Diesel Injection Pump
SERVICE MANUAL Common Rail System for HINO Dutro / TOYOTA Dyna N04C-T# Type Engine OPERATION November, 2003
00400058E
TABLE OF CONTENTS 1. Product Application List . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1-1. Vehicle Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1-2. Component Part Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Common Rail Rail System Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-1. Background to Development . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-2. System Characteristics Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-3. Comparison to The Conventional System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 3. Outline of TOYOT TOYOTA A / HINO Small Truck Truck Common Common Rail System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3-1. Main System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 3-2. Outline of Composition Composition and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 3-3. Fuel System and Control Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 4. Description of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 4-1. Supply Pump (HP3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 4-2. Rail . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 4-3. Injector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 4-4. Engine ECU (Electronic Control Control Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 4-5. EDU (Electronic Driving Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19 5. Description of Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 5-1. Block Diagram . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20 5-2. Description of Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21 6. Various Types of Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 6-1. Common Rail Rail System Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26 6-2. Fuel Injection Quantity Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27 6-3. Fuel Injection Timing Timing Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 30 6-4. Fuel Injection Rate Rate Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 6-5. Fuel Injection Pressure Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31 7. Other (ECU Related) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 7-1. ECU External Wiring and Terminal Terminal Layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 32 7-2. Diagnostic Trouble Trouble Code . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
1.
Prod Produc uctt Appl Applic icat atio ion n List List
1-1. 1-1. Vehi Vehicl cle e Speci Specifi fica cati tion ons s Vehicle Name
Engine Model
Exhaust Volume
HINO DUTRO / TOYOTA DYNA
N04C-TF
4.0L
1-2. 1-2. Comp Compon onent ent Part Part Numb Number ers s Product Name
HINO Part Number
DENSO Part Number
Supply Pump
22730-1261B
294000-0191
Rail
22760-1170A
095440-0490
Injector
23910-1271A
095000-5321
Engine ECU
89660-37460
101758-6580
EDU
89870-37030
101310-5391
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
89441-37020 (IN)
265600-0600 (IN)
89441-37030 (OUT)
265600-0530 (OUT)
APM (Accelerator Pedal Module)
Exhaust Gas Temperature Sensor
-1-
2.
Comm Common on Rai Raill Syst System em Out Outli line ne
2-1. 2-1. Back Backgr groun ound d to Devel Developm opmen entt •
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 further improve improve fuel fuel econom economy; y; • To red reduc uce e nois noise; e; • To achiev achieve e high high power power output. output.
2-2. 2-2. Syst System em Char Charact acter eris isti tics cs •
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 t he 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 ensures a stable injection pressure at all times, particularly in the low engine speed range, and dramatically decreases 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 Enables high-press high-pressure ure injection injection even at low engine speeds. speeds. • Optimizes control to minimize particulate particulate matter and NOx emissions.
B. Injec Injecti tion on Timi Timing ng Contr Control ol • Enables finely tuned optimized control in accordance with driving conditions. conditions.
C. Injec Injecti tion on Rate Rate Contr Control ol • Pilot injection control injects a small small amount of fuel before the main injection.
Common Rail System Injection Pressure Control
Injection Timing Control
Optimization, High Pressurization e Common Rail System r u s s e r P n o i t c e j Conventional n I Pump
Speed
e t a l u c i t r a P
Optimization
x O N
g n i m i T n o i t c e j n I
Injection Pressure
Common Rail System
Injection Rate Control e t a R n o i t c e j n I
Pilot Injection After-Injection Post-Injection Main Injection
Crankshaft Angle
Injection Quantity Control Cylinder Injection Quantity Correction
Conventional Pump Speed
Speed 1 3 4 2
Q000518E
-2-
2-3. Comparison to The Conventional System
In-Line & VE Pumps
Common Rail System
High-Pressure Pipe Momentary High Pressure Timer Governor
System
Supply Pump Nozzle
Rail Normally High Pressure Delivery Valve
In-Line Pump Feed Pump
SCV (Suction Control Valve)
Injector Fuel Tank VE Pump Injection Quantity Control
Pump (Governor)
Engine ECU, Injector (TWV)*1
Injection Timing Control
Pump (Governor)
Engine ECU, Injector (TWV)*1
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 Q000387E
-3-
3.
Outline of TOYOTA / HINO Small Truck Common Rail System
3-1. Main System Components Accelerator P osition Sensor Intake Air Temperature Sensor Intake Air Pressure Sensor
Variable Nozzle Type Turbo Opening Sensor
EGR Valve
Variable Nozzle Type Turbo Motor
Intake Restriction Step Motor
Glow Plug Airflow Meter (With Integrated Ambient Air Temperature Sensor)
Variable Nozzle Controller
Injector
Crankshaft Position Sensor Pressure Limiter
Rail Pressure Sensor
Engine ECU (With Built-In Atmospheric Pressure Sensor) EDU Coolant Temperature Sensor Cylinder Recognition Sensor Rail Supply Pump SCV
Fuel Temperature Sensor
Items are DENSO products Q000569E
-4-
3-2. Outline of Composition and Operation A. Composition The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU.
Fuel Temperature Vehicle Speed Accelerator Opening Intake Air Pressure Intake Air Temperature Coolant Temperature Crankshaft Position Cylinder Recognition Signal
Engine ECU
Intake Airflow Rate Rail
Pressure Limiter
Injector
Rail Pressure Sensor
Fuel Temperature Sensor Supply Pump
SCV (Suction 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 discharged from the supply pump controls the pressure in the rail. The SCV (Suction Control Valve) in the supply pump effects this control in accordance with 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 ti ming 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 The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure.
-5-
3-3. Fuel System and Control System A. Fuel System This system comprises the route through which diesel fu el 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.
B. Control System In this system, the engine ECU controls the fuel injection system in accordance with signals received from various sensors. The components of this system can be broadly divided into the following three types: (a) sensors; (b) ECU; and (c) actuators. a.
Sensors Detect the engine and driving conditions, and convert them into electrical signals.
b.
Engine ECU Performs calculations based on the electrical signals received from the sensors, and sends them to the actuators in order to achieve optimal conditions.
c.
Actuators Operate in accordance with electrical signals received from the ECU. Injection system control is undertaken by electronically controlling the actuators. The injection quantity and timing are determined by controlling the duration and 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 Crankshaft Position Sensor NE
Cylinder Recognition Sensor G
Accelerator Position Sensor
Actuator
Engine Speed
Injector · Injection Quantity Control · Injection Timing Control · Injection Pressure Control
Cylinder Recognition
Load
Engine ECU
Supply Pump (SCV) · Fuel Pressure Control
Rail Pressure Sensor EGR, Air Intake Control Relay, Light
Other Sensors and Switches
Q000390E
-6-
4.
Description of Main Components
4-1. Supply Pump (HP3) A. Outline • 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.
SCV
Fuel Temperature Sensor
Q000570E
• The two plungers are positioned vertically on the outer ring cam for compactness. • 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 e ngine ECU. The SCV is a normally open type (the intake valve opens during de-energization). Injector
Discharge Valve
Rail
Intake Valve
Intake Pressure Feed Pressure High Pressure Return
Plunger Return Spring
Return SCV
Fuel Overflow
Regulating Valve
Filter
Feed Pump Fuel Inlet
Camshaft
Intake Fuel Filter (With Priming Pump)
Fuel Tank
Q000392E
• The supply pump in the common rail system with DPNR has a fuel cut valve (FCV). The FCV is provided to enable manual shut-off if a fuel leak occurs in the fuel addition valve passage.
-7-
a.
Supply Pump Exploded Diagram
SCV (Suction Control Valve)
Plunger
Feed Pump
Pump Body
Ring Cam
Regulating Valve
Filter
Camshaft
Plunger Fuel Temperature Sensor
Q000393E
-8-
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 Regulating Valve Feed Pump
SCV (Suction Control Valve)
Overflow
Discharge Valve
Rail
Pumping Portion (Plunger)
Intake Valve
Fuel Tank Q000394E
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
-9-
• 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. Plunger A Ring Cam
Feed Pump
Plunger B
QD0728E
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 to Plunger A. As a result, Plunger B draws in fuel while Plunger A pumps it to the rail. Suction Valve Plunger A
Delivery Valve
Eccentric Cam
Ring Cam SCV Plunger B Plunger A: Finish Compression Plunger B: Finish Intake
Plunger A: Begin IntakePlunger B: Begin Compression
Plunger A: Begin Compression Plunger B: Begin Intake
Plunger A: Finish Intake Plunger B: Finish Compression QD0707E
-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 plungers 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.
Outer Rotor
To Pump Chamber
Quantity Decrease (Fuel Discharge)
Quantity Decrease
Inner Rotor
Intake Port From Fuel Tank b.
Discharge Port
Quantity Increase
Quantity Increase (Fuel Intake) QD0708E
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 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 regulated 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 => 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 SCV
Cylinder
Pump Body
Cross-Section
External View
Q000050E
-11-
• Short duty ON => large valve opening => maximum intake quantity
Feed Pump
SCV
Cylinder
Large Opening
Cylinder Q000051E
-12-
• Long duty ON => small valve opening => minimum intake quantity Feed Pump
SCV
Cylinder
Small Opening
Cylinder Q000052E
• Relationship between the drive signal and current (magnetomotive force)
Large Intake Quantity
Small Intake Quantity ON Actuating Voltage OFF
Current Average Current Difference Q000519E
-13-
4-2. Rail A. Outline The rail stores 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 t he ECU. The ECU controls the supply pump SCV and the fuel pressure in the rail based on this signal.
Pressure Sensor
High-Pressure Fuel Inlet Pressure Limiter
To Fuel Tank 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
VC VCS
Pc Sensor
VC
PR
E2
PR PR2
+5V
VOUT/VCC
VCC=5V
0.888 0.856
ECU ECU
0.778 0.746
0.568 0.458 0.376 0.280
0.266 0.170
E2 E2S 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/cm2), and closes when pressure falls to approximately 50 MPa. Fuel leaked by the pressure limiter returns to the fuel tank. Spring
Valve Guide
Housing
Rail Side
Valve Valve Body QD0713E
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 downstream 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 o rifice 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. I t reopens when pressure in the rail reaches approximately 1 MPa (4kg/cm2). Stopper
Piston
Spring
Body
To Injector
Fuel Supply Opening
Or ifice
QD0714E
-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
High-Pressure Fuel
Seat
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 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 f uel to flow out of the control chamber. After the fuel flows out, pressure in the control chamber 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 n ozzle needle to close immediately and injection to stop.
Actuating Current
Actuating Current
Control Chamber Pressure
Control Chamber Pressure
Control Chamber Pressure
Injection Rate
Injection Rate
Injection Rate
Actuating Current
Solenoid TWV Outlet Orifice
Rail
Inlet Orifice Command Piston
Nozzle
No Injection
Injection
End of Injection
Q000400E
D. QR Codes • Conventionally the whole injector Ass'y was replaced during injector replacement, but QR (Quick Response) codes have been adopted to improve injector quantity precision.
QR Codes (
9.9mm)
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 improving 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
E. 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
* 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 injection system and engine operation in general.
[Outline Diagram] Sensor
Engine ECU
Actuator
Detection
Calculation
Actuation
QD2352E
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 solenoid valve is made possible through the use o f 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 terminals 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 Ijf injection verification signal to the ECU.
J I Battery
A
IJt #4 IJt #2 IJt #3 PRD IJf
B
K
C
L
D
M
E
COM2
High Voltage Generation Circuit
H
IJt #1
COM3
Control Circuit
N
R
S
COM1
INJ #1 INJ #4 INJ #2 INJ #3 PRV
F
G
GND QD2353E
-19-
5.
Description of Control System Components
5-1. Block Diagram Accelerator Position Sensor
) r o s n e S e r u s s e r P c i r e h p t i s n o U t m l A o r n t n I o t l C i u e B n h i i g t n W E (
Supply Pump Suction Control Valve Fuel Temperature Sensor
EDU Relay
EDU Rail Rail Pressure Sensor Fully Open Position Detection Switch
Linear Solenoid Mass Airflow Meter
Inter-Cooler
Intake Air Temperature Sensor
Intake Restriction Mechanism
Intake Air Pressure Sensor
Air Cleaner Resonator Variable Nozzle Opening Sensor Injector Variable Nozzle Type 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.
B. Cylinder Recognition Sensor (G) A cylinder identification pulsar (G pulsar) is attached to the supply pump timing gear, and it outputs a cylinder identification 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
Exterior View
Circuit Diagram
Cylinder Recognition Sensor
VCC
Crankshaft Position Sensor
Cylinder Recognition Pulse
G
G Input Circuit
NE
NE Input Circuit
*The engine ECU identifies the No. 1 cylinder when it detects the missing cog NE pulse and the cylinder recognition pulse simultaneously.
720 CA #3 TDC #1 TDC 115 CA 0 1 2 3 4 5 6 7 8 9 1011121314151617 0 1 2 3 4 5 6 7 8 9 101112131415
NE Pulse
30 CA
10 CA
180 CA
90 CA
360 CA Q000404E
-21-
C. Accelerator Position Sensor This is a non-contact type sensor. A lever rotates in unison with the accelerator pedal, and t he 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 ha s an offset of 0.8V.)
V PA 1 GND1 VC1
V PA 2 GND2 VC2
Wiring Diagram
Linear Output Characteristics Graph (V)
VPA2
5 4
Linear Output 3 Voltage (DC 5V Applied) 2
Sensor
3.988V
VPA1
Hall elements (2)
1.6V
0.047F
3.188V
1
0.047F
VPA1 EP1 VCP1
0.8V -5
0
5 0.29
10
15
20
25
15.9° (Stroke: 47mm) (Effective Operating Angle)
Fully Closed
0.047F
Fully Open
Magnet
Maximum Speed Angle: 20.27° Pedal Speed Angle ( °)
0.047F
VPA2 EP2 VCP2
Full Stroke Q000405E
-22-
D. Intake Air Pressure Sensor This is a type of semi-conductor pressure sensor. It u tilizes 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] VC
PIM
E2
SENSOR, TURBO PRESSURE
5V
Pressure Characteristics
Intake Air Pressure Sensor
PIM (V) Intake Manifold
Air
VSV
VC = 5 V
4.5
ECU
Atmospheric pressure measurement conditions: The VSV turns ON for 150 msec to detect the atmospheric pressure when one of the below conditions "(1)" to "(3)" are present. (1) Engine speed = 0rpm (2) Starter ON (3) Stable idling.
Intake air pressure measurement conditions: The VSV turns OFF to detect the intake air pressure if the intake air pressure measurement conditions are absent.
1 13.3
253.3
100
1900
kPa (abs) mmHg (abs)
Absolute Pressure QD2359E
-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 resistance value is used to detect changes in coolant temperature. • The thermistor characteristic is such that the resistance value decreases as the temperature increases.
[Resistance Value Characteristics] Temperature (°C) Resistance Value (kΩ)
Thermistor
-30
25.4
-20
15.04 +1.29
-10
9.16
0
5.74
10
3.70
20
2.45 +0.14
30
1.66
40
1.15
50
0.811
60
0.584
70
0.428
80
0.3180.008
90
0.240
100
0.1836
110
0.14170.0018
120
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.
[Resistance Value Characteristics] Temperature (°C) Resistance Value (k Ω)
Thermistor
-30
25.4
-20
15.01.5
-10
9.16
0
5.74
10
3.70
20
2.450.24
30
1.66
40
1.15
50
0.811
60
0.584
70
0.428
80
0.3180.031
90
0.240
100
0.1836
110
0.1417
120
0.1108
Fuel Temperature Sensor
Reference values are shown in brackets. Q000572E
-25-
6.
Various Types of Controls
6-1. Common Rail System Outline A. Control Outline • This system effects more appropriate control of the fuel injection quantity and injection timing than the mechanical governor 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 t iming.
B. Fuel Injection Rate Control Function This is the pilot in jection control, which injects a small amount of fuel before the main injection.
C. 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 e ngine speed and accelerator position signals.
D. Fuel Injection Timing Control Function The fuel injection timing control function replaces the conventional timer function. It controls injection to an optimal timing based on the engine speed and injection quantity.
E. 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 quantity.
-26-
6-2. Fuel Injection Quantity Control A. Outline This control determines the fuel injection quantity by adding coolant temperature, fuel temperature, intake air temperature, and intake air p ressure 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 t y i then compared to the maximum injection quantity obtained from the engine speed, t n a to which various types of corrections are made. The smallest injection quantity is u Q then used as the basis for the final injection quantity. n o i t c e j n I
Accelerator Opening
Engine Speed Accelerator Opening
Basic Injection Quantity
Engine Speed Maximum Injection Quantity
e d i S y t i t n a u Q w o L
Corrected final injection quantity
EDU drive timing calculation
Injection Pressure Correction
y t i t n a u Q n o i t c e j n I
Speed Correction Individual Cylinder Correction Quantity
Intake Air Pressure Correction Engine Speed
Ambient Air Temperature Correction 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
Accelerator Opening
Engine Speed QB0716E
-27-
D. Maximum Injection Quantity The maximum injection quantity is calculated by adding the intake air pre ssure correction, intake air temperature correction, 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
Engine Speed QB0717E
E. Starting Injection Quantity When the starter switch is turned ON, the i njection quantity is calculated in accordance with the starting base injection quantity and the starter ON time. The base injection quantity and the inclination of the quantity increase/decrease change in accordance with the coolant temperature and the engine speed. Coolant Temperature
Injection Quantity
Injection Quantity
High
Low
Base Injection Quantity
STA ON Duration
STA ON Duration
STA/ON
STA/ON
Starting
Starting QB0718E
-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 Accelerator Opening
· Coolant Temperature · Air Conditioning Load · Shift Position
Vehicle Speed
Coolant Temperature
Injection Quantity Correction
Target Engine Speed Calculation
Air Conditioning S/W
Target Engine Speed Calculation
Neutral S/W
Injection Quantity Determined
Speed Detection
Comparison
QB0720E
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.
#1
#3
∆t1
#4
∆t3
∆t4
(Controls to make the cylinder ∆t equal) Speed
#1
#3
#4
#2
Correction
#1
#3
#4
#2
Crankshaft Angle
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 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
Interval QB0723E
C. Injection Timing Calculation Method [Timing Control Outline] 0
1
Actual TDC
NE Pulse Main Injection
Pilot Injection Solenoid Valve Control Pulse
Nozzle Needle Lift Pilot Injection Timing
Main Injection Timing Pilot Interval
[Injection Timing Calculation Method] Engine Speed Injection Quantity
Basic Injection Timing
Corrections
Main Injection Timing
Voltage Correction Intake Air Pressure Correction Intake Air Temperature Correction Coolant Temperature Correction Atmospheric Pressure Correction
-30-
QB0724E
6-4. Fuel Injection Rate Control A. Outline • While the injection rate increases with the adoption of high-pressure fuel injection, the ignition lag, which is the delay from the start of injection to the beginning of combustion, cannot be shortened to less than a certain value. As a result, 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. • 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 Combustion (NOx and Noise)
Small First-Stage Combustion
Heat Release Rate
-20
TDC
20
-20
40
Crankshaft Angle (deg)
TDC
20
40
Crankshaft Angle (deg) QB0726E
6-5. Fuel Injection Pressure Control A. Outline 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 QB0727E
-31-
7.
Other (ECU Related)
7-1. ECU External Wiring and Terminal Layout •
This is an example of the N04C-TF engine.
A. ECU External Wiring Diagram
Main Relay
FUSE-EFI
+B
111
6
PCV+
PCV (7.9Ω)
15A
7 IGSW 2 2 1 1 C T G T G C S I S I A
BATT WFSE
2 1 M M A A
PCV-
74 134
39
42
94
EGRS EGR Linear Solenoid
DLC3
EC
E1
+B
ACT
35 120
W
A/C Amplifier
Check Engine Warning Light 1 (24V, 1.4W)
+B 24V Heater Idle-Up Switch
HSW
81 118
Exhaust Brake Switch
EXSW
Clutch Switch
CLSW
Power Take-Off Switch
PTO
Idle Up Switch
IDUP
Sudden Stop Switch
BATT
STOP
GIND
Warning Light 3 (24V, 1.4W)
79 83 84 8 9
38
LUSL
Rotary Solenoid Driver
IG IGSW
IGSW
Stop Light Switch
ST1STP
113 121 129
Stop Light
116
BATT STA
MREL
43
A/C Switch IG AC
Starter Relay
92
Air Conditioner Magnetic Clutch
M
ABS ECU
ABS
102
HV ECU NUSW Neutral Switch
TC
76
112
Test Terminal
Q000634E
-32-
B. ECU External Wiring Diagram
VCP VCPA
62 127
114
SREL Glow Relay
VCP2 VC Rail Pressure Sensor PCR1 (Main) Rail Pressure Sensor (Sub)
B
PCR2 PIM
Intake Air Pressure Sensor
Mass Airflow Sensor
VG
126
53
EXB Exhaust Brake VSV
27 19 29 69
57
Hall Sensor VPA
125
106
Hall Sensor VPA2 Accelerator Position Sensor
Intake Manifold Intake Air Temperature Sensor THIA Coolant Temperature Sensor
THW VLU
124 25 26 61
Sensor for D Throttle Opening Fuel Temperature Sensor
21 22 23 24
THF
Mass Airflow Intake Air Temperature Sensor THA EGR Lift Sensor
135
Idle Volume
VICM
VAP Accelerator Position Sensor for Work
E2P E2
EVG
EPA2 EPA NE+
SIL
Meter
Diagnostic Check
#1
#2
#3 EDU #4
B
33
31 115
EGLS
TAC
IREL
64
EDU Relay
80
55 63 34 65 132 133 18
Engine Speed Sensor NEVCG G+ TDC Sensor MRE Sensor EDU
GINJF
Vehicle Speed Sensor
SPD
28 59
E01
1
58 66
2
E02
20
128
Q000635E
-33-
C. ECU Terminal Layout Connector Terminal Configuration: 135 Pins 34P
35P
1 E01 E02
PCV+
7
35
PCV-
E1
IDUP STOP NE+ PCR1 INJF
35P 41
NE- PCR2
THA
THF
28
E2
34
75
LUSL EGRS
EXB
VAP
VG
VCP E2P
EGLS EVG
105
BATT
EC STA #1 #2 #3 #4 THIA THW VC
31P
70
G+ VCG
VLU
G-
PIM
62
NUSW
EXSW VICM HSW
AC
TAC
TC
CLSW PTO ACT
97
+B
IGSW SREL IREL MREL
104
GIND
W
ST1-
VPA2 VPA VCA2 VCPA SPD
STP
EPA2 EPA
ABS
69
111
WFSE SIL
130
135 Q000636E
D. Connector Terminal Input/Output Details a.
No. 1
34 Pins
Signal E01
Connection
Input/Output Relationship
Power ground
No. 18
Signal NE+
(engine ground) 2
E02
Input/Output
Connection Crankshaft Posi-
Relationship (36-2) Cogs / 360°CA
tion Sensor
Power ground
19
PCR1
(engine ground)
Rail pressure
30MPa=>1.88V,
sensor
180MPa=>4.28V
3
—
20
INJF
EDU
EDU fail signal
4
—
21
#1
EDU
Injection signal
5
—
22
#2
EDU
Injection signal
23
#3
EDU
Injection signal
24
#4
EDU
Injection signal
25
THIA
Intake air temper- 20°C=>2.43kΩ,
6
7
PCV+
PCV-
Pump control
Coil resistance 7.9Ω
valve
(Ta=20°C)
Pump control valve
8
IDUP
Idle-up SW
Terminal is "H" during idle-up request.
9
STOP
Emergency stop
Terminal is "H" during
SW
emergency stop.
26
THW
ature sensor
60°C=>584.1Ω,
(high response)
100°C=>183.6Ω
Coolant tempera-
-20°C=>15.04kΩ,
ture sensor
20°C=>2.45kΩ, 80°C=>318Ω
10
—
27
VC
Sensor power supply (+5V)
11
—
28
NE-
Crankshaft Position Sensor
12
—
29
PCR2
13
—
30
—
14
—
31
THA
-34-
Rail pressure
30MPa=>1.33V,
sub-sensor
180MPa=>3.73V
Intake air temper- -20°C=>14.7kΩ, ature sensor
20°C=>2.43kΩ,
(built into AFM)
60°C=>590Ω
No.
Signal
15 16
Connection
Input/Output
No.
Signal
—
32
—
—
33
Relationship
THF
Input/Output
Connection
Relationship
Fuel temperature
-20°C=>15.04kΩ,
sensor
20°C=>2.45kΩ, 80°C=>318Ω
17 b.
No. 35
—
34
E2
Sensor ground
35 Pins
Signal E1
Connection
Input/Output Relationship
Ground (engine
No. 53
Signal EXB
ground) 36
—
54
37
—
55
Input/Output
Connection
Relationship
Exhaust brake
Coil resistance 50Ω
VSV
(Ta=20°C)
Accelerator posi-
5°=>0.2V, 45°=>2.5V,
— VAP
tion sensor for work 85°=>4.7V 38
39
40
LUSL
EGRS
D throttle driver
Opening side when ter-
IC
minal is "L"
EGR linear sole-
Coil resistance 28Ω
noid
(Ta=20°C)
—
56
57
58
—
VG
G+
Mass airflow
1.6g/s=>1V,
meter
s=>4.4V
Cylinder recogni-
4+1 Cogs / 720°CA
170g/
tion sensor 41
—
59
VCG
Cylinder recogni-
(+5 V)
tion sensor power supply 42
EC
Case ground
43
STA
Starter relay
60 Terminal is "H" during
61
— VLU
starter energization. 44
—
62
VCP
Sensor for D
13.5=>0.69V, thereafter
throttle opening
0.04V/°
Power supply for
(+5 V)
the accelerator position sensor for work
45
—
63
E2P
Accelerator position 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 recognition sensor
49
—
67
-35-
—
No.
Signal
50 51
52 c.
Connection
Input/Output
No.
Signal
—
68
—
—
69
Relationship
PIM
70
Signal
—
88
—
71
—
89
—
72
—
90
—
73
—
91
—
74
BATT
75
—
76
NUSW
Connection
Input/Output
No.
Relationship
Battery
Neutral SW
92
Terminal is "L" except
AC
93
—
94
ACT
when neutral. 77
—
95
—
78
—
96
—
97
—
98
—
99
—
100
—
101
—
81
Relationship
Boost pressure
93kPa=>0.345V,
sensor
370kPa=>4.5V
35 Pins
Signal
80
Input/Output
—
No.
79
Connection
EXSW
VICM
HSW
Exhaust brake
Terminal is "H" during
SW
exhaust brake operation.
Idle-speed vol-
20°=>0.71V,
ume SW
300°=>4.28V
Warm-up SW
Terminal is "H" during
Connection
Input/Output Relationship
Air conditioner
Terminal is "H" during air
MG relay
conditioner operation
Air conditioning
"L" during air condition-
amplifier
ing cutoff request.
ABS-ECU
"L" during ABS operation
heater idle-up request. 82 83
— CLSW
Clutch SW
Terminal is "H" when pedal is not depressed.
84
PTO
Power take-off
Terminal is "H" during
SW
PTO operation.
102 ABS
85
—
103
—
86
—
104
—
87
—
-36-
d.
31 Pins
No.
Signal
105
—
Connection
Input/Output Relationship
No.
Signal
121 ST1-
Input/Output
Connection Stop light SW
Relationship Brake operation terminal "L"
106 TAC
Meter
Engine speed output:
122
—
—
3 pulses / 360°CA 107
—
123
108
—
124 VPA2
109
—
110
125 VPA
126 VCP2
—
Accelerator posi-
0.27°=>0.8V, thereafter
tion sub-sensor
0.153V/°
Main accelerator
0.27°=>0.8V, thereafter
position sensor
0.153V/°
Accelerator posi-
(+5 V)
tion sensor subpower supply 111
+B
Main Relay
Power supply
127 VCPA
Accelerator posi-
(+5 V)
tion sensor main power supply 112 TC
Diagnostic
128 SPD
checker 113 IGSW
Ignition SW
Terminal is "H" during
129 STP
Vehicle speed
4 pulses / revolution (637
sensor (MRE)
revolutions at 60km/h)
Stop light SW
Terminal is "H" during
ignition switch ON. 114 SREL
Glow relay
Coil current 0.37A
brake operation. 130
—
131
—
(Ta=20°C) 115 IREL
EDU relay
Coil current 0.086A (Ta=20°C)
116 MREL
Main relay
Coil current 0.086A
132 EPA2
(Ta=20°C)
Accelerator position sub-sensor GND
117
133 EPA
—
Accelerator position main sensor GND
118 GIND
Glow plug indica-
1.4W @ 24V
134 WFSE
Flash write tool
135 SIL
Diagnostic
tor light 119
—
checker 120 W
Check engine
1.4W @ 24V
light
-37-
"L" during writing
7-2. Diagnostic Trouble Code Lamp
Diagnostic Code
Detection
Output
Trip
Check
Memory
Item
SAE
TCCS
CE
P0030 / P0031 / P0130 /
21
1
O
×
O
A/F sensor (B1S1)
27
1
O
×
O
A/F sensor (B1S2)
P0087
49
1
O
×
O
Rail pressure abnormality (fixed output)
P0088
78
1
O
×
O
Pump valve abnormality (high-pressure in
P0131 / P0132 P0036 / P0037 / P0136 / P0137 / P0138
rail) P0093
78
1
O
×
O
Fuel leak abnormality
P0095 / P0097 / P0098
23
1
O
O
O
Intake air temperature sensor No.2 (postturbo intake air temperature sensor)
P0100 / P0102 / P0103
31
1
O
×
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
×
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
×
O
EDU abnormality (engine part diagnostic)
P0234
34
1
O
×
O
VN turbo abnormality (closed-side abnormality)
P0263
78
1
×
×
O
Injector abnormality (FCCB abnormality) (No. 1 cylinder)
P0266
78
1
×
×
O
Injector abnormality (FCCB abnormality) (No. 2 cylinder)
P0269
78
1
×
×
O
Injector abnormality (FCCB abnormality) (No. 3 cylinder)
P0272
78
1
×
×
O
Injector abnormality (FCCB abnormality) (No. 4 cylinder)
P0299
34
1
×
×
O
VN turbo abnormality (open-side abnormality)
P0335
13
1
O
×
O
Crankshaft position sensor (open circuit / phase difference /power flicker)
P0335
12
1
O
×
O
Crankshaft position sensor (open circuit)
P0339
13
1
O
×
O
Crankshaft position sensor (NE power flicker)
P0340
12
1
O
×
O
Cylinder recognition sensor (open circuit, power flicker)
-38-
