
19. e adoption of high pressure fuel injection the ignition lag which is the delay from the start of injection to the beginning of combustion cannot be shortened to less than a certain value As a result there is an increase in the quantity of fuel injected before ignition and this results in an explosive combustion at the time of ignition increasing both NOx and noise e For this reason pilot injection is provided to minimize the initial ignition rate prevent the explosive first stage combustion Pilot Injection and reduce noise and NOx Normal Injection Injection Rate Large First Stage _4 Combustion NOx and Noise Heat Release Rate TDC 20 Crankshaft Angle deg 3 gt 6 5 Fuel Injection Pressure Control A Outline Small First Stage Combustion TDC 20 Crankshaft Angle deg gt A value is calculated based on the final injection quantity and the engine speed The calculation is based on the coolant temperature and engine speed during start up Rail Pressure Final Injection Quantity Engine Speed 7 Other ECU Related 7 1 ECU External Wiring and Terminal Layout e This is an example of the NO4C TF engine A ECU External Wiring Diagram Main Rela FUSE EFI H L pov POV 7 90 Ono 15A PCV EGRS NNA EGR Linear Solenoid 39 Q A C Amplifier Check Engine Warning Light 1 O 24V 1 4W Heater I
20. ectors and engine ECU Fuel Temperature Vehicle Speed Accelerator Opening Intake Air Pressure Intake Air Temperature Coolant Temperature Crankshaft Position Cylinder Recognition Signal gt Intake Airflow Rate F Engine ECU _ Pressu re SCV Suction Supply P UPPIY PUMP Control Valve Fuel Tank Q000144E B Operation a Supply Pump HP3 The supply pump draws fuel from the fuel tank and pumps the high pressure fuel to the rail The quantity of fuel 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 commands received from the engine ECU b Rail The rail is mounted between the supply pump and the injector and stores the high pressure fuel c Injector G2 Type This injector replaces the conventional injection nozzle and achieves optimal injection by effecting control in accordance with signals from the engine ECU Signals from the engine ECU determine the duration and timing in which current is applied the injector This in turn determines the quantity rate and timing of the fuel that is injected from the injector QR codes noting the characteristics of each vehicle are inscribed on the injector and this data is sent to the ECU when the engine ECU or injectors are replaced This enables software to be adjusted to the mechanical characteristics of each injector d Engine ECU T
21. een adopted to improve injector quantity precision QR Codes 9 9mm M OSEA 01EB I OSEA O1EB 03EA 0103 Li N EB03 BC_ ID Codes 30 base 16 characters Base 16 characters noting fuel injection quantity correction information for market service use Q000401E 17 QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points greatly im proving precision The characteristics of the engine cylinders have been further unified contributing to improvements in combustion efficiency reductions in exhaust gas emissions and so on Injection Quantity Q QR Codes Actuating Pulse Width TQ QD1544E Repair Procedure Changes When replacing injectors with QR codes or the engine ECU it is necessary to record the ID codes in the ECU If the ID codes for the installed injectors are not registered correctly engine failure such as rough idling and noise will result Use specialized HINO service tools at a HINO dealer to record the ID codes a Replacing the Injector Spare Injector Engine ECU Necessary to record the injector ID codes in the Engine ECU QD1536E b Replacing the Engine ECU Vehicle Side Injector Spare Engine ECU a Necessary to record the injector ID codes in the Engine ECU QD1537E 18 4 4 Engine ECU Electronic Control Unit A Outline This is the command center that controls the fuel injectio
22. forcing the command piston down and the pressure forcing the nozzle needle up A state of no injection results because the nozzle needle closes due to the nozzle spring force and the difference in areas to which pressure is being applied b Injection When current is initially applied to the solenoid the attraction of the solenoid pulls the TWV solenoid valve up opening the outlet orifice and allowing fuel to flow out of the control chamber After the fuel flows out pressure in the control cham ber decreases pulling the command piston up This causes the nozzle needle to rise and injection to start c Injection Ends When current continues to be applied to the solenoid the nozzle reaches its maximum lift where the injection rate is also at the maximum level When current to the solenoid is turned OFF the TWV solenoid valve falls and closes the orifice Fuel then flows into the control chamber via the inlet orifice increasing pressure and causing the nozzle needle to close immediately and injection to stop Actuating Actuating Actuating Solenoid Current Current Current TWV Outlet Orifice Inlet Orifice En Ar Control Control Chamber j Chamber Chamber Pressure Pressure Pressure ES HA 7 Injection Rate Injection Rate Injection Rate Command Piston No Injection Injection D QR Codes Conventionally the whole injector Ass y was replaced during injector replacement but QR Quick Response codes have b
23. he engine ECU calculates data received from the sensors to comprehensively control the injection quantity timing and pressure 3 3 Fuel System and Control System A Fuel System This system comprises the route through which diesel fuel flows from the fuel tank via the rail to the supply pump and is injected through the injector as well as the route through which the fuel returns to the tank via the overflow pipe Control System In this system the engine ECU controls the fuel injection system in accordance with signals received from various sen sors The components of this system can be broadly divided into the following three types a sensors b ECU and c 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 quantity and timing are determined by controlling the duration and timing in which current is applied to the TWV Two Way Valve in the injector Injection pressure is determined by controlling the SCV Suction Control Valve in the supply pump Sensor Actuator Engine Speed Crankshaft Position Sensor NE Injection Quantity Control
24. intake fuel quantity is controlled to achieve the target rail pressure When current flows to the SCV the internal armature moves in accordance with the duty ratio The fuel quantity is reg ulated by the cylinder which moves in connection with the armature to block the fuel passage With the SCV OFF the return spring pushes the cylinder completely opening the fuel passage and supplying fuel to the plungers Full quantity intake gt full quantity discharge When the SCV is ON the return spring contracts and closes the fuel passage By turning the SCV ON OFF fuel is supplied in an amount corresponding to the drive duty ratio and then discharged by the plungers Return Spring Cylinder Pump Body External View Cross Section Q000050E 11 Short duty ON gt large valve opening gt maximum intake quantity et LA Long duty ON gt small valve opening gt minimum intake quantity Feed Pump Pa oe cire Eye A ee mn ACE ll 2 Small Opening Cylinder Relationship between the drive signal and current magnetomotive force Small Intake Quantity Large Intake Quantity ON Actuating Voltage OFF 1 l 1 l l l 1 l I l I l 1 I I I l l l l I l 1 l I l I l 1 l 1 i I I 1 I 1 I I l I I 1 I 1 1 1 I 1 1 1 1 1 1 I 1 I 1 I 1 1 I 1 I 1 I 1 I 1 l I l 1 1 l l l l l l I l l l l Current Average Current Difference 4 2 Rail A Outline The rail st
25. m of the flow damper The flow damper piston performs a damper role for pressure pulsations occurring in the rail and performs cushioning through the spring drag and orifice passing resistance If a fuel leak occurs in the injection pipe or the injector the pressure of the fuel supplied through the orifice on the downstream side of the flow damper and the spring drag and fuel pressure applied to the piston face prior to the orifice become unbalanced As a result the piston end closes the fuel supply outlet stopping the supply of fuel lt reopens when pressure in the rail reaches approximately 1 MPa 4kg cm Piston Orifice Fuel Supply Opening 15 4 3 Injector A Outline The injectors inject high pressure fuel into the combustion chambers at the optimum injection quantity timing rate and spray condition in accordance with commands received from the ECU A compact energy saving solenoid control type TWV Two Way Valve injector has been adopted B Construction ZN 03EA 01EB 03EA 01EB ET 03EA 0103 EB03 BC SG Q000399E 16 C Operation The TWV Two Way Valve solenoid valve opens and closes the outlet orifice passage 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 TWV solenoid valve is pushed downward by the spring closing the outlet orifice This equalizes the control chamber pressure
26. n system and engine operation in general Outline Diagram Sensor Engine ECU Actuator Detection Calculation Actuation 4 5 EDU Electronic Driving Unit A Outline The EDU has been adopted to support high speed actuation of the injectors High speed actuation of the injector sole noid valve is made possible through the use of a high voltage generating device DC DC converter B 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 each sensor Upon receiving these signals the EDU outputs signals to the injectors from terminals K through N At this time terminal F outputs the ljf injection verification signal to the ECU l High Voltage JA Battery Generation ma Circuit Circuit 19 5 Description of Control System Components 5 1 Block Diagram Accelerator Position Sensor Supply Pump Suction Control Valve Fuel Temperature Sensor EDU Relay With Built In Atmospheric Pressure Sensor Engine Control Unit Rail Pressure Sensor Fully Open Position Detection Switch Linear Solenoid Inter Cooler r Intake Air Temperature Intake Mass Airflow Meter Sensor mM Restriction mm Mechanism Intake Air Pressure Mm Sensor Air Cleaner Resonator Variable Nozzle Opening Sensor Injector Variable
27. ncrease decrease change in accordance with the coolant temperature and the engine speed Coolant Temperata Low Injection Quantity Injection Quantity Base Injection Quantity LE STA ON Duration gt EEIN sees cee as STA ON Duration A Starting Starting 28 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 Control Start Conditions Control Conditions Idle S W Coolant Temperature Accelerator Opening Air Conditioning Load Target Engine Vehicle Speed Shift Position Speed Calculation Coolant Temperature Injection Injection Quantity Target Engine eel a gt Determined Air Conditioning S W Speed Calculation Neutral S W i Detect o gt compas Fdo G Idle Vibration Reduction Control This control reduces engine vibration during idle To achieve smooth engine operation it compares the angle speeds times of the cylinders and regulates injection quantity for each individual cylinder in the event of a large difference top deis oa Controls to make the cylinder At equal 1 3 4 2 Cors A 3 4 2 Crankshaft Angle gt Crankshaft Angle QD2451E 29 6 3 Fuel Injection Timing Control A Outline Fuel injection timing is controlled by varying the timing in which current is applied
28. ores pressurized fuel that has been delivered from the supply pump and distributes it to each cylinder injector A pressure sensor and a pressure limiter are adopted in the rail The pressure sensor detects the fuel pressure in the rail and sends a signal to the ECU The ECU controls the supply pump SCV and the fuel pressure in the rail based on this signal Pressure Sensor To Fuel Tank Pressure Limiter To Injector Flow Damper Q000397E B Fuel Pressure Sensor This sensor detects fuel pressure in the rail and sends a signal to the ECU It is a semi conductor piezo resistance type pressure sensor that utilizes the characteristic whereby electrical resistance changes when pressure is applied to a metal diaphragm There are two output voltage systems as a backup in the event of a malfunction E2S PR2 VCS VouT Vcc 0 888 0 856 0 568 0 376 VC PR E2 0 30 90 180 190 Rail Pressure MPa Q000398E 14 C Pressure Limiter When pressure in the rail is abnormally high the pressure limiter opens the valve to relieve pressure The valve opens when pressure in the rail reaches approximately 200 MPa 2039kg cm and closes when pressure falls to approximate ly 50 MPa Fuel leaked by the pressure limiter returns to the fuel tank Valve Guide Rail Side Valve Body D Flow Damper The flow damper is a buffer for pressure pulsations in the rail and shuts off the supply of fuel when a leak occurs down strea
29. r 23910 1271A 095000 5321 Engine ECU 89660 37460 101758 6580 EDU 89870 37030 101310 5391 APM Accelerator Pedal Module 78100 37550 198800 3150 NE Sensor 89411 1630A 029600 1361 TDC Sensor 89410 1570A 949979 1310 Coolant Temperature Sensor 83420 1250A 071560 0110 AFM Mass Airflow Meter 22204 21010 197400 2000 Intake Air Temperature Sensor 89441 4310A 071500 2490 Turbo Pressure Sensor 89390 1080A 079800 5890 EGR V 17350 1170A 135000 7051 Exhaust Gas Temperature Sensor 89441 37020 IN 265600 0600 IN 89441 37030 OUT 265600 0530 OUT 2 Common Rail System Outline 2 1 Background to Development e The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines and is a diesel injection control system with the following aims To further improve fuel economy To reduce noise e To achieve high power output 2 2 System Characteristics e 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 inject the pressurized fuel into the cylinders Because the engine ECU controls the injection system injection pressure injection rate and injection timing the injection system is independent and thus unaffected by the engine speed or load This en
30. sures 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 e Enables high pressure injection even at low engine speeds e Optimizes control to minimize particulate matter and NOx emissions B Injection Timing Control Enables finely tuned optimized control in accordance with driving conditions C Injection Rate Control e Pilot injection control injects a small amount of fuel before the main injection Common Rail System Injection Pressure Control Injection Timing Control Injection Rate Control Pilot us Optimization High Pressurization Optimization After Injection Injection Post Injection Common Rail Common Rail System System Main Injection A y gs Crankshaft Angle gt O Z Injection Quantity Control Conventional Cylinder Injection Pump Injection Rate Particulate Conventional Pump oO nn 5 D 7 oO a lt Q 5 O ack Z Injection Timing Quantity Correction Ais Speed Injection Pressure gt 2 3 Comparison to The Conventional System In Line amp VE Pumps Common Rail System High Pressure Pipe Momentary High Pressure Timer Nozzle Governor System In Line Pump V
31. the below conditions 1 to 3 are present 1 Engine speed Orpm kPa abs 2 Starter ON i 3 Stable idling m a ia abe Intake air pressure measurement conditions The VSV turns OFF to detect the intake air pressure if the intake air Absolute Pressure pressure measurement conditions are absent 23 E Coolant Temperature Sensor THW The coolant temperature sensor is installed to the engine cylinder block and detects the engine coolant temperature The sensor uses a thermistor with a characteristic which varies resistance according to temperature The change in re sistance value is used to detect changes in coolant temperature The thermistor characteristic is such that the resistance value decreases as the temperature increases Thermistor Resistance Value Characteristics Temperature C Resistance Val 25 4 15 04 9 16 5 74 3 70 2 45 1 66 1 15 0 811 0 584 0 428 0 318 0 008 0 240 0 1836 0 1417 0 0018 0 1108 Reference values are shown in brackets 24 Engine Side Control Terminal Coolant Temperature Measurement Terminal Q000406E F Fuel Temperature Sensor THF The fuel temperature sensor detects the fuel temperature from its mounting on the supply pump and sends a signal to the engine ECU The detection component utilizes a thermistor Resist
32. to the injectors B Main and Pilot Injection Timing Control a Main Injection Timing The engine ECU calculates the basic injection timing based on the engine speed and final injection quantity and adds various types of corrections in order to determine the optimal main injection timing b Pilot Injection Timing Pilot Interval Pilot injection timing is controlled by adding a pilot interval value to the main injection The pilot interval is calculated based on the final injection quantity engine speed coolant temperature atmospheric temperature and atmospheric pressure 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 C Injection Timing Calculation Method Timing Control Outline 0 1 Actual TDC NE Pulse i Pilot Injection r Main Injection i Solenoid Valve Control Pulse 1 I I Nozzle Needle F SE LL Pilot Injection Ting Main Injection Timing Pilot Interval Injection Timing Calculation Method Engine Speed N Basic Injection Timing Corrections Main Injection Timing Injection Quantity IL Voltage Correction Intake Air Pressure Correction Intake Air Temperature Correction Coolant Temperature Correction Atmospheric Pressure Correction 30 6 4 Fuel Injection Rate Control A Outline While the injection rate increases with th
Download Pdf Manuals
Related Search