Service Manual Common Rail System Isuzu 4HK1 6HK1

Diesel Injection Pump

SERVICE MANUAL Common Rail System for ISUZU 4HK1 / 6HK1 Type Engine OPERATION February, 2004

00400056E

FORWARD To meet the high pressurization requirements for the engine to deliver cleaner exhaust gas emissions, lower fuel consumption and reduced noise, advanced electronic control technology is being adopted in the fuel injection system. This manual covers the electronic control model Common Rail system with HP3/HP4 pump for the ISUZU 4HK1/6HK1 type engines which are used to ELF and GM 560 series respectively. Complex theories, special functions and components made by manufacturers other than DENSO are omitted from this manual. This manual will help the reader develop an understanding of the basic construction, operation and system configuration of the DENSO manufactured components and brief diagnostic information.

TABLE OF CONTENTS 1. Product Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1-1. Application . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1-2. System Components Parts Numbers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2. Outline . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-1. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 2-2. Outline of System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 2-3. Fuel System and Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 3. Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 3-1. Description of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6 3-2. Description of Control System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22 3-3. Various Types of Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 24 3-4. Engine ECU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 31

1.

Product Application

1-1. Application Vehicle Name

Engine Model

Vehicle model

Exhaust Volume

Reference

ELF

4HK1

N series

5.2L

Direct-Injection

C560 Series

6HK1

GM 560

7.8L

Direct-Injection

1-2. System Components Parts Numbers Parts Name Supply Pump

Injector

Rail

Engine ECU

Car Manufacturer Parts

DENSO Parts Number

Reference

Number

294000-0260

8973288860

4HK1

294050-0021

9876020491

6HK1

095000-5351

8976011561

6HK1

095000-5361

8976028031

095000-5471

8973297031

4HK1

095440-0351

8973060632

4HK1

095440-0470

8973230190

6HK1

275800-2801

8151794773

6HK1

275800-2812

8973750190

4HK1

275800-2822

8973750200

-1-

2.

Outline

2-1. Outline of System •

The common rail system was developed primarily to cope with exhaust gas regulations for diesel engines, and aimed for 1. further improved fuel economy; 2. noise reduction; and 3. high power output.

A. System Characteristics • The common rail system uses a type of accumulation chamber called a rail to store pressurized fuel, and injectors that contain electronically controlled solenoid valves to spray the pressurized fuel into the cylinders. • Because the engine ECU controls the injection system (including the injection pressure, injection rate, and injection timing), the injection system is 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 the amount of black smoke ordinarily emitted by a diesel engine during start-up and acceleration. • As a result, exhaust gas emissions are cleaner and reduced, and higher power output is achieved. a.

Injection Pressure Control • Enables high-pressure injection even at low engine speeds. • 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 Pilot injection control sprays a small amount of fuel before the main injection.

Common Rail System

Optimization, High Pressurization

Optimization Common Rail System

Speed

Injection Timing

NOx

Conventional Pump

Particulate

Injection Pressure

Common Rail System

Injection Pressure

Injection Rate Control Injection Rate

Injection Timing Control

Pilot Injection Main injection Crankshaft Angle

Injection Quantity Control Conventional Pump Speed

Cylinder Injection Volume Correction Speed

Injection Pressure Control

㧝㧟㧠㧞

QD0734E

d.

EGR (Exhaust Gas Recirculation) Control By recirculating the exhaust gas into the intake side of the engine, the combustion temperature is reduced and NOx is decreased.

-2-

B. Comparison to the Conventional System Common Rail System

In-line, VE Pump High-pressure Pipe

Rail

Momentary High Pressure Timer

TWV Nozzle

Supply Pump Usually High Pressure Delivery Valve

Governor System

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 Rising Pressure Distributor

Pump (Timer)

Engine ECU, Injector (TWV)*1 Engine ECU, Supply Pump

Injection Pressure Control

Pump Pump Dependent upon Speed and Injection Quantity

Engine ECU, Rail

Engine ECU, Supply Pump (SCV)*2 *1 TWV: Two Way Valve *2 SCVSuction Control Valve

-3-

QD2341E

2-2. Outline of System A. Composition The common rail system consists primarily of a supply pump, rail, injectors, and engine ECU. a.

4HK1

Fuel temperature sensor Vehicle speed Accelerator opening Intake air pressure Intake air temperature Coolant temperature Crankshaft position Cylinder recognition sensor

Engine ECU

Intake airflow rate Rail

Pressure limiter

Injector

Rail pressure sensor

Fuel temperature sensor

Supply pump

SCV (suction control valve)

Fuel tank Q000737E

b.

6HK1

Fuel temperature sensor Vehicle speed Accelerator opening Intake air pressure Intake air temperature Coolant temperature Crankshaft position Cylinder recognition sensor

Engine ECU

Intake airflow rate Rail

Pressure limiter Injector

Rail pressure sensor

Fuel temperature sensor

Supply pump

SCV (suction control valve)

Fuel tank Q000523E

-4-

B. Operation a.

Supply pump (HP3/HP4) 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 the command received from the 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 ECU. Signals from the ECU determine the length of time and the timing in which current is applied to the injector. • This in turn, determines the quantity, rate and timing of the fuel that is injected from the injector.

d.

Engine ECU The engine ECU calculates data received from the sensors to comprehensively control the injection quantity, timing and pressure, as well as the EGR (exhaust gas recirculation).

2-3. Fuel System and Control System A. Fuel System This system comprises the route through which diesel fuel flows from the fuel tank to the supply pump, via the rail, and is injected through the injector, as well as the route through which the fuel returns to the tank via the overflow pipe.

B. Control System In this system, the engine ECU controls the fuel injection system in accordance with the signals received from various sensors. The components of this system can be broadly divided into the following three types: (a.) Sensors; (b.) Engine 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 length of time and the timing in which the current is applied to the TWV (Two-Way Valve) in the injector. The injection pressure is determined by controlling the SCV (Suction Control Valve) in the supply pump.

Sensor (*1 : DENSO products)

Actuator EGR is produced by other manufactures.

Engine Speed Crankshaft Position Sensor NE

Injector

Cylinder Recognition

•Injection Quantity Control •Injection Timing Control

Cylider Recognition Sensor G

Accelerator Position Sensor

Load

Engine ECU Supply Pump (SCV) •Injection Pressure Control

Rail Pressure Sensor (*1)

EGR, Engine Warning Light Other Sensors and Switches Q000524E

-5-

3.

Construction and Operation

3-1. Description of Main Components A. Supply Pump (HP3, HP4) a.

Outline The supply pump consists primarily of the pump body (cam shaft, ring cam, and plungers), SCV (Suction Control Valve), fuel temperature sensor, and feed pump.

HP3

SCV

Fuel Temperature Sensor

Q000525E

HP4 Fuel Temperature Sensor

SCV

Q000526E

• The two plungers for HP3 or the three plungers for HP4 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.

-6-

• 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 opened type (the intake valve opens during de-energization).

Injector

Discharge Valve

Rail

Intake Pressure Feed Pressure High Pressure Return Pressure

Intake Valve Plunger Return Spring

Return SCV

Fuel Overflow

Regulating Valve

Feed Pump

Filter

Fuel Inlet

Camshaft

Intake

Fuel Filter (with Priming Pump)

Fuel Tank

QD0704E

-7-

• Development: HP3

SCV

Plunger

Feed Pump

Pump Body


Ring Cam

Regulating Valve

Drive Shaft

Filter

Plunger

Q000527E

-8-

• Development: HP4

SCV Plunger


Filter

Feed Pump Ring Cam Regulating Valve Pump Body

Drive Shaft

Plunger

Q000528E

-9-

b.

Supply Pump Internal Fuel Flow The fuel that is drawn from the fuel tank passes through the route in the supply pump as illustrated, and is fed into the rail.

Supply Pump Interior Regulating Valve Feed Pump Overflow

SCV (Suction Control Valve)

Pumping Portion (Plunger)

Rail

Intake Valve

Fuel Tank Q000283E

c.

Construction of Supply Pump (in case of HP3 pump) • The eccentric cam is attached to the cam shaft. The eccentric cam is connected to the ring cam.

Cam Shaft

Eccentric Cam

Ring Cam QD0706E

• As the cam shaft rotates, the eccentric cam rotates eccentrically, and the ring cam moves up and down while rotating.

Plunger

Eccentric Cam Ring Cam

Cam Shaft

QD0727E

-10-

• The plunger and the suction valve are attached to the ring cam. The feed pump is connected to the rear of the cam shaft.

Plunger A Ring Cam

Feed Pump

Plunger B

-11-

QD0728E

d.

Operation of the Supply Pump • As shown in the illustration below (in case of HP3 pump), 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. In the case of the 4-cylinder engine used with the HP3 pump, each plunger pumps fuel in a reciprocal movement during the 360° cam rotation. • Conversely, in the case of the 6-cylinder engine used with the HP4 pump, 3 plungers pump fuel in a reciprocal movement for each one rotation of the cam.

Suction Valve

Delivery Valve

Plunger A Eccentric Cam

Ring Cam SCV Plunger B

Plunger B: Complete Intake

Plunger A: Begin Intake Plunger B: Begin Compression

Plunger A: Begin Compression Plunger B: Begin Intake

Plunger A: Complete Intake Plunger B: Complete Compression

Plunger A: Complete Compression

QD0707E

< NOTE > • There are 3 plungers for the HP4.

-12-

B. Description of Supply Pump Components a.

Feed Pump • The trochoid type feed pump, which is integrated in the supply pump, draws fuel from the fuel tank and feeds it to the two plungers via the fuel filter and the SCV (Suction Control Valve). • The feed pump is driven by the drive shaft. With the 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 Outer Rotor

to Pump Chamber

Quantity Decrease (Fuel Discharge)

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. • Because only the quantity of fuel that is required for achieving the target rail pressure is drawn in, the actuating load of the supply pump decreases. • When current flows to the SCV, variable electromotive force is created in accordance with the duty ratio, moving the armature to the left side. The armature moves the cylinder to the left side, changing the opening of the fuel passage and thus regulating the fuel quantity. • With the SCV OFF, the return spring contracts, completely opening the fuel passage and supplying fuel to the plungers. (Full quantity intake and full quantity discharge) • When the SCV is ON, the force of the return spring moves the cylinder to the right, closing the fuel passage (normally opened). • By turning the SCV ON/OFF, fuel is supplied in an amount corresponding to the actuation duty ratio, and fuel is discharged by the plungers.

Exterior View of SCV

Cross-section of SCV

SCV

Return Spring

Pump Body Cylinder Q000270E

(1)

In case of short time ON duty

-13-

Short time ON duty => large valve opening => maximum intake quantity

Feed Pump Plunger

SCV

Cylinder

Large Opening

Cylinder Q000051E

-14-

(2)

In case of long time ON duty Long time ON duty => small valve opening => minimum intake quantity

Feed Pump Plunger

SCV

Cylinder

Small Opening

Cylinder Q000052E

-15-

C. Rail a.

Outline • Stores pressurized fuel (0 to 160 MPa {0 to 1631.6 kg/cm2}) that has been delivered from the supply pump and distributes the fuel to each cylinder injector. A rail pressure sensor and a pressure limiter are adopted in the rail. • The rail pressure sensor (Pc sensor) detects the fuel pressure in the rail and sends a signal to the engine ECU, the pressure limiter prevents the rail pressure from being abnormally high. This ensures optimum combustion and reduces combustion noise.

For 4HK1

Pressure Sensor

Pressure Limiter Q000529E

For 6HK1

Pressure Limiter

Pressure Sensor

Q000530E

-16-

b.

Pressure Limiter • The pressure limiter opens to release the pressure if an abnormally high pressure is generated. • When the rail pressure reaches approximately 200 MPa (2038 kg/cm2), it trips the pressure limiter (the valve opens). When the pressure drops to approximately 50 MPa (509.5 kg/cm2), the pressure limiter returns to its normal state (the valve closes) in order to maintain the proper pressure.

: 4HK1 200 ± 9 MPa (2038 ± 92 kg/cm2) : 6HK1 221 ± 9 MPa (2254 ± 92 kg/cm2) Valve Open

Valve Close

50 MPa (509.5 kg/cm2)

Q000531E

c.

Pressure Sensor • The rail pressure sensor (Pc sensor) is attached to the rail in order to detect the fuel pressure. • It is a semiconductor type pressure sensor that utilizes the characteristics of silicon, whereby the electrical resistance changes when pressure is applied to it.

4.2 V

VC

VOUT

1.0 V

GND

0

200 MPa (2038 kg/cm2) Q000532E

< NOTE > • It is necessary to reset the ECU default value using the ISUZU diagnosis tool at the time of supply pump service replacement. In addition, the ECU has a function enabling it to learn the performance of the supply pump at the time of ECU service replacement, so ensure sufficient time (several minutes) is available.

-17-

d.

Flow Damper • The flow dampers are installed at the outlet of rail to damp a pulsation of fuel pressure inside the rail or to cut off the fuel supply when the fuel leaks in the downstream of flow damper. The fuel is supplied to the injectors through an orifice of the piston. The pressure pulsation occurring in the rail is damped by a resistive force of the return spring (5) and a passing resistance of the orifice (2), wherein the piston (4) acts as a damper. (Refer to the picture B) • Also, the leading end of piston (4) closes an fuel supply port to cut off the fuel supply, if the fuel leak occurs in the injection pipe or injectors, and the fuel pressure on the downstream side of flow damper supplied through an orifice (2) + resistive force of return spring (5) do not balance with the fuel pressure applied on the piston (4) surface prior to the orifice (2). (Refer to the picture C) • The piston (4) will return when the fuel pressure inside the rail less than 1.0 MPa (10.2 kgf/cm2).

(2) Orifice (3) Slit

(4) Piston (6) Housing (5) Return Spring

(1) From Rail

A

B

(7) To Injector

C

Q000742E

-18-

D. Injector (G2 Type) a.

Outline The injectors inject the high-pressure fuel from the rail into the combustion chambers at the optimum injection timing, rate, and spray condition, in accordance with commands received from the ECU.

b.

Characteristics • A compact, energy-saving solenoid-control type TWV (Two-Way Valve) injector has been adopted. • QR codes displaying various injector characteristics and the ID codes showing these in numeric form (30 base 16 characters) are engraved on the injector head. The 4HK1/6HK1 engine common rail system optimizes injection volume control using this information. When an injector is newly installed in a vehicle, it is necessary to enter the ID codes in the engine ECU using the ISUZU Diagnostic tool.

c.

Construction

QR Codes

30 base 16 characters

Solenoid Valve Control Chamber

Pressurized Fuel (from Rail)

Command Piston Nozzle Spring Pressure Pin

Nozzle Needle

Q000533E

-19-

d.

QR Codes • In order to minimize performance tolerance of injectors at replacing them, QR*1 (Quick Response) codes have been adopted to enhance correction precision. • Using QR codes has resulted in a substantial increase in the number of fuel injection quantity correction points, and thus the injection quantity control precision has improved. The characteristics of the engine cylinders have been further unified, contributing to improvements in combustion efficiency, reductions in exhaust gas emissions and so on.

< NOTE > • QR code correction points

Injection quantity Q

Pressure Parameter

QR code on the injector connector

Actuating pulse width TQ Q000670E

•

Location of QR codes

QR Codes (

9.9mm)

ID Codes (30 alphanumeric figures) Base 16 characters noting fuel injection quantity correction information for market service use. Q000534E

e.

Repair Procedure Changes • Differences in comparison with the conventional method of replacing injectors assembly are as shown below.

< NOTE > • When replacing injectors with QR codes, or the engine ECU, it is necessary to record the ID codes (QR codes) in the ECU. (If the ID codes of the installed injector are not registered correctly, engine failure such as rough idling and noise will result.) • New (Injector with QR Codes)

30 base 16 characters noting fuel injection quantity correction information displaed for market service use

ID Code Q000535E

-20-

• Replacing the Injector

"No correction resistance, so no electrical recognition capability" Spare Injector

Engine ECU

* Necessary to record the injector ID codes in Engine ECU QD1536E

• Replacing the Engine ECU

"No correction resistance, so no electrical recognition capability" Vehicle-side Injector

Spare Engine ECU

* Necessary to record the injector ID codes in the engine ECU QD1537E

E. Engine ECU (Electronic Control Unit) a.

Outline This is the command center that controls the fuel injection system and engine operation in general.

Outline Diagram Sensor

Engine ECU

Actuator

Detection

Calculation

Actuation

QD2352E

-21-

3-2. Description of Control System Components A. Engine Control System Diagram

Intake Air Temperature Sensor

Intake Air Pressure Sensor

Mass Airflow Meter

Inter-Cooler G2 Injector EGR Cooler EGR Valve

VNT Controller VNT Actuator Coolant

Oxidation Catalyst

Q000536E

a.

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 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.

VTHL (V) ECU

5

+5V

4

VTHL

3

Output Voltage 2 1

A-GND

0

THL -40 -20 -40 -4

0 32

20 40 60 80 100 120 (°C) 68 104 140 176 212 248 (°F)

Fuel Temperature

-22-

Q000106E

b.

Atmospheric Air Pressure Sensor (Built-in ECU) This sensor converts the atmospheric air pressure into an electrical signal to correct full load injection volume.

VPATM

Output Voltage (V)

3.8

107 {1.09} Atmospheric Air Pressure (kPa {kg/cm2})

-23-

Q000278E

3-3. 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 injection timing.

A. 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.

B. 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.

C. 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.

D. 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 (*1 : DENSO products)

Control Output

Accelerator sensor Fuel Injection Rate Control

NE Sensor (Crankshaft Position Sensor)

Fuel Injection Quantity Control TDC Sensor (Cylinder Recognition Sensor)

Fuel Control Computer (ECU)

Fuel Injection Timing Control

Rail Pressure Sensor (*1) Fuel Injection Pressure Control Various Sensors (*1) ·Water Temperature Sensor ·Fuel Temperature Sensor ·Atmospheric Air Temperature Sensor etc.

Atmospheric Air Pressure Sensor Diagnosis Q000537E

-24-

E. Fuel Injection Rate Control a.

Main Injection Same as conventional fuel injection.

b.

Pilot Injection • Pilot injection is the injection of a small amount of fuel prior to the main injection.

Main Injection Pilot Injection

Q000110E

• 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 injected until combustion starts cannot be reduced below 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 combustion and reducing NOx emissions.

TDC

Combustion Process Small Injection Amount Prior to Ignition

High Injection Rate

Pilot Injection Improvement

Injection Rate

Large Pre-mixture Combustion (NOx, Noise)

Small Pre-mixture Combustion

Heat Generation Rate

Ignition Delay Q000111E

-25-

F. Fuel Injection Quantity Control a.

Starting Injection Quantity The injection quantity is determined based on the engine speed (NE) and water temperature while starting.

Starting Injection Quantity

Water Temperature

Engine Speed Q000127E

b.

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.

Injection Quantity Change in Accelerator Opening

Injection Quantity after Correction Delay Time Time Q000128E

c.

Basic Injection Quantity • This quantity is determined in accordance with the engine speed (NE) and the accelerator opening. • Increasing the accelerator opening while the engine speed remains constant causes the injection quantity to increase.

Basic Injection Quantity

Accelerator Opening


-26-

d.

Injection Quantity for Maximum Speed Setting The injection quantity is regulated by a value that is determined in accordance with the engine speed.

Injection Quantity for Maximum Speed Setting


e.

Maximum Injection Quantity Is determined in accordance with the engine speed and corrected by the coolant temperature signal.

Basic Maximum Injection Quantity


f.

Amount of Injection Quantity Intake Pressure Correction Limits the maximum injection quantity in accordance with the intake pressure, in order to minimize the discharge of smoke when the intake air pressure is low.

Amount of Intake Air Pressure Correction

Engine Speed

-27-

Q000133E

g.

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 figure below.

Amount of Atmospheric Air Pressure Correction

Engine Speed h.

Q000134E

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 divided into the following two items:

(1)

Auto ISC Controls the idle speed in accordance with the water temperature.

Target Speed

Water Temperature Q000135E

(2)

Manual ISC Controls the idle speed in accordance with the idle speed indicated on the manual idle setting knob provided at the driver's seat.

Target Speed

ISC Knob Terminal Voltage Q000136E

-28-

(3)

Air Conditioner Idle-up Control When the conditions shown in the chart on the right are realized, bring the idle-up speed to constant rpm.

Conditions

Air Conditioning SW = "ON" Clutch SW = "ON" (Clutch Connection) Neutral SW = "ON" (Neutral)

Q000137E

i.

Auto Cruise Control • Controls the actual vehicle speed by regulating the injection quantity in order to match the target speed that has been calculated by the computer with the actual speed. • The CRS ECU controls the injection quantity in accordance with signals from the cruise control computer.

-29-

G. 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. a.

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.

Basic Injection Timing Final Injection Quantity


b.

Pilot Injection timing (Pilot Interval) • The pilot injection timing is controlled by adding the pilot interval to the main injection timing. • The pilot interval 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.

Pilot Interval Final Injection Quantity


c.

Fuel Injection Pressure • A value is calculated as determined in accordance 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 Final Injection Quantity


-30-

3-4. Engine ECU A. Diagnosis Codes a.

4HK1 DTC Code

Code Description

P0643

Analog Sensor Reference Voltage Output No.1 Too High

P0642

Analog Sensor Reference Voltage Output No.1 Too Low

P0653


P0652


P0699


P0698


P0118

Coolant Temp. Sensor Signal Too High

P0117

Coolant Temp. Sensor Signal Too Low

P0113

Intake Air Temp. Sensor Signal Too High

P0112

Intake Air Temp. Sensor Signal Too Low

P0183

Fuel Leak Temp. Sensor Signal Too High

P0182

Fuel Leak Temp. Sensor Signal Too Low

P0113

ATM Temp. Sensor Signal Too High

P0112

ATM Temp. Sensor Signal Too Low

P0193

C/Rail Press. Sensor Signal Too High

P0192

C/Rail Press. Sensor Signal Too Low

P2229

Atom Press. Sensor Signal Too High

P2228

Atom Press. Sensor Signal Too Low

P0238

Boost Pressure Sensor Signal Too High

P0237

Boost Pressure Sensor Signal Too Low

P0563

Ignition1 Voltage Too High

P0562

Ignition1 Voltage Too Low

P0103

MAF Sensor Signal Too High

P0102

MAF Sensor Signal Too Low

P1597

PTO Accelerator Sensor Signal Too High

P1594

Idleup Signal Too High

P1593

Idleup Signal Too Low

P0406

EGR Position Signal Too High

P0405

EGR Position Signal Too Low

P0571

Cruise / Brake Switch Circuit Malfunction

P0567

Cruise Resume / Accelerator Signal

P0568

Cruise Set / Coast Signal Malfunction

P0335

Crank Sensor No Pulse

P0340

Cam Sensor No Pulse

P0092

SCV (+) output short to BATT SCV (-) output short to BATT

-31-

DTC Code P0091

Code Description SCV (+) output open Load / short to GND SCV (-) output open Load / short to GND SCV coil open

P1264

COM1 output short to BATT; TWV1 or 3 (or 5) output short to BATT

P1263

COM1 output short to GND; TWV1 or 3 (or 5) output short to GND

P2152

COM1 output open load; Both TWV1 or 3 (or 5) output open load

P1266


P1265


P2155


P0201

TWV1 output open load Injector#1 coil open

P0202


P0203


P0204


P1261

Capacitor charge-up circuit malfunction (insufficient charge)

P1261

Capacitor charge-up circuit malfunction (excessive charge)

P0088

Common rail pressure exceeds upper

P0088

Common rail pressure exceeds hi upper limit

P0382

Glow Controller Command Line Short to BATT

P0382

Glow Controller Command Line Open Load / Short to GND

P1094

C/Rail Press. Sensor Performance Invalid included fuel leak

P0087

P/L (pressure limiter) activated

P1404

EGR Position Error

P0400

EGR Duty Error

P0500

Vehicle Speed Sensor Malfunction

P0606

CPU fault; -Main CPU fault

P0606

CPU fault; -Watchdog IC fault

P0602

EEPROM/EERPOM Emulation via Flash EPROM Write Error

P0219

Engine overrun

P0512

Starter Switch Short to BATT

-32-

DTC Code P0686

Code Description Main relay diagnostics; Main relay stuck closed

P0089

Supply pump control valve (suction control valve) stuck

P0299

Boost Pressure Sensor exceeds lower limit

P0234

Boost Pressure Sensor exceeds upper limit

P2293

Supply pump protection

P2294

Supply pump exchange

P1093

Supply pump malfunction

P2122

Accelerator Pedal Position Sensor 1 Low Voltage

P2123

Accelerator Pedal Position Sensor 1 High Voltage

P2127


P2128


P2132


P2133


P1125

Pedal Position Sensor Circuit Intermittent

P2138

Accelerator Pedal Position Sensor 1, 2 Correlation Error

P2140


P2139


U2104

CAN Bus Error

U2106

CAN TCM SOH Diagnostic

P0602

QR Code Not Programmed

P0602

QR Code ERROR

-33-

b.

6HK1 DTC Code

Code Description

P0641


P0641


P0651


P0651


P1646


P1646


P0118

Coolant Temp. Sensor Signal Too High

P0117

Coolant Temp. Sensor Signal Too Low

P0113

Intake Air Temp. Sensor Signal Too High

P0112

Intake Air Temp. Sensor Signal Too Low

P0183

Fuel Leak Temp. Sensor Signal Too High

P0182

Fuel Leak Temp. Sensor Signal Too Low

P0523

Oil Press. Sensor Signal Too High

P0522

Oil Press. Sensor Signal Too Low

P0463

Fuel Level Sensor1 Signal Too High

P0462

Fuel Level Sensor1 Signal Too Low

P1433

Fuel Level Sensor2 Signal Too High

P1432

Fuel Level Sensor2 Signal Too Low

P0193

C/Rail Press. Sensor Signal Too High

P0192

C/Rail Press. Sensor Signal Too Low

P0190

C/Rail Press. Sensor Signal keeping the middle range

P0108

Atom Press. Sensor Signal Too High

P0107

Atom Press. Sensor Signal Too Low

P0238

Boost Pressure Sensor Signal Too High

P0237

Boost Pressure Sensor Signal Too Low

P0563

Ignition1 Voltage Too High

P0562

Ignition1 Voltage Too Low

P2003

MAF Sensor Signal Too High

P2004

MAF Sensor Signal Too Low

P2005

PTO Accelerator Sensor Signal Too High

P2007

VNT Current Too High

P2008

VNT Current Too Low

P0704

Clutch Pedal Switch Circuit

P0571


P0571


P0567

Cruise Resume / Accelerator Signal

P0568

Cruise Set / Coast Signal Malfunction

P0335

Crank Sensor No Pulse

P0385

Cam Sensor No Pulse

-34-

DTC Code P0092

Code Description SCV (+) output short to BATT SCV (-) output short to BATT

P0091

SCV (+) output open Load / short to GND SCV (-) output open Load / short to GND SCV coil open

P1264


P1263


P2011


P1266


P1265


P2012


P0201


P0202


P0203


P0204


P0205


P0206


P1261

Capacitor charge-up circuit malfunction (insufficient charge)

P1261

Capacitor charge-up circuit malfunction (excessive charge)

P1088

Common rail pressure exceeds hi upper limit

P0382

Glow Controller Command Line Short to BATT

P0382

Glow Controller Command Line Open Load / Short to GND

P0500

Vehicle Speed Sensor Malfunction

P0087

C/Rail Press. Sensor Performance Invalid included fuel leak

P1087

P/L (pressure limiter) activated

P2565

VNT Position Signal Too high

P2564

VNT Position Signal Too low

P2900

VNT Position Stick

P2901

EGR Brushless motor Position Sensor Signal Invalid

P2902

EGR Brushless motor Performance Error

-35-

DTC Code

Code Description

P2903

EGR Valve open/Close Stick

P0606

CPU fault; -Main CPU fault

P0606

CPU fault; -Watchdog IC fault

P1621

EEPROM/EERPOM Emulation via Flash EPROM Write Error

P0219

Engine overrun

P0512

Starter Switch Short to BATT

P2920

Main relay diagnostics; Main relay stuck closed

P0088

Supply pump control valve (suction control valve) stuck

P0234

Boost Pressure Sensor exceeds upper limit

P0234

Boost Pressure Sensor exceeds upper limit (Long time)

P2921

Supply pump protection

P2922

Supply pump exchange

P2923

Supply pump malfunction

P1277


P1278


P1282


P1283


P1287


P1288


P1125

Pedal Position Sensor Circuit Intermittent

P1271


P1272


P1273


U1300

Class2 Bus Short to Ground

U1301

Class2 Bus Short to Battery

U2104

CAN Bus Error

P0461

Fuel Level Sensor Circuit Performance

P0602

QR Code Not Programmed

P0602

QR Code ERROR

-36-

B. ECU External Wiring Diagram a.

4HK1 Diagram (1)

STARTER RELAY

START KEY SW

A

ON

STA-SW IG1-SW

ACC LOCK

A

STAEN-REL MAIN-RELAY

C

STARTER CUT RELAY M-REL

ECU

M-REL +B

SCVHI

+B

B

+B

SCVHI SCV

C A

SCVLO

GL-CONT

+

SCVLO GLOW-RELAY

BATTERY -

(GM1-FB) CRANK POSITION SENSOR

NE+

(GM2-FB)

NE-

(GM3-FB)

NE-SLD

(GM4-FB)

SPEED SENSOR

SPD

AT

BATT

A

METER

BK1-SW A

G-VB

BK2-SW

G

CRM-SW

G-SLD PB-VCC

CRR-SW

PBOOST PB-GND

CRS-SW TAP DOWN

CAM ANGLE SENSOR (HALL)

BOOST PRESSURE SENSOR

TAP UP PFUEL-VCC PFUEL PFUEL

RAIL PRESSURE SENSOR

PFUEL-GND PTOEN-SW APS1-VCC PTO SW

PTOEN-REL

APS1

APS1

APS1-GND PTOFB-SW PTO ENABLE RELAY

APS2-VCC

OPTION

APS2

APS2

APS2-GND

PTODIS-SW

APS3-VCC SHUTDOWN-SW

APS3

APS3

APS3-GND RSET-SW IDLUP-VCC RRES-SW

IDLUP IDLUP-GND

IDLE UP VOLUME

SSPA-SW SSPB-SW CCDIS-SW

PACL-VCC PACL PACL-GND

PTO ACCEL SENSOR

(TQLIM-SW) (SP2) IGBC-SW (SP2-GND)

CL-SW (TQCUT-SW) FUEL-SW *1

(SP1-VCC) (SP1) (SP1-GND)

Q000538E

-37-

4HK1 Diagram (2)

DIAG CLEAR-SW (LOL-SW) (POIL-VCC)

REF-SW

(POIL) POIL-GND

AC-SW

ECU (FQ1)

THF1

FUEL TEMP

(THF2)

INTAKE AIR TEMP B

(INCA-BAT)

MAF

(INCA-GND)

MAF

MAF-GND

THWOUT

(SP3-GND)

TACHO

(SP3) (ATMT-GND)

TWISTED PAIR CAN1H

(ATMT)

CAN1L

AT CONTROLLER

COOLANT TEMP

THA

(FQ3)

METER

THW

(THO)

(FQ2)

(ACGL-SW)

(CAN1-SLD)

(ACG-F)

AT-TACHO

COMMON1 COMMON1

CYL1

CRSET-L TWV-A

CYL4

MIL TWV-C CRM-L COMMON2 COMMON2

CYL3 TWV-B

GL-L

ATM PRESSURE

b.

METER

ABS

(EXB-L)

AT

CLASS2

TOOL

CLASS2

TOOL

KWP2000

CYL2 TWV-D

A

EXB-SW EXHAUST BRAKE RELAY

EXHAUST BRAKE CUT RELAY C

AT M+ EXB-REL

EBM1

EGR DC BRUSH MOTOR

EBM2 M-

ABS

EXHAUST BRAKE RELAY (CHARGE)

EGR-VCC EGR POSITION SENSOR

EGP-POS EGR-GND P-GND

(EBM-W) (EGR-UPOS) (EGR-VPOS) (EGR-WPOS)

P-GND P-GND P-GND

(IDM1) (IDM2)

GND GND

INT-VCC

CASE-GND

INT INT-GND

Q000539E

-38-

c.

6HK1 Diagram (1)

STARTER SW

STA-SW BATT

SCVHI

IG0-SW

SCVHI

IG1-SW IGN A

ECU

IGN B

SCV

SCVLO SCVLO

A

B

NE+

CRANK POSITION SENSOR

NE-

GLOW RELAY

NE-SLD

GL-REL

LCT TCM TWISTED PAIR VSS+ VSSGLOW PLUG

C ENGINE BLOCK

POWER MAINTAIN RELAY

VSS-SLD (+B) *1 +B

G-VB

+B

G

M-REL

G-SLD

M-REL

PBOOST PB-VCC

GL-L

PB-GND PFUEL PFUEL

FIDL-L IGNITION3

BK1-SW

PFUEL-VCC

BK2-SW

PFUEL-GND

CRM-SW

CAM ANGLE SENSOR (HALL)

BOOST SENSOR PRESSURE

PRESSURE SENSOR COMMON RAIL

APS1-VCC APS1

CRR-SW

APS1

APS1-GND

CRS-SW TOP DOWN

VEHICLE SPEED SENSOR

APS2-VCC

TOP UP

APS2

APS2

APS2-GND APS3-VCC

PTO SW (UPFTR SUP)

(UPFTR SUP)

PTOEN-SW PTOEN-REL

APS3

APS3

APS3-GND PACL-VCC

B

PTOFB-SW PTO ENABLE RELAY

PACL PACL-GND POIL-VCC

PTODIS-SW

RSET-SW RRES-SW RRPA-SW RRPB-SW CCDIS-SW

POIL POIL-GND

PTO ACCEL SENSOR

ENGINE OIL PRESSURE SENSOR

THW

COOLANT TEMP

THF1

FUEL TEMP#1

*2 THF2

FUEL TEMP#2

THD THA

ENGINE OIL TEMP INTAKE AIR TEMP

IGBC-SW CL-SW FAXLE-SW

C MAF

MAF

MAF-GND A

*1: In case of connecting to outside wiring, note that this termonal is connected to +B inside ECU. *2: This terminal is unused.

-39-

Q000540E

d.

6HK1 Diagram (2)

REV-SW

A/C REQUEST SW AC HI-PRESS SW

LOL-SW FIDL-SW AC-SW

COM-GND LFUEL1

4WD-SW LCL-SW

ACGL-SW

ACG

ACG-F

ACG

LFUEL2

WIF-SW AIR 2SPD. AXLE SENSOR

FUEL LEVEL#1

N-SW

FUEL LEVEL#2

IGN (CRANK)

STARTER R/L

VB

STAEN-REL CLUTCH SW

ELECTRIC 2SPD. AXLE SW AUTOMATC

ECU COMMON1 COMMON1

2SAXLE-SW

CYL1

TWV-A IGN3

MANUAL IGN3

CYL2 TWV-E

2SPD. AXLE MOTER

CYL3 TWV-C COMMON2 COMMON2 ATM PRESSURE

CYL4

TWV-F CYL5 TWV-B

A/C RELAY LOW PRESSURE SW

CYL6

BATT TWV-D A/C CLUTCH

ACCL-REL

CLUSTER EXB-SW

MIL TACHO VSOUT1

EXHT Telltail-TTM B

EXHT BRK SOLENOID

TWISTED PAIR CAN1H TCM

EXB-REL ABS

CAN1L CAN1-SLD

CHASSIS BUILDER TECH II

W/ABS NO ABS

P-GND

VSOUT2

P-GND CLASS2 CLASS2

TCM LCT WTERC

P-GND P-GND GND GND

DIAGCL-SW

CASE-GND EGR-VCC EGR-UPOS EBM-U EGR-VPOS

EGR VALVE DRIVE DC BRUSH-LESS MOTOER

EBM-V EGR-WPOS EBM-W EGR-GND

C AVNT

NOTE:

Un lock Run Crank Lock/Accessory

IGN0 IGN1 CRANK IGN3 1 0 0 0 1 1 0 1 1 1 1 0 0 0 0 0

AVNT

VNTPOS-VCC VNTPOS-SIG

AVNT POSITION SENSOR

VNTPOS-GND

Q000541E

-40-

C. ECU Connector Diagram a.

4HK1 ECU Connector Terminal Layout

ECU CONNECTOR PIN ASSIGNMENT : 154PIN 㪘㪄㪎㪊

㪘㪄㪎㪏

㪂㪙

㪞㪣㩷㪄㪚㪦㪥㪫

㪧㪫㪦㪜㪥㩷㪪㪫㪘㪜㪥㩷㪄㪩㪜㪣㪄㪩㪜㪣

㪂㪙

㪂㪙

㪙㪘㪫㪫

㪤㪄㪩㪜㪣

㪜㪯㪙㩷㪄㪩㪜㪣㪤㪄㪩㪜㪣

㪘㪄㪋㪐㪘㪄㪉㪌

㪚㪘㪪㪜㩷㪄㪞㪥㪛㪘㪄㪈

㪧㪄㪞㪥㪛

㪧㪄㪞㪥㪛㪫㪘㪚㪟㪦

㪧㪄㪞㪥㪛

㪧㪄㪞㪥㪛

㪞㪥㪛

㪘㪫㪄㩷㪚㪩㪪㪜㪫㩷㪤㪠㪣㪚㪩㪤㩷㪄㪣㪫㪘㪚㪟㪦㪄㪣㪘㪧㪪㪈㩷㪘㪧㪪㪉㩷㪘㪧㪪㪊㩷㪧㪘㪚㪣㩷㪠㪛㪣㪬㪧㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪚㪚㪘㪄㪌㪋㪘㪄㪊㪇

㪠㪞㪙㪚㩷㪄㪪㪮㪙㪢㪈㩷㪄㪪㪮

㪞㪣㪄㪣

㪚㪚㪛㪠㪪㩷㪄㪪㪮㪙㪢㪉㩷㪚㪣㩷㪄㪪㪮㪄㪪㪮

㪪㪪㪧㪙㪄㪪㪮㪛㪠㪘㪞㩷㪚㪣㪜㪘㪩㩷㪄㪪㪮

㪩㪪㪜㪫㩷㪩㪩㪜㪪㩷㪧㪫㪦㪜㪥㪧㪫㪦㪛㪠㪪㩷㪧㪫㪦㪝㪙㩷㪄㪪㪮㪄㪪㪮㪄㪪㪮㪄㪪㪮㪄㪪㪮㪜㪯㪙㩷㪩㪜㪝㪄㪪㪮㪄㪪㪮

㪪㪧㪛

㪘㪧㪪㪈㪘㪧㪪㪉㪘㪧㪪㪊㪧㪘㪚㪣㪠㪛㪣㪬㪧

㪚㪘㪥㪈㩷㪚㪘㪥㩷㪄㪪㪣㪛㪈㪥

㪘㪧㪪㪈㩷㪘㪧㪪㪉㩷㪘㪧㪪㪊㩷㪧㪘㪚㪣㩷㪠㪛㪣㪬㪧㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛

㪞㪥㪛

㪪㪪㪧㪘㪄㪪㪮㪪㪟㪬㪫㩷㪛㪦㪮㪥㩷㪄㪪㪮

㪚㪘㪥㩷㪢㪮㪧㩷㪈㪣㪉㪇㪇㪇

㪚㪣㪘㩷㪪㪪㪉

㪘㪚㩷㪚㪩㪤㩷㪚㪩㪩㩷㪄㪪㪮㪄㪪㪮㪄㪪㪮㪚㪣㪘㩷㪠㪞㪠㪄㪪㪮㪪㪪㪉

㪘㪄㪍

㪘㪄㪐㪍㪪㪫㪘㩷㪄㪪㪮

㪘㪄㪎㪉㪘㪄㪋㪏㪚㪩㪪㩷㪄㪪㪮㪫㪟㪮㩷㪦㪬㪫

㪙㪄㪌

㪙㪄㪍

㪙㪄㪋㪍

㪚㪦㪤㪤㪦㪥㪈

㪚㪦㪤㪤㪦㪥㪉

㪧㪙㩷㪄㪭㪚㪚

㪧㪝㪬㪜㪣㩷㪧㪦㪠㩷㪣㩷㪜㪞㪩㩷㪠㩷㪥㪫㩷㪞㩷㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪙㪪㪚㪭㪟㪠㪫㪟㪮

㪙㪄㪊

㪙㪄㪋

㪪㪚㪭㪟㪠



㪙㪄㪊㪊㪙㪄㪉㪇

㪙㪄㪈

㪙㪄㪉

㪙㪄㪌㪏㪜㪞㪩㩷㪄㪧㪦㪪

㪫㪟㪘

㪫㪟㪝㪈

㪫㪮㪭㪄㪦

㪫㪮㪭㪄㪘

㪫㪮㪭㪄㪛

㪫㪮㪭㪄㪙㪙㪄㪋㪌㪙㪄㪊㪉

㪪㪚㪭㪣㪦

㪪㪚㪭㪣㪦

㪜㪙㪤㪈

㪜㪙㪤㪉

㪧㪙㪦㪦㪪㪫㪧㪝㪬㪜㪣㪧㪝㪬㪜㪣

㪤㪘㪝

㪠㩷㪥㪫

㪞

㪥㪜㪂

㪙㪄㪎

㪘㪄㪉㪋

㪥㪜㪄

㪧㪙㩷㪧㪝㪬㪜㪣㩷㪧㪦㪠㩷㪣㩷㪤㪘㪝㩷㪠㩷㪥㪫㩷㪜㪞㪩㩷㪞㩷㪥㪜㩷㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪪㪣㪛㪄㪪㪣㪛㪙㪄㪈㪐㩷

Q000542E

b.

4HK1 Terminal Connections No.

Terminal Name

Content

No.

A-1

CASE-GND

CASE GND

A-31 APS1

ACCEL POSITION 1 SIG

A-2

P-GND

POWER GND

A-32 APS2


A-3

P-GND

POWER GND

A-33 APS3


A-4

GND

ECU SENSOR GND

A-34 PACL

PTO ACCEL SIG

A-5

GND

ECU SENSOR GND

A-35 IDLUP

IDLE UP SIG

A-6

N/A

(Q CONTROL RESISTOR 3)

A-36 N/A

(SP1)

A-7

APS1-GND

V5RTN1

A-37 N/A

(SP2)

A-8

APS2-GND

V5RTN2

A-38 N/A

(ATM TEMP SIG)

A-9

APS3-GND

V5RTN3

A-39 SPD

SPEED INPUT

A-10 PACL-GND

PTO ACCEL GND

A-40 —

—

A-11 IDLUP-GND

IDLE UP GND

A-41 N/A

(ACG-F PULSE INPUT)

A-12 N/A

(SP3 GND)

A-42 —

—

A-13 N/A

(ATM TEMP GND)

A-43 N/A

(GLOW MONITOR2 FEEDBACK)

A-14 —

—

A-44 N/A


A-15 N/A

(SP1-GND)

A-45 AC-SW

A/C CLUTCH REQUEST SW

A-16 CAN1-SLD

CAN1 SHIELD GND

A-46 CRM-SW

RUISE ENABLE (ON/OFF) SW

A-17 CAN1H

CAN1 HIGH

A-47 CRR-SW

CRUISE RESUME/ACCEL SW

A-18 CAN1L

CAN1 LOW

A-48 CRS-SW

CRUISE SET/COAST SW

A-19 KWP2000

ISO14230

A-49 +B

POWER

A-20 CLASS2

J1850

A-50 +B

POWER

A-21 CLASS2

J1850

A-51 BATT

BATTERY

A-22 —

—

A-52 M-REL


A-23 IG1-SW

IGNITION 1

A-53 M-REL


A-24 THWOUT

THW PWM OUTPUT

A-54 APS1-VCC

VBREF1

A-25 —

—

A-55 APS2-VCC

VBREF2

A-26 P-GND

POWER GND

A-56 APS3-VCC

VBREF3

A-27 P-GND

POWER GND

A-57 —

—

A-28 TACHO

TACHO

A-58 PACL-VCC

PTO ACCEL VCC

A-29 N/A


A-59 IDLUP-VCC

IDLE UP VCC

A-30 N/A


A-60 N/A

(SP1 VCC)

-41-

Terminal Name

Content

No.

Terminal Name

Content

No.

Terminal Name

Content

A-61 N/A

(ACG-L INPUT)

A-79 GL-L

GLOW LAMP

A-62 BK1-SW

BRAKE 1 SW

A-80 MIL

CHECK ENGINE LAMP

A-63 BK2-SW

BRAKE 2 SW

A-81 CRM-L

CRUISE MAIN LAMP

A-64 CL-SW

CLUTCH SW

A-82 AT-TACHO

AT-TACHO

A-65 SHUTDOWN-SW ENGINE SHUTDOWN SW

A-83 N/A

(SP2 GND)

A-66 DIAG CLEAR-SW DIAG CLEAR SW

A-84 CRSET-L

CRUISE SET LAMP

A-67 EXB-SW

EXHAUST BRAKE SW

A-85 N/A

(SP2)

A-68 —

—

A-86 IGBC-SW

IGNORE BRAKE/CLUTCH SW

A-69 REF-SW

REFRIGERATOR SW

A-87 N/A

(TORQUE LIMIT SW)

A-70 N/A


A-88 CCDIS-SW

CAB CONTROL DISABLE SW

A-71 N/A

(TORQUE CUT SW)

A-89 SSPA-SW

SET SPEED A SW

A-72 N/A


A-90 SSPB-SW

SET SPEED B SW

A-73 +B

POWER

A-91 RSET-SW

REMOTE SET SW

A-74 GL-CONT

GLOW CONTOROLLER

A-92 RRES-SW

REMOTE RESUME SW

A-75 PTOEN-REL

PTO ENGAGE RELAY

A-93 PTOEN-SW

PTO ENGAGE SW

A-76 STAEN-REL

STARTER ENABLE RELAY

A-94 PTODIS-SW

PTO DISABLE SW

A-77 EXB-REL

EXHAUST BRAKE RELAY

A-95 PTOFB-SW

PTO FEEDBACK SW

A-78 N/A

(EXHAUST BRAKE LAMP)

A-96 STA-SW

CRANKING REQUEST SW

No.

Terminal Name

Content

No.

B-1

N/A

(INTAKE DC MOTOR1)

B-22 —

—

B-2

N/A

(INTAKE DC MOTOR2)

B-23 N/A

(INCA-BAT)

B-3

COMMON1

INJECTOR POWER1

B-24 PBOOST

BOOST PRESSURE SIG.

B-4

COMMON2

INJECTOR POWER2

B-25 PFUEL

RAIL PRESSURE SIG.

B-5

COMMON1

INJECTOR POWER1

B-26 PFUEL

RAIL PRESSURE SIG.

B-6

COMMON2

INJECTOR POWER2

B-27 N/A

(OIL PRESSURE SIG.)

B-7

EBM1

EGR DC MOTOR 1

B-28 MAF

MAF SIGNAL

B-8

EBM2

EGR DC MOTOR 2

B-29 INT

INTAKE POSITION SIG.

B-9

N/A

(EGR BRUSHLESS MOTOR W)

B-30 G

CAM ANGLE

B-10 —

—

B-31 NE+

CRANK POSITION+

B-11 N/A

(INCA-GND)

B-32 NE-

CRANK POSITION-

B-12 PB-GND

BOOST PRESSURE GND

B-33 SCVHI

SCV HIGH SIDE

B-13 PFUEL-GND

RAIL PRESSURE GND

B-34 SCVHI

SCV HIGH SIDE

B-14 POIL-GND

OIL PRESSURE GND

B-35 THW

COOLANT TEMP.

B-15 MAF-GND

MAF GND

B-36 N/A

(ENGINE OIL TEMP.)

B-16 INT-GND

INTAKE POSITION GND

B-37 THA

INTAKE AIR TEMP.

B-17 EGR-GND

EGR POSITION GND

B-38 N/A

(EGR-U POSITION SIG.)

B-18 G-SLD

CAM ANGLE GND

B-39 N/A

(EGR-V POSITION SIG.)

B-19 NE-SLD

CRANK POSITION GND

B-40 N/A

(EGR-W POSITION SIG.)

B-20 SCVLO

SCV LOW SIDE

B-41 THF1

FUEL TEMP

B-21 SCVLO

SCV LOW SIDE

B-42 N/A

(FUEL TEMP. #2)

-42-

Terminal Name

Content

No.

Terminal Name

Content

No.

Terminal Name

Content

B-43 TWV-D

INJECTOR D(CYL2)

B-51 G-VB

CAM ANGLE VB

B-44 —

—

B-52 N/A

(LOW OIL LEVEL SW)

B-45 TWV-B

INJECTOR B(CYL3)

B-53 EGR-POS

EGR-POSITION SIG. (DC MOTOR)

B-46 PB-VCC

BOOST PRESSURE VCC

B-54 —

—

B-47 PFUEL-VCC

RAIL PRESSURE VCC

B-55 —

—

B-48 POIL-VCC

OIL PRESSURE VCC

B-56 TWV-C

INJECTOR C(CYL4)

B-49 EGR-VCC

EGR POSITION VCC

B-57 —

—

B-50 INT-VCC

INTAKE POSITION VCC

B-58 TWV-A

INJECTOR A(CYL1)

< NOTE > • N/A: Component is not mounted (circuit pattern only). Note that the VCC and GND and pin No. A-78 for sensors are connected inside ECU.

-43-

c.

6HK1 ECU Connector Terminal Layout

ECU CONNECTOR PIN ASSIGNMENT : 154PIN 㪘㪄㪎㪊

㩿㪂㪙㪀㪞㪣㩷㪄㪩㪜㪣㪂㪙

㪂㪙

㪧㪫㪦㪜㪥㩷㪪㪫㪘㪜㪥㩷㪄㪩㪜㪣㪄㪩㪜㪣

㪜㪯㪙㩷㪄㪩㪜㪣

㪙㪘㪫㪫

㪤㪄㪩㪜㪣

㪤㪄㪩㪜㪣

㪘㪄㪋㪐㪘㪄㪉㪌

㪚㪘㪪㪜㩷㪄㪞㪥㪛㪘㪄㪈

㪧㪄㪞㪥㪛

㪧㪄㪞㪥㪛㪫㪘㪚㪟㪦

㪧㪄㪞㪥㪛

㪧㪄㪞㪥㪛

㪞㪥㪛

㪘㪄㪎㪏㪝㩷㪠㩷㪛㪣㩷㪞㪣㪄㪣㪄㪣

㪭㪪㩷㪭㪪㩷㪤㩷㪠㩷㪣㪦㪬㪫㪈㪦㪬㪫㪉

㪘㪧㪪㪈㩷㪘㪧㪪㪉㩷㪘㪧㪪㪊㩷㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪚㪚㪘㪄㪌㪋㪘㪄㪊㪇

㪚㪩㪪㪜㪫㩷㪄㪣

㪙㪢㪈㩷㪄㪪㪮

㪧㪘㪚㪣㩷㪄㪭㪚㪚

㪚㪚㪛㪠㪪㩷㪪㪪㪧㪘㪪㪪㪧㪙㪄㪪㪮㪄㪪㪮㪄㪪㪮㪛㪠㪘㪞㩷㪙㪢㪉㩷㪚㪣㩷㪪㪟㪬㪫㩷㪛㪦㪮㪥㩷㪚㪣㪜㪘㪩㩷㪄㪪㪮㪄㪪㪮㪄㪪㪮㪄㪪㪮

㪣㪝㪬㪜㪣㪈㪣㪝㪬㪜㪣㪉㪭㪪㪪㪂㪭㪪㪪㪄㪘㪚㪞㪄㪝

㪘㪧㪪㪈㪘㪧㪪㪉㪘㪧㪪㪊㪧㪘㪚㪣㪘㪧㪪㪈㩷㪘㪧㪪㪉㩷㪘㪧㪪㪊㩷㪧㪘㪚㪣㩷㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛

㪞㪥㪛

㪠㪞㪙㪚㩷㪄㪪㪮

㪚㪦㪤㩷㪄㪞㪥㪛

㪭㪪㪪㩷㪄㪪㪣㪛

㪩㪪㪜㪫㩷㪩㪩㪜㪪㩷㪧㪫㪦㪜㪥㪧㪫㪦㪛㪠㪪㩷㪧㪫㪦㪝㪙㩷㪄㪪㪮㪄㪪㪮㪄㪪㪮㪄㪪㪮㪄㪪㪮㪜㪯㪙㩷㪝㪬㪜㪣㪄㪪㪮㪄㪪㪮

㪩㪜㪝㪄㪪㪮

㪉㪪㪘㪯㪣㪜㩷㪋㪮㪛㩷㪘㪚㩷㪄㪪㪮㪄㪪㪮㪄㪪㪮

㪚㪘㪥㪈㩷㪚㪘㪥㪈㪟㪚㪘㪥㪈㪣㪄㪪㪣㪛

㪚㪣㪘㩷㪪㪪㪉

㪣㪚㪣㩷㪩㪜㪭㩷㪄㪪㪮㪄㪪㪮㪚㪩㪤㩷㪚㪩㪩㩷㪄㪪㪮㪄㪪㪮

㪘㪄㪐㪍㪪㪫㪘㩷㪄㪪㪮㪮㩷㪠㩷㪝㩷㪄㪪㪮㪘㪄㪎㪉㪘㪄㪋㪏㪚㪩㪪㩷㪄㪪㪮

㪚㪣㪘㩷㪠㪞㪦㪄㪪㪮㪠㪞㪠㪄㪪㪮㪪㪪㪉

㪙㪄㪌

㪙㪄㪍

㪙㪄㪋㪍



㪧㪙㩷㪄㪭㪚㪚

㪧㪝㪬㪜㪣㩷㪧㪦㩷㪠㩷㪣㩷㪜㪞㪩㩷㪠㩷㪥㪫㩷㪞㩷㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪚㪚㪄㪭㪙㪪㪚㪭㪟㪠㪫㪟㪮

㪙㪄㪊

㪙㪄㪋

㪪㪚㪭㪟㪠



㪙㪄㪊㪊㪙㪄㪉㪇

㪙㪄㪈

㪙㪄㪉

㪪㪚㪭㪣㪦

㪪㪚㪭㪣㪦

㪜㪙㪤㩷㪄㪬㪙㪄㪎

㪜㪙㪤㩷㪜㪙㪤㩷㪄㪭㪄㪮

㪘㪭㪥㪫㪘㪄㪉㪋

㪘㪄㪍

㪙㪄㪌㪏

㪫㪟㪦

㪣㪦㪣㩷㪄㪪㪮

㪫㪮㪭㪄㪦㪫㪮㪭㪄㪜㪫㪮㪭㪄㪘

㪜㪞㪩㩷㪜㪞㪩㩷㪫㪟㪘㪜㪞㪩㩷㪄㪬㪧㪦㪪㪄㪭㪧㪦㪪㪄㪮㪧㪦㪪㪫㪟㪝㪈㪫㪟㪝㪉㪫㪮㪭㪄㪛㪫㪮㪭㪄㪝㪫㪮㪭㪄㪙㪙㪄㪋㪌㪙㪄㪊㪉㪞㪥㪜㪂㪥㪜㪄㪧㪙㪦㪦㪪㪫㪧㪝㪬㪜㪣㪧㪝㪬㪜㪣㪧㪦㩷㪠㩷㪣㩷㪤㪘㪝㪭㪥㪫㪧㪦㪪㩷㪄㪪㪠㪞㪥㪜㩷㪧㪙㩷㪧㪝㪬㪜㪣㩷㪧㪦㩷㪠㩷㪣㩷㪤㪘㪝㩷㪭㪥㪫㪧㪦㪪㩷㪜㪞㪩㩷㪞㩷㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪞㪥㪛㪄㪪㪣㪛㪄㪪㪣㪛㪙㪄㪈㪐㩷

Q000543E

d. No.

6HK1 Terminal Connections Terminal Name

Content

No.

Terminal Name

Content

A-1

CASE-GND

CASE GND

A-32 APS2


A-2

P-GND

POWER GND

A-33 APS3


A-3

P-GND

POWER GND

A-34 PACL

PTO ACCEL SIG

A-4

GND

ECU SENSOR GND

A-35 —

—

A-5

GND

ECU SENSOR GND

A-36 —

—

A-6

N/A


A-37 LFUEL1

FUEL LEVEL 1 SIG

A-7

APS1-GND

V5RTN1

A-38 LFUEL2

FUEL LEVEL 2 SIG (ATM TEMP)

A-8

APS2-GND

V5RTN2

A-39 VSS+

VEHICLE SPEED SENSOR+

A-9

APS3-GND

V5RTN3

A-40 VSS-

VEHICLE SPEED SENSOR-

A-10 PACL-GND

PTO ACCEL GND

A-41 ACG-F

ACG-F PULSE INPUT

A-11

—

A-42 —

—

A-12 COM-GND

COMMON SENSOR GND

A-43 2SAXLE-SW

2SPEED AXLE SW

A-13 —

—

A-44 4WD-SW

FOUR WHEEL DRIVE HIGH/LOW SW

A-14 VSS-SLD

VSS GND

A-45 AC-SW

A/C CLUTCH REQUEST SW

A-15 —

—

A-46 CRM-SW

CRUISE ENABLE (ON/OFF) SW

A-16 CAN1-SLD

CAN1 SHIELD GND

A-47 CRR-SW

CRUISE RESUME/ACCEL SW

A-17 CAN1H

CAN1 HIGH

A-48 CRS-SW

CRUISE SET/COAST SW

A-18 CAN1L

CAN1 LOW

A-49 +B

POWER

A-19 N/A

(ISO14230)

A-50 +B

POWER

A-20 CLASS2

J1850

A-51 BATT

BATTERY

A-21 CLASS2

J1850

A-52 M-REL


A-22 IG0-SW

IGNITION 0 (KEY-SW)

A-53 M-REL


A-23 IG1-SW

IGNITION 1

A-54 APS1-VCC

VBREF1

A-24 —

—

A-55 APS2-VCC

VBREF2

A-25 —

—

A-56 APS3-VCC

VBREF3

A-26 P-GND

POWER GND

A-57 —

—

A-27 P-GND

POWER GND

A-58 PACL-VCC

PTO ACCEL VCC

A-28 TACHO

TACHO

A-59 —

—

A-29 N/A


A-60 —

—

A-30 N/A


A-61 ACGL-SW

ACG-L INPUT

A-31 APS1


A-62 BK1-SW

BRAKE 1 SW

—

-44-

No.

Terminal Name

Content

No.

Terminal Name

Content

A-63 BK2-SW

BRAKE 2 SW

A-80 MIL

SERVICE ENGINE SOON LAMP

A-64 CL-SW

CLUTCH SW

A-81 VSOUT1

4KPPM

A-65 N-SW

NEUTRAL SW

A-82 VSOUT2

4KPPM (128KPPM)

A-66 DIAG CLEAR-SW DIAG CLEAR SW

A-83 —

—

A-67 EXB-SW

EXHAUST BRAKE SW

A-84 ACCL-REL

A/C CLUTCH RELAY

A-68 FIDL-SW

FAST IDLE SW

A-85 —

—

A-69 FAXLE-SW

FRONT AXLE SW

A-86 IGBC-SW

IGNORE BRAKE/CLUTCH SW

A-70 LCL-SW

LOW COOLANT LEVEL SW

A-87 N/A

(TORQUE LIMIT SW)

A-71 REV-SW

REVERSE SW

A-88 CCDIS-SW

CAB CONTROL DISABLE SW

A-72 WIF-SW

WATER IN FUEL SW

A-89 SSPA-SW

SET SPEED A SW

A-73 (+B) *1

(POWER)

A-90 SSPB-SW

SET SPEED B SW

A-74 GL-REL

GLOW PLUG RELAY

A-91 RSET-SW

REMOTE SET SW

A-75 PTOEN-REL

PTO ENGAGE RELAY

A-92 RRES-SW

REMOTE RESUME SW

A-76 STAEN-REL

STARTER ENABLE RELAY

A-93 PTOEN-SW

PTO ENGAGE SW

A-77 EXB-REL

EXHAUST BRAKE RELAY

A-94 PTODIS-SW

PTO DISABLE SW

A-78 FIDL-L

FAST IDLE ENGAGE LAMP

A-95 PTOFB-SW

PTO FEEDBACK SW

A-79 GL-L

GLOW LAMP

A-96 STA-SW

CRANKING REQUEST SW

No.

Terminal Name

Content

No.

Terminal Name

Content

B-1

AVNT

AVNT DRIVE

B-23 N/A

(INCA-BAT)

B-2

—

—

B-24 PBOOST

BOOST PRESSURE SIG.

B-3

COMMON1

INJECTOR POWER1

B-25 PFUEL

RAIL PRESSURE SIG.

B-4

COMMON2

INJECTOR POWER2

B-26 PFUEL

RAIL PRESSURE SIG.

B-5

COMMON1

INJECTOR POWER1

B-27 POIL

OIL PRESSURE SIG.

B-6

COMMON2

INJECTOR POWER2

B-28 MAF

MAF SIGNAL

B-7

EBM-U

EGR BRUSHLESS MOTOR U

B-29 VNTPOS-SIG

VNT POSITION SIG.

B-8

EBM-V

EGR BRUSHLESS MOTOR V

B-30 G

CAM ANGLE

B-9

EBM-W

EGR BRUSHLESS MOTOR W

B-31 NE+

CRANK POSITION+

B-10 —

—

B-32 NE-

CRANK POSITION-

B-11

(INCA-GND)

B-33 SCVHI

SCV HIGH SIDE

B-12 PB-GND

BOOST PRESSURE GND

B-34 SCVHI

SCV HIGH SIDE

B-13 PFUEL-GND

RAIL PRESSURE GND

B-35 THW

COOLANT TEMP.

B-14 POIL-GND

OIL PRESSURE GND

B-36 THO

ENGINE OIL TEMP.

B-15 MAF-GND

MAF GND

B-37 THA

INTAKE AIR TEMP.

B-16 VNTPOS-GND

VNT POSITION GND

B-38 EGR-UPOS

EGR-U POSITION SIG.

B-17 EGR-GND

EGR POSITION GND

B-39 EGR-VPOS

EGR-V POSITION SIG.

B-18 G-SLD

CAM ANGLE SHIELD GND

B-40 EGR-WPOS

EGR-W POSITION SIG.

B-19 NE-SLD

CRANK POSITION SHIELD GND

B-41 THF1

FUEL TEMP

B-20 SCVLO

SCV LOW SIDE

B-42 THF2 *2

FUEL TEMP. #2

B-21 SCVLO

SCV LOW SIDE

B-43 TWV-D

INJECTOR D

B-22 —

—

B-44 TWV-F

INJECTOR F

N/A

-45-

No.

Terminal Name

Content

No.

Terminal Name

Content

B-45 TWV-B

INJECTOR B

B-52 LOL-SW

LOW OIL LEVEL SW

B-46 PB-VCC

BOOST PRESSURE VCC

B-53 —

—

B-47 PFUEL-VCC

RAIL PRESSURE VCC

B-54 —

—

B-48 POIL-VCC

OIL PRESSURE VCC

B-55 —

—

B-49 EGR-VCC

EGR POSITION VCC

B-56 TWV-C

INJECTOR C

B-50 VNTPOS-VCC

VNT POSITION VCC

B-57 TWV-E

INJECTOR E

B-51 G-VB

CAM ANGLE VB

B-58 TWV-A

INJECTOR A

< NOTE > • *1: In case of connecting to outside wiring, note that this terminal is connected to +B inside ECU. •

*2: This terminal is unused.

•

N/A: Component is not mounted (circuit pattern only).

-46-

Service Manual Common Rail System Isuzu 4HK1 6HK1

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