Sumitomo Maintenence

Service Support Service Support

SH200

Service Support Screen Operations 1. Screen Screen Shift Shift Key ON

(Anti-theft protection ON) (Anti-theft protection OFF)

(Authentication OK)

(Model selection not completed) (Model selection completed) All reset

(Authentication OK) One-touchidle switch pressed 5 times

+ No error

10s

3s elapse

Breaker switch 3s or crusher switch 3s Flow reset + 10s

1s +

3s +

3s +

[Main unit Service]

1s +

[Engine service] DIAG reset + 10s

HR reset

or

+ 10s

CFG reset + 10s Exit this mode by switching OFF the key. * Screen on which the engine S / N, Q adjustment, and QR can be viewed

124

RST-05-07-003E 1

Service Support [1] Operatio Operation n for for shifti shifting ng to service service support support screen screen 1) If both the travel travel high-speed high-speed switch and the horn volume select switch on the switch panel are held down for 3s, the display switches to the service support screen. 2) If both the travel travel high-speed high-speed switch and the horn volume select switch on the switch panel are held down again for 1s , the display returns to the normal screen. Normal screen

Service screen Hold down for 3s Hold down for 1s

[2] Service Service supp support ort screen screen switc switchin hing g operat operation ion MAIN / MNT...

Section select switch

Page (-) Page (+)

CHK / DIAG / HR...

Mode select switch 1 2

Mode Section

3

Page

1) Mode select select switch; switch; switching switching with travel travel high-speed high-speed switch switch 2) Section switch; switching switching with horn volume volume select switch 3) Page Page select switch; switch; forward forward with light switch [Mode]

[Section]

and back with washer switch [Page] (Items 1 to 10) (Items 1 to 3) (Items 1 to 8) (Items 1 to 8) (Item 1) (Items 1 to 16) (Items 1 to 14) (Items 1 to 12) (Items 1 to 3) (Items 1 to 3)

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125 2

Service Support Screen Display List 1. CHK (status (status display display)) Screen List List In CHK mode, in addition to the machine status (milli-amp, oil pressures, temperatures, etc.), it is possible to check sensor and switch input/output states, as well as the angle, load ratio and work radius, etc. at the applied machine (liftcrane application machine, lifting magnet machine). Section select switch Page (-) Page (+)

MAIN / MNT...

1 2

Section Page

For the CHK mode section types and their contents, see the separate sheet. * From the CHK mode screen, if the wiper switch the display shifts to the model selection screen.

and the light switch

are held down for 3s,

MAIN [1] [1] Engin ngine e an and pu pump Eng

P1 P2 N1 N2

: Engine speed Actual milli-amp for horsepower control propor: tional valve Actual milli-amp for flow control proportional : valve : Pump 1; Discharge pressure : Pump 2; Discharge pressure : Pump 1; Negative control pressure : Pump 2; Negative control pressure

Coolnt HydOil FuelT Baro EngOil BstT Air

: : : : : : :

Eng Load

: Engine speed : Load ratio Actual milli-amp for horsepower control propor: tional valve : Pump 1; Discharge pressure : Pump 2; Discharge pressure : Boost temperature : Boost pressure

Power Flow

[2] Tempe empera ratur ture e and and pressu pressure re Radiator temperature Hydraulic oil temperature Fuel te temperature Barometric pr pressure Engine oil pr pressure Boost temperature Suction air temperature

[3] [3] Load and bo boost

Power P1 P2 BstT BstP

126

RST-05-07-003E 3

Service Support [4] Load and and milli-a milli-amp mp for for horsepow horsepower er control control proportio proportional nal valv valve e Eng Load Power P1 P2 N1 N2

: Engine speed : Load ratio Actual milli-amp : tional valve : Pump 1; : Pump 2; : Pump 1; : Pump 2;

for horsepower control proporDischarge pressure Discharge pressure Negative control pressure Negative control pressure

[5] Target and and actual actual milli-amp milli-amp for horsepower horsepower control proportional valve valve Eng Load Power -4tEng ThVol tPower

: Engine speed : Load ratio Actual milli-amp for horsepower control propor: tional valve : * : Target engine speed : Throttle vo volume de degree of of op opening Target milli-amp for horsepower control propor: tional valve

[6] Target arget and actual actual milli-am milli-amp p for flow flow control control proportion proportional al valve valve Eng Power Flow P1 N1 Swg tFlow

: Engine speed Actual milli-amp for horsepower control propor: tional valve Actual milli-amp for flow control proportional : valve : Pump 1; Discharge pressure : Pump 1; Negative control pressure : Swing pilot pressure Target milli-amp for flow control proportional : valve

[7] Target arget and actual actual milli-amp milli-amp for for hydrauli hydraulic c fan proportion proportional al valve valve Eng Coolnt Fan HydOil FuelT BstT tFan

: Engine speed : Radiator co coolant te temperature Actual milli-amp for hydraulic fan proportional : valve : Hydraulic oil temperature : Fuel te temperature : Boost temperature Target milli-amp for hydraulic fan proportional : valve

[8] [8] Pilo ilot pr pressu essure re P1 P2 Cyl (B) Upr Swg Tr v AmCls

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: : : : : : :

Pump 1; Discharge pressure Pump 2; Discharge pressure Boom bottom pressure Upper pilot pressure Swing pilot pressure Travel pilot pressure Ar m-in pi pilot pr pressure

127 4

Service Support [9] Hydrauli Hydraulic c circuit; circuit; input/out input/output put and pressure pressure P1 P2 N1 N2

Hydra Hydrauli ulic c circui circuitt input/ input/out outpu putt state state (

1 2 3 4

Pressure sensor ; Ar m in Pressure sensor ; Travel Pressure sensor ; Swing Pressure sensor ; Upper

5 6 7 8

= OFF,

: : : :

Pump 1; Pump 2; Pump 1; Pump 2;

Discharge pressure Discharge pressure Negative control pressure Negative control pressure

= ON)

Solenoid; Free swing/beacon Solenoid; Travel high-speed switchover Solenoid; Boost Solenoid; Swing brake

9 10 11 12

Relay; Travel alar m Solenoid ; Fan reverse (large machine only) Solenoid; Option line switchover Solenoid; Power save

[10] Electrical Electrical circuits; circuits; Input/outp Input/output ut Eng Coolnt Batt FuelLv

Electr Electric ic circui circuitt input/ input/out outpu putt state state (

= OFF, OFF,

: : : :

Engine speed Radiator co coolant te temperature Batter y voltage Fuel level

= ON) ON)

1 2 3

Switch; Anti-theft Batter y charge Switch; Key

6 7 8

Glow signal Engine stop due to trouble Low idle restriction due to trouble

4

AC coolant temperature transmission

9

Restriction on milli-amp for horsepower control proportional valve due to trouble

5

Rela Relay; y; Fee Feed d pump pump aut autom omat atic ic sto stop p

128

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Service Support MNT [1] [1] Comp Comput uter er S inf infor orma mati tion on

* The longitude and latitude are displayed displayed when the continuous continuous GPS position measurement time is 5 minutes or longer.

* UTC (universal (universal time coordinate) coordinate) is the global standard standard time. Japan is +9 hours from UTC. Example) Example) If the the time time is is May May 28, 2006, 03:14:32 03:14:32 UTC, the time time in Japan Japan is May 28, 2006, 12:14:32. If the time is May 27, 2006, 20:14:32 UTC, the time in Japan is May 28, 2006, 05:14:32. * Displayed Displayed after the completion completion of GPS position position measurement. measurement. * For 3D position measurement, the altitude can be measured. * GCC is a land station. station. 130 is the GCC for Japan. Japan. (122 is South Korea.) Korea.) 1 2 3

Latitu Latitude de

Inside Inside the , 0 = North North hemis hemisphe phere, re, 1 = Southe Southern rn hemisp hemispher here e (example, 35 degrees 47.83 minutes)

4

Longitude Longitude Inside Inside the , 0 = Longitude Longitude east 1 = Longitude Longitude west (Example, 140 degrees 41.32 minutes longitude east)

5

GPS position measurement status 0 = GPS not yet operating, 1 = GPS measuring, 2 = 2D measurement status, 3 = 3D measurement status

6

9

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GPS continuous position measurement time (For example, 5 minutes 30 second of continuous position measurement) Computer Computer S part number number bottom bottom 4 digit digit displa display y (examp (example, le, KHR14 KHR14400) 400)

Satellite communication status 0 = No satellite supplement, 1 = Satellite supplement, 2 = Q1200 communication communication abnormal UTC (Example: May 28, 2006, 03:14:32) The time in Japan is May 28, 2006, 12:14:32.

7

Default setting send status 0 = Default setting send wait, 1 = Send inhibit wait, 2 = ACK send wait, 3 = Default setting send complete

8

BLANK

10 11

Alti Altitu tude de (Ex (Exam ampl ple: e: 52 52 m) Send Send GCC GCC numb number er

12

Supp Supple leme ment ntary ary GCC GCC numb number er

129 6

Service Support

Event send setting The default state is fuel volume warning, anti-theft operation warning event send inhibited. These can be changed to enabled with signals from the web server. When this signal is received, No. 4 becomes the display below. Fuel volume warning

Anti-theft operation warning (without position information)

Anti-theft operation warning (with position information)

0028

Inhibited

Inhibited

Inhibited

0156

Enabled

Inhibited

Inhibited

0220

Enabled

Enabled

Inhibited

0188

Enabled

Inhibited

Enabled

0092

Inhibited

Enabled

Inhibited

0060

Inhibited

Inhibited

Enabled 1 2 3 4

5

6 7 8

130

Engine start enable setting 0 = Inhibited, 1 = Enabled Send destination count * The send destination is the server, so it is fixed at 1. Time until next sending (example: 3 hours 24 minutes more until the next sending) Send wait message count (example: 2) Q1200 status 0 = Waiting 1 = Sending 4 = Receiving 5 = Receiving complete Send distribution setting (not set) Event send setting Send inhibition setting (not set)

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Service Support H/W-A [1] Digital input/output

Input/output state (

1 2 3 4 5 6 7 8

= OFF,

Solenoid; Power save Solenoid; Boost Solenoid; Travel high-speed switchover Solenoid; Swing brake Buzzer; Travel alarm Solenoid; Option line switchover Solenoid; Free swing Solenoid; Fan reverse

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9 10 11 12 13 14 15 16

= ON)

Relay; Feed pump Switch; Clog (Air cleaner) Switch; Level (Coolant) Switch; Anti-theft Switch; One-touch idle Switch; Travel alarm/overload Switch; Free swing Switch; Pressure (2nd option)

17 18 19 20 21 22

Switch; Pressure (Option) Switch; Fan reverse Switch; Clog (Return filter) Alternator Switch; Engine emergency stop Switch; Key

131 8

Service Support [2] Digital output/output monitor


1 2 3

= OFF,

Solenoid; Power save Solenoid; Boost Solenoid; Travel high-speed switchover

4 5 6

= ON)

Solenoid; Swing brake Buzzer; Travel alarm Solenoid; Option line switchover

7 8 9

Solenoid; Free swing Solenoid; Fan reverse Relay; Feed pump

[3] Potentio-meter voltage Pot1 Pot2 Pot3 Pot4 Pot5 Pot6 Pot7

: : : : : : :

Sensor pressure Sensor pressure Sensor pressure Sensor pressure Sensor pressure Sensor pressure Sensor pressure

P1 P2 N1 N2 Swing Upper Travel

Pot8 Pot9 Pot10 Sn1 Sn2 Sn1 Sn2

: : : : : : :

Sensor pressure Sensor throttle Sensor pressure Sensor temperature Sensor level Sensor temperature Sensor level

Arm in

[4] Potentio-meter and sensor voltage (resistance)

132

Overload Hydraulic oil Fuel Hydraulic oil Fuel

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Service Support [5] PWM data PWM# actcur tgtcur duty freq volt ovc

: PWM channel number Actual milli-amp for horsepower control propor: tional valve Target milli-amp for horsepower control propor: tional valve : Duty : Frequency : Voltage Overcurrent detection status (+: Overcurrent/-: : Normal)

[6] PWM data PWM# actcur tgtcur duty freq volt ovc

: : : : : : :

PWM channel number

PWM# actcur tgtcur duty freq volt ovc

: : : : : : :

PWM channel number

FreqIn CAN UART RS232 -5-6-7-

: : : : : : :

Frequency input CAN reception state UART reception state RS232C communication state * * *

Actual milli-amp for hydraulic fan proportional valve Target milli-amp for hydraulic fan propor tional valve

Duty Frequency Voltage Overcurrent detection status (+: Overcurrent/-: Normal)

[7] PWM data Actual milli-amp for flow control proportional valve Target milli-amp for flow control proportional valve

Duty Frequency Voltage Overcurrent detection status (+: Overcurrent/-: Normal)

[8] Frequency and communication


= receiving)

1 2 3

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Computer S reception state Computer B reception state ECM reception state

133 10

Service Support H/W-B [1] Computer B digital input/output


1 2 3

Solenoid; Lever lock Rotating light and bucket lock Buzzer; Crane

= OFF,

4 5 6

= ON)

Switch; Crane mode Switch; Crane (Display switching)

7 8

Switch; Lifting magnet mode Switch; Interference (Shut-off release)

Switch; Interference (Temporary release)

134

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Service Support [2] Digital output/output monitor


= OFF,

= ON)

1 2 3

Solenoid; Lever lock Rotating light and bucket lock Buzzer ; Crane

[3] Potentio-meter voltage Pot1 Pot2 Pot3 Pot4 Pot5 Pot6 Pot7

: : : : : : :

Sensor; Angle (Boom) Sensor; Angle (Arm) Sensor; Angle (Offset) Sensor; Pressure (Bottom) Sensor; Pressure (Rod) * *

Pot8 Pot9 Pot10 Sn1 Sn2 Sn1 Sn2

: : : : : : :

*

[4] Potentio-meter and sensor voltage (resistance)

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* * * * * *

135 12

Service Support [5] PWM data PWM# actcur tgtcur duty freq volt ovc

: : : : : :

PWM channel number Actual milli-amp for boom proportional valve Target milli-amp for boom proportional valve Duty Frequency Voltage Overcurrent detection status (+: Overcurrent/-: : Normal)


: : : : : :

PWM channel number Actual milli-amp for offset proportional valve Target milli-amp for offset proportional valve Duty Frequency Voltage Overcurrent detection status (+: Overcurrent/-: : Normal)


: : : : : :

PWM channel number Actual milli-amp for arm proportional valve Target milli-amp for arm proportional valve Duty Frequency Voltage Overcurrent detection status (+: Overcurrent/-: : Normal)

[8] Frequency and communication FreqIn CAN UART RS232 -5-6-7-


: : : : : : :

Frequency input CAN reception state UART communication state RS232C communication state * * *

= receiving)

1 2 3

136

Computer S reception state Computer B reception state ECM reception state

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Service Support H/W-M [1] Monitor

1 2 3 4 5 6


= OFF,

Working light Motor washer Wiper CNT Wiper INT Relay horn volume switchover Switch; Working light

7 8 9 10 11 12

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= ON)

Switch; Travel high-speed select Switch; Auto idle select Switch; Horn volume select Switch; Breaker select Switch; Limit front window Switch; Wiper

13 14 15 16

Switch; Washer Switch; Reserve Switch; 2 pumps flow Switch; Crusher select

137 14

Service Support 2. DIAG (trouble diagnosis) Screen [1] In diagnosis mode, you can check from the contents for the trouble currently occurring to a log of trouble that has occurred in the past.

1 2 3

Status occurrence count Initial occurrence time Final occurrence time

4 5

Diagnostic trouble code Cursor movement

• In "DTC-1" through "DTC-4", the data is displayed in order from the most recently occurring trouble code. • The cursor is moved with the wiper switch and auto idle switch . (The cursor moves between "DTC-1" and "DTC-4".) * There is no "section" in diagnosis mode. • The information for the trouble code for the location under the cursor is displayed in the order "ST/OC", "1st", "Last". • The mark displayed at the left most of "ST/OC" shows whether or not the trouble is currently occurring. The black circle means the trouble is currently occurring. The clear circle means the trouble is not occurring now, but has occurred in the past. • "1st" indicates the time at which this trouble occurred the first time and "last" indicates the time at which this trouble occurred the last time. [2] For details on the "Diagnostic trouble codes" that can be read in diagnosis mode and their contents, see the Main Unit Diagnostic Trouble Code List below. (1)Screen Cursor 4 1 2 3

138

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Service Support [1] Displays the status at the cursor and the occurrence count. 7002 error now occurring / trouble has occurred 5 times in the past Occurrence count Status

[Status] Displays whether the diagnostic trouble code under the cursor is current or from the past. For , the trouble is current or continuing. For , the status is normal or recovered. (The trouble is not occurring now, but has occurred in the past.) [Occurrence count] The number of times that diagnostic trouble code under the cursor has occurred [2] Displays the time at which the trouble under the cursor first occurred Occurred first at 10 hours

[3] Displays the time at which the trouble under the cursor last occurred Occurred last at 901 hours

[4] Diagnostic Trouble Code The troubles are sorted with the last one to occur at the top of the list. The diagnostic trouble code under the cursor is displayed in (1) - (3). 7002 (faulty N1 pressure sensor) 0238 (Boost pressure sensor abnormally high voltage) For details on diagnostic trouble code, see the separate Main Unit Diagnostic Trouble Code List.

Maximum display count 4 codes per page X 16 pages = 64 diagnostic trouble codes are displayed. From the 65th code onward, the oldest code is erased. However, even though these codes are not displayed, the data is retained. (2)Operation 1

2

Cursor up / down Up operation Down operation

wiper switch auto idle switch

Page forward / back Forward operation light switch Back operation washer switch

1 Cursor up / down

2 Page forward / back

(3)Reset If the washer switch

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and the light switch

are held down for 10s, the trouble log is reset.

139 16

Service Support 3. HR (usage log) Screen List In HR mode, operation times for mechanical parts, electrical parts, etc., operation counts for switches and solenoids, as well as pressure distributions, etc. can be displayed. Section select switch Page (-) Page (+)

MAIN / MNT...

1 2

Section Page

(1)MAIN [1] Main unit operation time KeyOn EngOn Work Upr Swg Trv TrSolo

: : : : : : :

Computer A power supply ON time Alternator power generation time Machine operation time (upper ON or travel ON) Upper operation time Swing operation time Travel operation time Travel single operation time

WpInt WpCnt Wsh WLight HornLo DrOpn WinOpn

: : : : : : :

Wiper (intermittent) Wiper (continuous) Washer Working light Horn volume low time * Front window open time

1 2 3 4 5 6 7

: : : : : : :

Auto idle time One-touch idle time Boosted pressure time Low-speed travel time High-speed travel time * *

1 2 3 4 5 6 7

: : : : : : :

Upper pressure sensor Swing pressure sensor Travel pressure sensor Arm-in pressure switch 1st option pressure switch 2nd option pressure switch *

[2] Electrical parts operation time Operation time Operation time Operation time ON time

[3] Idle time

[4] Pressure switch operation count

140

ON count X 1000 ON count X 1000 ON count X 1000 ON count X 1000 ON count X 1000 ON count X 1000

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Service Support [5] Operation switch operation count 1 2 3 4 5 6 7

: : : : : : :

Key ON count X 10 Engine start count X 10 Front window open count X 10 * Boost solenoid ON count X 1000 Swing brake solenoid ON count X 1000 Power save solenoid ON count X 1000

1 2 3 4 5 6 7

: : : : : : :

Mode usage time SP-hi Mode usage time SP-lo Mode usage time H-hi Mode usage time H-lo Mode usage time A1-hi Mode usage time A1-lo Mode usage time, other than above

1 2 3 4 5 6 7

: : : : : : :

Breaker 1 operation time Breaker 2 operation time Breaker 3 operation time Breaker 4 operation time Breaker 5 operation time Breaker 1-5 operation time *

[6] Work mode

[7] Breaker usage time

[8] Crusher usage time 1 2 3 4 5 6 7

: : : : : : :

Crusher 1 operation time Crusher 2 operation time Crusher 3 operation time Crusher 4 operation time Crusher 5 operation time Crusher 1-5 operation time *

1

: P

2

: 10 MPa

P

15 MPa Time

3

: 15 MPa

P

20 MPa Time

4

P

25 MPa Time

5

: 20 MPa : 25 MPa

P

30 MPa Time

6

: 30 MPa

P

35 MPa Time

7

: 35 MPa

P Time

1

: P

2

: 10 MPa

P

15 MPa Time

3

: 15 MPa

P

20 MPa Time

4

: 20 MPa

P

25 MPa Time

5

P

30 MPa Time

6

: 25 MPa : 30 MPa

P

35 MPa Time

7

: 35 MPa

P Time

[9] P1 pressure (P) distribution 10 MPa Time

[10] P2 pressure (P) distribution

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10 MPa Time

141 18

Service Support [11] N1 pressure (P) distribution 1 2

: P 10 MPa Time : 1.0 MPa P 1.5 MPa Time

3

: 1.5 MPa

P

2.0 MPa Time

4

: 2.0 MPa

P

2.5 MPa Time

5

: 2.5 MPa

P

3.0 MPa Time

6

P

3.5 MPa Time

7

: 3.0 MPa : 3.5 MPa

1

: P

2

: 1.0 MPa

P

1.5 MPa Time

3

: 1.5 MPa

P

2.0 MPa Time

4

P

2.5 MPa Time

5

: 2.0 MPa : 2.5 MPa

P

3.0 MPa Time

6

: 3.0 MPa

P

3.5 MPa Time

7

: 3.5 MPa

P Time

1

: P

2

: 20 MPa

P

30 MPa Time

3

P

40 MPa Time

4

: 30 MPa : 40 MPa

P

50 MPa Time

5

: 50 MPa

P

60 MPa Time

6

: 60 MPa

P

70 MPa Time

7

: 70 MPa

P Time

1

: T

2

: 45

T

60

Time (bar graph 3rd gradation)

3

: 60

T

80

Time (bar graph 4th gradation)

4

: 80

T

88


5

: 88

T

95


6

: 95

T

98


7

: 98

T Time (bar graph 8th gradation)

P Time

[12] N2 pressure (P) distribution 1.0 MPa Time

[13] P1 + P2 pressure (P) distribution 20 MPa Time

[14] Oil temperature (T) distribution 45

Time (bar graph 1st and 2nd gradation)

(2)ENG [1] Oil temperature/coolant temperature/pressure maximum values (Measured starting 10 minutes after engine started) Coolnt HydOil FuelT Air BstT BstP EngOil

142

: : : : : : :

Radiator coolant maximum temperature Hydraulic oil maximum temperature Fuel maximum temperature Suction air maximum temperature Boost maximum temperature Boost maximum pressure Engine oil minimum pressure

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Service Support [2] Engine actual speed (S) distribution 1025 min-1 Time

1

: S

2

: 1025 min-1

S

1225 min-1 Time

3

: 1225 min-1

S

1425 min-1 Time

4

: 1425 min-1

S

1625 min-1 Time

5

: 1625 min-1

S

1825 min-1 Time

6

: 1825 min-1

S

025 min-1 Time

7

: 2025 min-1

S Time

[3] Coolant temperature (T) distribution 1

: T

2

: 77

T

82

Time (bar graph 3rd gradation)

3

: 82

T

97


4

: 97

T

100


5

: 100

T

103


6

: 103

T

105


7

: 105

1

: T

2

: 40

T

50

Time

3

: 50

T

60

Time

4

: 60

T

70

Time

5

: 70

T

80

Time

6

: 80

T

90

Time

7

: 90

T Time

1

: T

2

: -20

3

: 0

4

: 15

T

30

Time

5

: 30

T

45

Time

6

: 45

T

60

Time

7

: 60

T Time

1

: T

2

: 50

T

80

3

: 80

T

110

4

: 110

T

140

Time

5

: 140

T

170

Time

6

: 170

T

200

Time

7

: 200

T Time

1

: P

2

: 600 hPa

P

690 hPa Time

3

: 690 hPa

P

780 hPa Time

4

: 780 hPa

P

870 hPa Time

5

: 870 hPa

P

960 hPa Time

6

: 960 hPa

P

1050 hPa Time

7

: 1050 hPa

77

Time (bar graph 1st and 2nd gradation)

T Time (bar graph 8th gradation)

[4] Fuel temperature (T) distribution 40

Time

[5] Suction air temperature (T) distribution -20

Time T

0

T

Time

15

Time

[6] Boost temperature (T) distribution 50

Time Time Time

[7] Atmospheric pressure (P) distribution

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600 hPa Time

P Time

143 20

Service Support [8] Engine oil pressure (P) distribution 1 2

: P 0 kPa Time : 0 kPa P 150 kPa Time

3

: 150 kPa

P

300 kPa Time

4

: 300 kPa

P

450 kPa Time

5

: 450 kPa

P

600 kPa Time

6

: 600 kPa : 750 kPa

P

750 kPa Time

7

1

: P

2

: 150 kPa

P

180 kPa Time

3

: 180 kPa

P

210 kPa Time

4

P

240 kPa Time

5

: 210 kPa : 240 kPa

P

270 kPa Time

6

: 270 kPa

P

300 kPa Time

7

: 300 kPa

P Time

1

: R

2

R

40 % Time

3

: 30 % : 40 %

R

50 % Time

4

: 50 %

R

60 % Time

5

: 60 %

R

70 % Time

6

: 70 %

R

80 % Time

7

: 80 %

R Time

1 2

: R 30 % Time : 30 % R 40 % Time

3

: 40 %

R

50 % Time

4

: 50 %

R

60 % Time

5

: 60 %

R

70 % Time

6

R

80 % Time

7

: 70 % : 80 %

1

: R

2

: 30 %

R

40 % Time

3

: 40 %

R

50 % Time

4

R

60 % Time

5

: 50 % : 60 %

R

70 % Time

6

: 70 %

R

80 % Time

7

: 80 %

R Time

P Time

[9] Boost pressure (P) distribution 150 kPa Time

[10] Load ratio (R) distribution 30 % Time

[11] Load ratio (R) distribution for SP mode

R Time

[12] Load ratio (R) distribution for H mode

144

30 % Time

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Service Support 4. CFG (setting change) Screen The item where the cursor is located flashes. (can be changed)

The cursor appears if the auto idle switch is held down.

• Hold down the auto idle switch

for 1 s. The cursor

is displayed and the value starts to flash.

• The flashing value can be changed with the washer switch • When the travel high-speed switch the actual machine. • When the horn volume select (1)Operation

/working light switch

.

is pressed, value is finalized and the change is reflected in

switch is pressed, the change is cancelled.

Cursor

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145 22

Service Support [1] View mode (screen switching operation) 1

2

Switching to edit mode Hold down the auto idle switch for 1s. The mode switches to edit mode and the cursor is displayed.

1 Edit mode switching

Page forward / back Forward operation light switch Back operation washer switch 2 Page forward / back

[2] Edit mode (setting change operation) 1

2

Cursor up / down Up operation wiper switch Down operation auto idle switch Numeric value increase / decrease Increase value light switch Decrease value washer switch

3

Enter Enters the set contents.

4

Cancel Cancels the set contents.

4 Cancel (abort change)

1 Cursor up / down

3 Enter

2 Numeric value increase / decrease

When 3 or 4 is executed, this exits edit mode and shifts the mode to view mode. (The cursor disappears.)

[3] Reset

If the washer switch and the light switch are held down for 10s, the setting contents are reset and all settings return to their default values.

146

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Service Support (2)Screen [1] MAIN 1

Item name

Explanation

Setting range

LowIdl

Low idling speed

Min speed - auto idling speed

AtIdl1

Auto idling shift time

1 to 30

AtIdl2

Auto idling speed

Low idling speed - 1500

PrUp1

Auto pressure boost yes/no

+: YES,

PrUp2

Auto pressure boost for option line usage yes/no

+: YES,

PwrAj

Transient load minimum milli-amp

50 to 400

Default value 1000 5

-: NO -: NO

1200 +

300

-7* PwrAj is the previous high altitude mode.

[2] MAIN 2

Item name

Explanation

Setting range

TrSpd

Travel speed previous data held yes/no

+: YES,

-: NO -: NO

TrAlm1

Travel alarm buzzing yes/no

+: YES,

TrAlm2

Travel alarm automatic stop time

1 to 30

EPF

EPF (Engine Protection Feature) yes/no

+: YES,

Unit

Display unit

0: MPa, 1: PSI, 2: kgf/cm2

Default value

+ 10

CoolDn

-: NO

+ 0

-7* Display units … MPa = { MPa,

RST-05-07-003E

}, PSI = { psi, °F }, kgf/cm2 = { kgf/cm2,

}

147 24

Service Support [3] MAIN 3

Item name

Explanation

Setting range

Default value

Spd1 Spd2 OvLd

Pressure at which alarm starts

MntMsg

”SERVICE DUE” display yes/no

+: YES,

Cycle

”SERVICE DUE” display range

0 to 5000

500

Time until next “SERVICE DUE” display

0 to 5000

500

New harness yes/no

+: YES,

Remain -7-

-: NO

-: NO

+

+

* OvLd is an option for Europe. * -7- is battery charge and engine emergency stop port substitution.

148

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Service Support 5. CAL (troubleshooting support) Screen (1)Operation

Cursor

[1] View mode (screen switching operation) 1

2

Switching to edit mode Hold down the auto idle switch f or 1s. The mode switches to edit mode and the cursor is displayed.

1 Edit mode switching

Page forward / back Forward operation light switch Back operation washer switch

2 Page forward / back

[2] Edit mode (setting change operation) 1

2

Cursor up / down Up operation wiper switch Down operation auto idle switch Numeric value increase / decrease Increase value light switch Decrease value washer switch

4 Cancel (abort change) 3 Enter

3

Enter Enters the set contents.

4

Cancel Use the travel high-speed select switch or the horn volume select switch to cancel. Exits edit mode and shifts to view mode. (The cursor disappears.)

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1 Cursor up / down

2 Numeric value increase / decrease

149 26

Service Support (2)Screen [1] Engine pump override 1

Item name tEng

Explanation

Setting range

Target engine speed

500 - max speed

Default value Low idling

tPower

Target milli-amp for horsepower control propor50 to 740 tional valve

50

tFlow

Target milli-amp for flow control proportional valve 50 to 740

50

P1

P1 pressure

-

-

P2

P2 pressure

-

-

N1

N1 pressure

-

-

N2

N2 pressure

-

-

[2] Engine pump override 2

Item name tEng

Explanation

Setting range

Target engine speed

500 - max speed

Default value Low idling

tPower

Target milli-amp for horsepower control propor50 to 740 tional valve

50

tFlow

Target milli-amp for flow control proportional valve 50 to 740

50

P1+P2

P1+P2 pressure

-

-

Actual engine speed

-

-

Power

Actual milli-amp for horsepower control proportional valve

-

Flow

Actual milli-amp for flow control proportional valve -

-

Eng

150

RST-05-07-003E 27

Service Support [3] Hydraulic pressure drive fan override

Item name

Explanation

Setting range

Default value

Eng

Actual engine speed

-

-

Coolnt

Coolant temperature

-

-

tFan

Target milli-amp for hydraulic fan proportional 50 to 740 valve

50

HydOil

Oil temperature

-

-

FuelT

Fuel temperature

-

-

BstT

Boost temperature

-

-

Fan

Actual milli-amp for hydraulic fan proportional valve

-

6. Check the Monitor Switch (self-diagnosis function) [1] After the key is switched ON, the "SUMITOMO" logo screen is displayed on the monitor. At this time, the display can be switched to the monitor switch check screen by pressing the one-touch idle switch

five times.

The switch contents are as follows. SW1

Front window limit switch

SW2

Breaker mode switch

SW3

Crusher mode switch

SW4

2 pumps flow switch

SW5

Not used

WIPER SW

Wiper switch

WASHER SW

Washer switch

W. LAMP SW

Working light switch

T. MODE SW

Travel high-speed select switch

A. IDLE SW

Auto idle switch

HORN VOL. SW Horn volume select switch

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151 28

Service Support [2] Configuration

Wiper switch Washer switch Working light switch Travel high-speed select switch Auto idle switch Horn volume select switch

EXT-SW1

EXT-SW2

EXT-SW3

EXT-SW4 No communications with controller A (Monitor alone) EXT-SW5

Not used

1 2 3

Switch panel 2 pumps flow switch Front window limit switch

4 5 6

Breaker mode switch Crusher mode switch Monitor

[3] Differences from CHK screen [CHK | H/W-M | 1] Monitor main unit input/output can also be checked on the CHK screen. However, for the CHK screen, 1) after the switch input is sent to computer A with communication, 2) the switch input is processed by computer A and 3) the results are sent to the monitor as screen data and displayed. On the monitor switch check screen, the switch input recognized by the monitor itself is displayed directly on the screen (without involving communication or computer A), so it is possible to diagnose purely the switches themselves.

152

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Service Support 7. Option Flow Setting [1] When three seconds have passed, the logo screen shifts to the user screen. With the user screen being displayed, if either the "breaker" or "crusher" rocker switch on the right panel is held down for 3s, the "option flow setting screen" is displayed on the monitor.

Displays the maximum flow for 1 pump. Displays the maximum flow for 2 pumps.

Pump discharge pressure (P1 pump main pressure)

Option line icon: Displays the option line for which the flow is set. (select for the breaker 1/2/3/4/5 and crusher 1/2/3/4/5)

[2] Flow setting 1. Press the breaker or crusher mode switch to select the mode to set the flow for. - Rocker switch -

RST-05-07-003E

1

Flow increase

3

Crusher mode (1 - 5) switchover

2

Flow decrease

4

Breaker mode (1 - 5) switchover

153 30

Service Support 2. The flow setting for the selected mode is selected by pressing the wiper switch

or auto

idle select switch . The flow setting can be set to 10 levels from Level 1 to Level 10. Caution

The set flow is the flow value when SP mode is selected. Be careful. If run with the engine speed reduced, the actual flow is not the flow displayed. Unit

SH210-5

SH240-5

1 pump flow (flow Level 1)

L/min

210

234


L/min

196

218


L/min

182

202


L/min

166

184


L/min

146

161


L/min

129

141


L/min

111

120


L/min

94

100


L/min

74

77


L/min

50

50

2 pumps flow (flow Level 1)

L/min

420

468


L/min

406

452


L/min

392

436


L/min

376

418


L/min

356

395


L/min

339

375


L/min

321

354


L/min

304

334


L/min

284

311


L/min

260

284

[3] There is no need to do anything to finalize the setting. End by leaving this screen or switching OFF the key. The factory settings for each mode are as follows. There are no 4 or 5 settings for the breaker or crusher. Just a hyphen is displayed for these settings. Mode

Flow display

Breaker circuit 1/Crusher 1

Level 3 flow


Level 5 flow


Level 7 flow


---- (Not used)


154

RST-05-07-003E 31

Service Support 8. Anti-theft Setting [1] Anti-theft setting and password registration 1) Enabling the anti-theft function With the key OFF, connect the anti-theft knob terminal. When the male and female knob terminals are connected on the cab main harness in the rear cover, the anti-theft function is enabled. The factory setting is for these knob terminals to be disconnected.

Anti-theft protection setting knob Connect VG (purple / green) and BG (black / green)

2) Setting the password When the knob terminals are connected, then the key switched ON, the following screen is displayed. Enter any 4-digit number made up of the numbers 1 to 9. (If all 4 digits are not input, “ERROR” is displayed.) Input by using the monitor switches as follows. When the Enter button is pressed, the password is stored into memory and display returns to the normal screen.

1 2

Enter Cursor movement

3

Numeric value increase/decrease

3) Changing the password If the password has been forgotten or it is desired to change the password, if the knob terminal in [1]-1) is disconnected and the key switched ON, the password is cleared. To reinput the password, repeat the procedure in [1].

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155 32

Service Support [2] Anti-theft function operation 1) Enabling the anti-theft function 1. If the key is switched twice in a row ON OFF ON OFF with the engine stopped, the anti-theft function is switched ON. (All the key switching operations must be done within 2s.) 2. When the anti-theft comes ON, the monitor buzzes and the “key” icon is displayed. (Once the anti-theft is switched ON, this icon is displayed while the power is OFF.)

3. The next time the key is switched ON, the anti-theft operates and the password input screen is displayed. Input the password made up of 4 digits 0 to 9. Input by using the monitor switches below. If an incorrect number is input, “ERROR” is displayed and the buzzer buzzes. The key must be switched OFF, then ON again before the password can be re-input.

1 2

Enter Cursor movement

3

Numeric value increase/decrease

2) Disabling the anti-theft function 1. If the engine is stopped by switching OFF the key, the anti-theft function does not operate. 2. To disable the anti-theft function, disconnect the anti-theft knob terminals VG (purple/ green) and BG (black/green). The registered password is canceled.

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RST-05-07-003E 33

Service Support 9. Model Setting [1] If the model selection has not been completed, immediately after the key is switched ON, the “Model select screen” is displayed.

1 2

Cursor Computer A; Part number

3 4

Computer B; Part number Error display section

1) For the “CONT. A” item, the part number for computer A is automatically displayed. 2) In the same way, if computer B is connected (for the liftcrane application or interference prevention application), the part number for computer B is automatically displayed for the “CONT. B” item. 3) Items that must be input are displayed with “?” a) MACHINE

: Model

(SH120-5, SH150-5, SH180-5, SH200-5, SH240-5, SH290-5)

b) TERRITORY : Destination (0: Domestic, general export, 1: LBX, 2: CASE NA, 3: CASE EU) c) LANGUAGE : Language

(0: Japanese, 1: English, 2: Thai, 3: Chaina, 4: German, 5: French, 6: Italian, 7: Spanish, 8: Portuguese, 9: Dutch, 10: Danish, 11: Norwegian, 12: Swedish, 13: Finnish, 14: Turkish, 15: Arabic, 16: Malay, 17: Indonesian, 18: Icon)

d) SPEC

: Main unit specifications (Input 0)

e) ATT. No.

: Attachment specification (Input 0)

f) CRANE

: 0: No crane 1: Crane

g) A. INTF

: 0: No interference prevention function 1: Interference prevention function

4) Input operating method Input by using the monitor switches as follows. * When the model select screen is displayed on the monitor, the normal monitor switch functions do not work.

1 2 3

Enter button Numeric value change Cursor movement

When the throttle volume position or all the input is complete, press ‘ ’ (Enter button). (The throttle volume must always be at the "H" mode position.) If the input is inappropriate (*), “CONT. A. ERR” is displayed. * When there is still an item left with "?" displayed or the combination of model, destination, specification, and the like is inappropriate.

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157 34

Service Support 5) On the model setting screen, the ECM part number is automatically checked. If the input model and the ECM part number do not correspond, “ECM ERR” is displayed. 6) Even after the model selection is complete, it is possible to change just the "LANGUAGE", "CRANE", or "ATT. NO." setting without an all reset, which is discussed below. 7) All reset • On the model select screen, if the wiper switch and light switch 10S, the data below is erased. (All reset) • Data input in model selection All this data returns to “?”. • Trouble log • Usage log • Data changed with CFG

158

are held down for

RST-05-07-003E 35

Service Support 10.Engine Screen Information [1] Purpose It has been made possible to copy the engine information (Q adjustment, QR code, engine serial number) stored in the ECM to the new ECM when the ECM and injector are replaced. [2] How to go to this screen See the service support screen operation. [3] Engine start restriction When this screen is displayed, the engine cannot be started. [4] Screen The engine information held in computer A can be checked as follows. 1) Pages 1 to 4: Injector cylinder 1 to 4 QR code (Pages 5 and 6 are not used and cannot be input.)

1 2 3 4

Page QR code 24 digits Error code Indicates the display mode. Currently displays the information in computer A.

2) Page 7: Q resistance data

1

Q resistance data 3 digits

1

Engine serial number 6 digits

3) Page 8: Engine serial number

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159 36

Service Support 4) ECM part number

1

ECM part number

[5] Operating method See the Engine Maintenance Standards.

160

RST-05-07-003E 37

Service Support Screen Display Details 1. Message Display List Display

Message type

Low oil press

Warning

Check engine

Warning

Display ON timing When the “Engine oil pressure abnormally low” trouble occurs When the “ECM mismatch” trouble occurs Also, when a diagnostic trouble code is sent from the ECM

Display OFF timing None Does not go off while the key is ON. None Does not go off while the key is ON.

When any of the troubles below occur “Sensor; Pressure (P1)”, “Sensor; Pressure (P2)”, “Sensor; Pressure (N1)”,“Sensor; Pressure (N2)”, “Sensor; Pressure (Overload)”, “Sensor; Pressure (Bottom)”, “Sensor; Pressure (Rod)”, “Sensor; Pressure (Upper)”, “Sensor;Pressure (Swing), “Sensor; Pressure (Travel)”, “Sensor; Pressure (Arm in)”, “Sensor; Fuel level”, “Sensor; Oil temperature”, “Sensor; Angle (Boom)”, “Sensor; Angle (Arm)”, “Sensor; Angle (Offset)”, “Pressure switch; Return filter clog"

Elec. problem (*1)

“Solenoid; Swing brake”, “Solenoid; Travel high-speed ”, “Solenoid; Power save" Warning

“Relay; Feed pump automatic stop”, “Solenoid; Option return circuit”,"Solenoid; Free swing"

None Does not go off while the key is ON.

“Solenoid; Fan reverse”, “Air conditioner signal output”, “Buzzer; Liftcrane" “Rotating light and solenoid; Bucket lock”, “ Solenoid; Lever lock" “Proportional valve; Horsepower pump ”, “Proportional valve; Pump flow" “Proportional valve; Fan”, “Proportional valve; Boom”, “Proportional valve; Offset”, “Proportional valve; Arm”, “communication monitor”, “communication ECM”, “communication computer B”, “communication computer S”, “CAN bus” When any of the troubles below occur

When all the troubles below are recovered from “Abnormally high coolant temperature 1” “Abnormally high oil temperature”

Overheat

Warning

”Abnormally high coolant temperature 1”, “Abnormally high oil temperature”

Low coolant

Warning

When the “Coolant level low” trouble occurs


Battery charge

Warning

When the “Abnormally low alternator voltage” trouble occurs


Check hyd. oil filter

Warning

When the “Return filter clogged” trouble occurs


Air filter

Warning

When the “Air cleaner clogged” trouble occurs


Boost temp. high

Warning

When the “Abnormally high boost temperature 1” trouble occurs

When the “Abnormally high boost temperature 1” trouble is recovered from

Low fuel

Warning

When the “Fuel level drop” trouble occurs

When the “Fuel level low” trouble is recovered from

Switch to 1-pump

Alert

When the breaker mode is ON and 2 pumps flow is ON

When the conditions on the left are no longer met

Engine stop

Alert

When the engine emergency stop switch is ON


Over load

Alert

When the boom cylinder bottom pressure exceeds the set pressure


Engin idling

Icon

During one-touch idling or auto idling


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161 38

Service Support Display

Message type

Power up

Icon

During auto power boost


Engin pre heat

Icon

When power ON to glow plug


Auto warm up

Icon

During auto warm up


Service due

Status

When the key is ON and the hour meter has reached the regulation time

After 1 minute after the key was switched ON

Display ON timing

Display OFF timing

(*1) Even if one of the following troubles occurs, “ELEC. PROBLEM” is not issued. ”BZ travel alarm”, “Monitor thermistor”, “Air conditioner coolant signal output”

Message type [1] Status........Message only [2] Alert ..........The intermittent alarm continues to sound at 1-second intervals. [3] Warning.....The continuous alarm sounds for just 5s. [4] Icon ...........Only an icon is displayed.

162

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Service Support Trouble Display 1. Diagnostic Trouble Code Display [1] Purpose and summary When a trouble occurs, the diagnostic trouble code (DTC) is displayed on the user screen. This enables the operator to verbally communicate the trouble to the service engineer. [2] Screen Displayed with the ! mark next to the work mode followed by a 4-digit number. If there is no trouble, nothing at all is displayed.

ELEC. PROBLEM

[3] Trouble display The “ELEC. PROBLEM” or “CHECK ENGINE” message is displayed. When trouble occurs, the corresponding diagnostic trouble code is displayed. If the message makes clear the trouble location, the location is not displayed elsewhere. For details, see the “Main Unit Diagnostic Trouble Code List”. All the diagnostic trouble codes sent from the ECM are subject to display. [4] Displayed trouble status Only current and ongoing troubles are displayed. Troubles that have been recovered from are not displayed. [5] Multiple trouble display When multiple troubles occur, they are displayed in turn at intervals of 5s.

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163 40

Service Support 2. Main Unit Diagnostic Trouble Code List (1)Electrical troubles (input) [7000-7199] Trouble location

Trouble mode

Ground short /disconnection Power supply short Ground short Sensor; /disconnection Pressure Power supply (P2) short Ground short Sensor; /disconnection Pressure Power supply (N1) short Ground short Sensor; /disconnection Pressure Power supply (N2) short Ground short Sensor; /disconnection Pressure Power supply (Overload) short Ground short/ Sensor; disconnection Pressure Power supply (Bottom) short Ground short Sensor; /disconnection Pressure Power supply (Rod) short Ground short /disconnection Sensor; Pressure (Upper) Power supply short Ground short/disconnection Sensor; Pressure (Swing) Power supply short Ground shor /disconnection Sensor; Pressure (Travel) Power supply short Ground short Sensor; /disconnection Pressure Power supply (Arm in) short Sensor; Pressure (P1)

Sensor; Fuel level

7001

7002

7003

7004

7005

7006

7020

7021

7022

7023

7040 Short Disconnection

Monitor thermistor (*1)

Disconnection

Sensor; Angle (Arm)

7000

Disconnection

Sensor; Oil temperature

Sensor; Angle (Boom)

Diagnostic trouble code DisDTC play

7041

Prerequisites

Immediately after key switched ON

None


None


None


None


EU selected as destination


Liftcrane selected


Liftcrane selected


None


None


None


None

Immediately after key switched ON 3 minutes after engine starts

Recovery judgment

Conditions

Conditions

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Voltage

0.25 V

Voltage

4.75 V

Resistance

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

0.25 V

Voltage

4.75 V

Resistance

None

Resistance 67200 Resistance (Voltage 4.93 V ) 111 (0.5 V Voltage Resistance 111 (Voltage 0.5 V) Trouble bit received from monitor

None


Liftcrane or interference prevention selected

Voltage

0.2 V

7060

Voltage

4.8 V



Voltage

0.2 V

Voltage

4.8 V

164

4.75 V

100

2


7061

Voltage

2 Resistance

7045 Short

0.25 V

100

None


Short

Ground short /disconnection Power supply short Ground short /disconnection Power supply short

Judgment timing

Occurrence judgment

67200

4.93 V)

No trouble bit received from monitor

0.2 V

Voltage

4.8 V

0.2 V

Voltage

4.8 V

RST-05-07-003E 41

Service Support Trouble location

Trouble mode

Diagnostic trouble code DTC Display

Sensor; Angle (Offset)

Ground short /disconnection Power supply short

7062

Pressure switch return filter clog

Disconnection

7063

Judgment timing

Prerequisites



From immediately after key switched ON until engine starts

None

Occurrence judgment

Recovery judgment

Conditions

Conditions

Voltage

0.2 V 0.2 V

Voltage

Voltage

4.8 V

4.8 V

Pressure switch = OFF

Pressure switch = ON

For items for which is displayed, the “ELEC. PROBLEM” message is not displayed. Also, there is no DTC display on the user screen. However, the DTC is recorded on the service (DIAG) screen. (2)Electrical troubles (output) [7200-7399] Trouble location

Solenoid; Swing brake Solenoid; Travel high-speed Solenoid; Boost

BZ travel alarm (*1)

Solenoid; Power save

REL feed pump stop Solenoid; Option return circuit Solenoid; Free swing

Solenoid; Fan reverse Air conditioner coolant temperature signal output (*1)

BZ liftcrane REL rotating light and bucket lock

RST-05-07-003E

Trouble mode

Diagnostic trouble code DisDTC play

Disconnection

Prerequisites

Recovery judgment

Conditions

Conditions

7200


None

Output Output monitor

Output = Output monitor

7201


None



7202


None



7203


None



7204


None



7205


None



7206


None



7207


None



7208


None



7209


None



7210


None



7211


None



Short Disconnection Short Disconnection Short Disconnection Short Disconnection Short Disconnection Short Disconnection Short Disconnection Short Disconnection Short Disconnection Short Disconnection Short Disconnection Short

Judgment timing

Occurrence judgment

165 42


Solenoid; Gate lock

Trouble mode

Diagnostic trouble code DTC Display

Disconnection

Judgment timing


7212 Short

Proportional valve; Horsepower pump

Disconnection

Proportional valve; Pump flow

Disconnection

Proportional valve; Fan

Disconnection Short


Proportional valve; Boom

Disconnection

After engine starts

Proportional valve; Arm

Disconnection Short


Proportional valve; Offset

Disconnection

After engine starts

Prerequisites

None

After engine starts 7240


Short


Short

7243


Short

7245


Short

Conditions



Milli-amp

30 mA

Milli-amp Milli-amp Milli-amp

Milli-amp

Milli-amp

Milli-amp

Milli-amp

3A

30 mA

Milli-amp

3A

30 mA

Milli-amp

3A

30 mA

Milli-amp

3A

30 mA

Milli-amp

3A

3A 30 mA 3A 30 mA 3A 30 mA

None Milli-amp

30 mA

30 mA

None Milli-amp

3A

3A

None Milli-amp

Milli-amp

30 mA

None Milli-amp

30 mA 3A

None


Conditions

Milli-amp


Recovery judgment

None


Occurrence judgment

3A

For items for which is displayed, the “ELEC. PROBLEM” message is not displayed. Also, there is no DTC display on the user screen. However, the DTC is recorded on the service (DIAG) screen. (3)Mechanical troubles [7400-7599] Trouble location

Trouble mode

Diagnostic trouble code DTC

Display

Judgment timing

Abnormally high temperature 2 7402

1 minute after engine starts

Abnormally 7403 high temperature 3 Oil temperature

Boost temperature

Abnormally high temperature

7404

Abnormally high temperature 1 7405

Recovery judgment

Conditions

Conditions

Coolant temper- Coolant temperature Coolant temperature ature sensor = 105 Normal CAN communication Coolant temperature Coolant temperature = Normal ECM 110 5 V power supCoolant temperature ply voltage = Coolant temperature 120 Normal

Abnormally high temperature 1 7400 Coolant temperature

Prerequisites

Occurrence judgment



105 120

Oil temperature sensor = Normal

Oil temperature 95

Oil temperature

Boost temperature sensor = Normal, CAN communication = Normal, ECM 5 V power supply voltage = Normal

Boost temperature 80

Boost temperature

70

Boost temperature 90

Boost temperature

90

Generated voltage

10 V

Abnormally high temperature 2 7406 Alternator voltage

Abnormally low voltage

7420

10s after engine starts

None

Generated voltage 10 V

Coolant level

Drop

7421


None

Level SW = ON

166

105

95

Level SW = OFF

RST-05-07-003E 43


Trouble mode


Display

Judgment timing

Prerequisites

Engine oil pressure

Abnormally low pressure

7422


Oil pressure sensor = Normal, CAN communication = Normal, ECM 5 V power supply voltage = Normal

Air cleaner

Clog

7423


None

Return filter

Clog

7424


Occurrence judgment

Recovery judgment

Conditions

Conditions

Pressure

40 kPa

Vacuum SW = ON

Return filter pressure switch Pressure SW = OFF = Normal

Pressure

40 kPa

Vacuum SW = OFF Pressure SW = ON

(4)Faulty communication [7600-7799] Trouble location

Trouble mode


CAN bus

Faulty bus

7600

Display

Judgment timing


Prerequisites

None

Faulty reception communication monitor

communication ECM

Faulty transmission Time out

Occurrence judgment

Recovery judgment

Conditions

Conditions

Bus off or error passive

When the occurrence conditions are not met

Packets not coming from monitor


7601


None

Reception from monitor Defective packet received


7602


None

Messages not coming from ECM



Messages not coming from computer B


communication computer B

Time out

7603


communication computer S

Time out

7604


None

Messages not coming from computer S


ECM

Mismatch

7605

10 s after engine starts

Model selection completed

Model ECM calibration No.

None No recovery

7606


None

Previously stored checksum Current calculated checksum

Previously stored checksum = Current calculated checksum

EEPROM

Faulty data

For items for which is displayed, the “ELEC. PROBLEM” message is not displayed. Also, there is no DTC display on the user screen. However, the DTC is recorded on the service (DIAG) screen.

RST-05-07-003E

167 44


SH200

Service Support 3. Diagnostic Trouble Code (monitor display) Trouble contents

No pump pressure send (second stage)

Diagnostic trouble code

1093

Main symptoms when trouble occurs

Diagnostic trouble code display conditions

Back-up function

Patterns for recovery from trouble

Conceivable cause

Engine vibration, idle instability, drop of output power, rev-up defect, black smoke, engine stalling

The ratio for the fuel flow command signal to the SCV is 33 % or less. Differential pressure send amount is Multi-injection stop 2800 mm3 /s or longer Target common rail pressure upper limit When any of the above occurs and the -1 condition below At 1200 min or higher, (80 MPa) actual rail pressure is 30 MPa or more below the target rail pressure for 5s or longer

Fuel system clogged, pipe (hose) blocked Charge fuel pump defect (discharge defect) Wiring defect (short) between ECM and common rail pressure sensor Injector defect Supply pump defect Common rail pressure sensor defect (common rail) Pressure limiter defect (common rail)

1

Wiring defect (disconnection, short, high resistance) between ECM and boost temperature sensor Boost temperature sensor defect ECM internal defect

*2

D

Faulty boost temperature sensor (abnormally low voltage)

1112

Nothing in particular

The boost temperature sensor voltage is No backup 0.1 V or lower for 4s or longer.

Faulty boost temperature sensor (abnormally high voltage)

1113


The boost temperature sensor voltage is No backup 4.95 V or higher for 4s or longer.

Wiring defect (disconnection, short, high resistance) between ECM and boost temperature sensor Boost temperature sensor defect ECM internal defect

*2

Overheat

1173

Drop of output power If the coolant temperature exceeds 108 overheating, the fuel flow is restricted.

The coolant temperature is higher than 120 for 5s or longer.

No backup

Wiring defect (short) between ECM and engine coolant sensor Engine cooling system trouble (radiator clog or the like) Engine coolant level too low Engine coolant sensor defect

2

Faulty injection nozzle common 1 drive system

1261

Engine vibration, idling instability, drop of output power Possibility of rev-up defect, engine stalling

Injector monitor inputs for all common 1 system No signal for 3s or longer

Common 1 stop (No. 1, 4 cylinder stop) EGR stop

No 1, 4 injector harness defect (disconnection, short) Injector defect ECM defect

1

Faulty injection nozzle common 2 drive system

1262


Injector monitor inputs for all common 2 system No signal for 3s or longer

Common 2 stop (No. 2, 3 cylinder stop) EGR stop

No 2, 3 injector harness defect (disconnection, short) Injector defect ECM internal defect

1

CMP senso r out of phase

1345

No fault during engine rotation, but when it is stopped once, it cannot be restarted.

No correct CMP sensor pulse in crank gap position

No change when error o ccurs (shift to crank sensor) However, engine cannot be restarted.

Wiring defect (disconnection, short, high resistance) between ECM and CMP sensor Camshaft gear installation defect Flywheel installation defect

1

Engine starting dif ficulty, power supply not cut off

Main relay input power supply voltage 1 V or lower for 2s or longer Even when the main relay coil OFF com- No backup mand is issued, the relay does not cut off within 5s

Wiring defect (disconnection, short, high resistance) between ECM and main relay Wiring defect (disconnection, short, high resistance) with fusible link main relay Main relay defect ECM internal defect

2

Faulty main relay system

1625

during

Faulty A/D conversio n

1630

Drop of output power, black smoke

Analog/digital conversion not possible

Analog sensor system default processing (sensors operating with default values, because conversion not possible) ECM internal defect Multi-injection stop Target common rail pressure upper limit (80 MPa)

Faulty 5 V power supply 2 voltage (atmosphericpressure sensor power supply)

1632

Black smoke at high altitudes, insufficient output at low altitudes

Key switch power supply voltage is 5.5 V or higher or 4.5 V or lower for 0.5s or longer.

EGR control stop Default value setting 80 kPa (equivalent to 2500 m)

Power supply circuit wiring defect (short) between ECM and atmospheric pressure sensor ECM internal defect

2

Faulty 5 V power supply 3 voltage (engine oil pressure sensor)

1633

Poor starting and black smoke at low temperatures


Control using default values

Power supply circuit wiring defect (short) between ECM and oil pressure sensor ECM internal defect

2

Faulty 5 V power supply 4 voltage (boost pressure sensor)

1634

Black smoke



Power supply circuit wiring defect (short) between ECM and boost pressure sensor ECM internal defect

2

168

2

RST-05-07-003E 45

Service Support Patterns for recovery from trouble


Power supply circuit wiring defect (short) between ECM and common rail pressure sensor ECM internal defect

2

Engine rotation that computer A sends with CAN stops for 1s or longer.

Engine speed down to 1500 min-1.

Wiring defect (disconnection, short, high resistance) between ECM and computer A ECM internal defect Computer A internal defect

2

Engine rotation that computer A sends with CAN stops for 2s or longer.


Wiring defect (disconnection, short, high resistance) between ECM and computer A ECM internal defect Computer A internal defect

2

Multi-injection stop Target common rail pressure upper limit (80 MPa)

Fuel system clogged (element), pipe (hose), etc. blocked Wiring defect (short) between ECM and common rail pressure sensor Injector defect Common rail pressure sensor defect Supply pump defect Pressure limiter defect

1

Fuel system pipe (hose), etc. blocked Air in fuel system (check hose connection.) Common rail pressure sensor defect Supply pump defect

1


Faulty 5 V power supply 5 voltage (common rail p ressure sensor, EGR position sensor)

1635

Possibility of poor engine rev-up, drop of output power, black smoke, engine stalling


Faulty CAN bus

2104


Faulty CAN time-out

2106

Control from actual machine side stops working because CAN communication become impossible.The engine speed drops to 1500 min-1.

No pump pressure send (fuel leak)

0087


Conceivable cause

Trouble contents


Possibility of engine vibration, idle instability, drop of Actual rail pressure of 15 MPa or lower output power, black smoke, excess output for 3s or longer

Back-up function

Faulty common rail pressure (1st stage, 2nd stage)

0088

Engine vibration, idle instability, drop of output power, rev-up defect

1st stage Rail pressure exceeds 185 MPa for 5s or longer, common rail pressure sensor voltage is 3.9 V or higher Multi-injection stop 2nd stage Target common rail pressure upper limit (80 MPa) First stage established, rail pressure exceeds 190 MPa for 5s or longer, common rail pressure sensor voltage is 4 V or higher

Faulty common rail pressure (pump sending too much pressure)

0089

Engine vibration, idle instability, drop of output power, rev-up defect

Actual rail pressure 40 MPa or more above the target rail pressure for 5s or longer


Common rail pressure sensor defect Supply pump defect ECM, SCV, common rail pressure sensor connector connection defect

1

SCV drive system disconnection, +B short, ground short

0090

Black smoke and excess output

When the SCV drive milli-amp exceeds the rated milli-amp for 2s or longer When the difference between the target and actual milli-amp exceeds the rated milli-amp for 2s or longer


SCV defect Wiring defect (disconnection, short, high resistance) between ECM and SCV ECM internal defect

2

Faulty atmospheric pressure sensor (abnormally low voltage)

0107


The atmospheric pressure sensor voltage is 0.5 V or lower for 5s or longer.


Wiring defect (disconnection, short, high resistance) between ECM and atmospheric pressure sensor Atmospheric pressure sensor defect ECM internal defect

2

Faulty atmospheric pressure sensor (abnormally high voltage)

0108


The atmospheric pressure sensor voltage is 3.8 V or higher for 4s or longer.


Wiring defect (disconnection, short, high resistance) between ECM and atmospheric pressure sensor Atmospheric pressure sensor defect ECM internal defect

2

Faulty suction air temperature sensor (abnormally low voltage)

0112

Possibility of white smoke when starting at low tem- The suction air temperature sensor voltperatures age is 0.1 V or lower for 4s or longer.

EGR control stop Default value setting Starting: -10 Running: 25

Wiring defect (short) between ECM and suction air temperature sensor Suction air temperature sensor defect ECM internal defect

*2

Faulty suction air temperature sensor (abnormally high voltage)

0113

Possibility of white smoke when starting at low tem- The suction air temperature sensor voltperatures age is 4.95 V or higher for 4s or longer.


Wiring defect (disconnection, short, high resistance) between ECM and suction air temperature sensor Suction air temperature sensor defect ECM internal defect

*2

Faulty engine coolant temperature sensor (abnormally low voltage)

0117

Poor starting at low temperatures, black smoke, drop of output power


Wiring defect (short) between ECM and engine coolant sensor Engine coolant sensor defect ECM internal defect

*2

The coolant temperature sensor voltage is 0.1 V or lower for 4s or longer.

169

D

RST-05-07-003E 46

Service Support Trouble contents




Faulty engine coolant temperature sensor (abnormally high voltage)

0118

Increase in noise, white smoke at low temperatures, The coolant temperature sensor voltage rough idling is 4.85 V or higher for 4s or longer.

Faulty fuel temperature sensor (abnormally low voltage)

0182


Faulty fuel temperature sensor (abnormally high voltage)

0183


Back-up function


Conceivable cause

EGR control stop, default value setting Starting: -20 Running: 80

Wiring defect (disconnection, short, high resistance) between ECM and engine coolant sensor Engine coolant sensor defect ECM internal defect

*2

The fuel temperature sensor voltage is 0.1 V or lower for 4s or longer.

Default value setting Starting: -20 Running: 70

Wiring defect (short) between ECM and fuel temperature sensor Fuel temperature sensor (supply pump) defect ECM internal defect

*2

The fuel temperature sensor voltage is 4.85 V or lower for 4s or longer.

Default value setting Starting: -20 Running: 70

Wiring defect (disconnection, short, high resistance) between ECM and fuel temperature sensor Fuel temperature sensor (supply pump) defect ECM internal defect

*2

2

Faulty common rail pressure sensor (abnormally low voltage)

0192

Engine rev-up defect, hunting

The common rail pressure sensor voltage Default value setting 80 MPa is 0.7 V or lower.

Wiring defect (disconnection, short, high resistance) between ECM and common rail Common rail pressure sensor defect (common rail) ECM internal defect

Faulty common rail pressure sensor (abnormally high voltage)

0193

Possibility of drop of output power and engine stalling

The common rail pressure sensor voltage Default value setting 80 MPa is 4.5 V or higher.

Wiring defect (disconnection, short, high resistance) between ECM and common rail Common rail pressure sensor defect (common rail) ECM internal defect

2

High engine vibration, idle instability, drop of output power, rev-up defect

No. 1 cylinder injector drive circuit disconnection/short detected No. 1 cylinder injection stop No. 1 cylinder injector monitor input EGR control stop No signal for 2.4s or longer

Wiring defect (disconnection, short, high resistance) between ECM and No. 1 injector intermediate connector No. 1 injector terminal looseness Wiring defect (disconnection, high resistance) between No. 1 injector intermediate connector and No. 1 injector terminal No. 1 injector defect ECM internal defect

1




1




1




1

Injection nozzle #1 drive systemdisconnection




0201

0202

0203

0204

Faulty engine main unit (common rail, supply pump, injector) It is necessary to check whether or not there is another diagnostic Injection quantity restriction trouble code. When the speed drops, the restriction is ended. Mechanical engine trouble (turbo damaged, engine oil mixed in) ECM internal defect

Overrun

0219

Drop of output power

The engine speed isthe set speed of 2000 min-1 or higher for 1 second or longer.

Faulty boost pressure sensor (abnormally low voltage)

0237


The boost pressure sensor voltage is 0.1 Default value setting 150 kPa V or lower for 3s or longer.

Wiring defect (disconnection, short, high resistance) between ECM and boost pressure sensor Boost pressure sensor defect ECM internal defect

170

D

2

2

RST-05-07-003E 47

Service Support Trouble contents



Faulty boost pressure sensor (abnormally high voltage)

0238

Black smoke

Faulty crank position (CKP) sensor (no signal)

0335

Faulty crank position (CKP) sensor (faulty signal)

0336


Back-up function


Conceivable cause Wiring defect (disconnection, short, high resistance) between ECM and boost pressure sensor Boost pressure sensor defect ECM internal defect

2

Possibility of drop of output power, white smoke, engine vibration There is a CMP signal, but not a CKP sig- When the CMP sensor is normal, cam standard control Possibility of engine stalling (when the CMP sensor nal. is normal, restarting is possible.)

Wiring defect (disconnection, short, high resistance) between ECM and CKP sensor CKP sensor defect ECM internal defect

1

Possibility of drop of output power, white smoke, engine vibration CKP signal pulses do not match Possibility of engine stalling (when the CMP sensor is normal, restarting is possible.)

Wiring defect (short) between ECM and CKP sensor CKP sensor defect Flywheel ring gear tooth missing ECM internal defect

1

Wiring defect (disconnection, short, high resistance) between ECM and CMP sensor CMP sensor defect Faulty cam gear Supply pump defect ECM internal defect

1

Wiring defect (short) between ECM and CMP sensor CMP sensor defect Faulty camshaft gear Supply pump defect ECM internal defect

1

The boost pressure sensor voltage is 4.9 Default value setting 150 kPa V or higher for 3s or longer.

When the CMP sensor is normal, cam standard control

Faulty cam position (CMP) sensor (no signal)

0340


While engine turning: When the CKP sensor is There is a CKP signal, but not a CMP sig- normal, crank standard nal. After engine stop: Restart is impossible due to inability to discriminate cylinders

Faulty cam position (CMP) sensor (faulty signal)

0341


When excess cam pulses detected or insufficient cam pulses detected

Wiring defect (disconnection, short, high resistance) between fuse and glow relay Wiring defect (disconnection, short, high resistance) between ECM and glow relay Glow relay defect ECM internal defect

1

While engine turning: When the CKP sensor is normal, crank standard After engine stop: Restart is impossible due to inability to discriminate cylinders

Faulty glow relay

0380

Low-temperature star ting defect

The glow relay drive instruction signal and glow relay monitor signal (line 339 in No backup electrical circuit diagram) are different.

Fa ul ty E GR p os it io n s en so r

0 48 7

N ot hi ng i n p ar ti cu la r

Signal inputs from EGR position sensor U, V, and W all ON or all OFF for 3s or longer

EGR valve all-close command

Wiring defect (disconnection, short, high resistance) between ECM and EGR position sensor EGR valve (position sensor) defect ECM internal defect

2

Fa ul ty EG R va lve co ntr ol

0 48 8

N oth in g i n p ar ticu la r

When the difference between the target valve lift and the actual position is larger than 20 % for 10s or longer

EGR valve all-close command

Wiring defect (disconnection, short, high resistance) between ECM and EGR motor EGR valve defect ECM internal defect

2

Faulty oil pressure sensor (abnormally low voltage)

0522


The oil pressure sensor voltage is 0.1 V or lower for 4s or longer.

No backup

Wiring defect (short) between ECM and oil pressure sensor Oil pressure sensor defect ECM internal defect

2

Faulty oil pressure sensor (abnormally high voltage)

0523


The oil pressure sensor voltage is 4.85 V No backup or higher for 4s or longer.

Wiring defect (disconnection, short, high resistance) between ECM and oil pressure sensor Oil pressure sensor defect ECM internal defect

2

Faulty ROM (ECM internal component part)

0601

Engine stop

Faulty ROM detected Reflash failure

No backup (engine stop)

ECM internal defect

2

Faulty EEPROM (ECM internal component part)

0603


Faulty EEPROM detected

No backup

ECM internal defect

2

Drop of output power, startin g not possible

The CPU monitoring IC detects faulty main CPUs for 100 ms after the key is Multi-injection stop switched ON. Injection quantity restriction The RUN-SUB pulse (signal between CPU and SUB-CPU) was unchanging for The SUB-CPU stopped the CPU. 20 ms or longer.

ECM internal defect

2

Faulty CPU (ECM internal component part)

0606

171

D

RST-05-07-003E 48

Service Support Diagnostic trouble code

Fau lty CP U mo ni to ri ng IC

0 60 6

Dr op o f o utp ut p owe r

The RUN-SUB pulse (signal between CPU and SUB-CPU) was unchanging for Injection quantity restriction 20 ms or longer.

ECM internal defect

2

Faulty charge circuit 1

0611


When the ECU charge circuit bank 1 volt- Common 1 stop (No. 1, 4 cylinder stop) age is low for 1.5s or longer EGR stop

ECM terminal, ECM ground terminal defect (disconnection, high resistance) ECM internal defect

2

Faulty charge circuit 2

0612


When the ECU charge circuit bank 2 volt- Common 2 stop (No. 2, 3 cylinder stop) age is low for 1.5s or longer EGR stop

ECM terminal, ECM ground terminal defect (disconnection, high resistance) ECM internal defect

2

When the pressure limiter is open or when the common rail pressure exceeds Injection quantity restriction 200 MPa for 1s or longer

Fuel system pipe (hose), etc. blocked Air in fuel system (Check hose connection.) Pressure limiter defect Common rail pressure sensor defect Wiring defect (short) between ECM and common rail pressure sensor Supply pump defect ECM internal defect

P re ssu re li mi te r o pe n

1 09 5


D ro p of o ut pu t p owe r, h un ti ng



Trouble contents

Back-up function

Conceivable cause

D 1

Note: [1] Patterns for recovery from trouble There are the following two ways to recover from trouble. Because the error code is cleared according to conditions, the following main switch operations are required. Type 1:When the key is switched ON, the engine is started and held for 10 seconds, then the key is switched OFF, the display is recovered to nor mal. Type 2:When the key is switched ON and held for 10 seconds, then the key is switched OFF, the display is recovered to normal. However, for temperature sensors in the section marked *, after the key is switched ON, it is held for 3 to 10 minutes before it is switched OFF.

172

RST-05-07-003E 49

Service Support 4. Sensor Trouble Operation Table • The table below shows the operations when there is trouble with a sensor (current, recovered from, ongoing). • ‘*’ indicates that it is not related to (not affected by) that trouble. Input Output and function

Upper pressure sensor

Arm-in pressure sensor

Swing pressure sensor

Travel pressure sensor

P1 pressure sensor

P2 pressure sensor

N1 pressure sensor

N2 pressure sensor

Trouble continuation

0 MPa

0 MPa

0 MPa

0 MPa

0 MPa

0 MPa

0 MPa

0 MPa

Recovery

Input value

Input value

Input value

Input value

Input value

Input value

Input value

Input value

Oil temperature sensor -40

Coolant temperature sensor 214

Fuel sensor 0%

Backup value Input value

Input value

Auto idle

Backup value con- Backup value con- Backup value con- Backup value control (*1) trol (*1) trol (*1) trol (*1)

*

*

*

*

*

*

*

Idling start


*

*

*

*

*

*

*

Auto warm up


*

*

*

*

*

*

*

Idle up


*

*

*

*

*

*

*

Fixed to ON (*22)

Fixed to ON (*22)

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

*

Engine target speed

Engine

Input value

Anti-theft

Fixed to ON (*22)

*

*

Fixed to ON (*22)

Static horsepower control

*

*

*

*

Dynamic horsepower control

Backup value control (*5)

D

Stop command

Milli-amp for pump horsepower control proportional valve

Pump flow proportional valve

Po we r save so le no id

Boost solenoid

Swing brake solenoid

Travel alarm

Travel horsepower boost

*

*

*

*


Backup value con- Backup value control (*5) trol (*5)

*

*

Arm-in boost horsepower

*


*

*

*

*

*

*

*

*

*

*

*

Engine stall prevention

*

*

*

*

*

*

*

*

*

*

* *

Relief cut

Fixed to 50 mA (*8)

*

Fixed to 50 mA (*8) Fixed to 50 mA (*8) Fixed to 50 mA (*8) Fixed to 50 mA (*8) Fixed to 50 mA (*8) Fixed to 50 mA (*8)

*

*

Speed limit

Fixed to 50 mA (*9)

*

Fixed to 50 mA (*9) Fixed to 50 mA (*9) Fixed to 50 mA (*9) Fixed to 50 mA (*9) Fixed to 50 mA (*9) Fixed to 50 mA (*9)

*

*

*

Power save

Fixed to 50 mA (*10)

*

Po we r save


*

Auto power boost


*

Always boosted

*

*



Backup value con- Backup value control (*10) trol (*10)





*

*

*

*

*

*

*

*

*

*

*

value con- Backup value conFixed to OFF (*13) Backup trol (*12) trol (*12)

*

*

*

*

*

*

Fixed to OFF (*13)

*

*

*

*

*

*

* *

Boost cut

*

*

*

Fixed to OFF (*13)

*

*

*

*

*

*

Auto brake

Fixed to OFF (*14)

*

Fixed to OFF (*14)

*

*

*

*

*

*

*

*

Swing lock

Fixed to ON (*15)

*

Fixed to ON (*15)

*

*

*

*

*

*

*

*

Anti-theft

Fixed to ON (*16)

*

Fixed to ON (*16)

*

*

*

*

*

*

*

*

Travel alarm

*

*

*


*

*

*

*

*

*

*

Key ON alarm

*

*

*

*

*

*

*

*

*

*

*

Anti-theft

*

*

*

*

*

*

*

*

*

*

*

Coolant temperature gauge

Coolant temperature display

*

*

*

*

*

*

*

*

*

Not displayed (*18)

*

Oil temperature gauge

Oil temperature display

*

*

*

*

*

*

*

*

Not displayed (*19)

*

*

173

RST-05-07-003E 50

Service Support Input Output and function

Upper pressure sensor

Arm-in pressure sensor

Swing pressure sensor

Travel pressure sensor

P1 pressure sensor

P2 pressure sensor

N1 pressure sensor

N2 pressure sensor

Oil temperature sensor

Coolant temperature sensor

Fuel sensor

Trouble continuation

0 MPa

0 MPa

0 MPa

0 MPa

0 MPa

0 MPa

0 MPa

0 MPa

Recovery

Input value

Input value

Input value

Input value

Input value

Input value

Input value

Input value

Input value

Fuel level display

*

*

*

*

*

*

*

*

*

*

Not displayed (*20)

*


*

-40

0%

214

Backup value Fuel gauge Air Conditioner

Cold blast prevention

*

*

*

*

*

*

*

*

Input value

Input value

- Symptom -

D

(* 1) I dl e c an no t b e e nd ed. Id le s eve n d ur in g w or k.

( *1 1) Au to p owe r b oo st s to ps.( Co ns ta nt p ow er b oo st fo r A m od e i s exe cu te d. )

( *2 1) A ir fl ow m ax

(*2) Idle cannot be ended.

(*12) Auto power boost is not carried out for a pump load on only one side.

(*22) The engine cannot be started if the password has not been input.

(*3) Auto warm up cannot be ended.

(*13) Boost is always OFF.

(*4) Idle speed cannot be raised.

(*14) Swing brake is always OFF.

(*5) Dynamic horsepower control (fo r transient loads) is not possible.

(*15) During a swing lock, held ON even if there is trouble .

(*6) No horsepower boost even for travel.

(*16) During swinging with anti-theft prevention, held ON even if there is trouble.

(*7) No horsepower boost even for arm-in.

(*17) Travel alarm stops.(Key ON alarm sounds)

(* 8) No sw in g r el ie f c ut .( de te ri ora ti on in fu el ec on omy )

( *1 8) Co ol an t te mp era tu re ga ug e i s n ot di sp lay ed .( Go es ou t)

(*9) N o swi ng speed limit.(Excessive swi ng speed)

(*19) Oil temperature gauge i s not di splayed.(Goes out)

(*10) N o power save.(deter ioration in fuel economy)

(*20) Fuel leve l g auge i s not di spl ayed.(Goes out)

174

RST-05-07-003E 51


SH200

Service Support 5. EPF (engine protection feature) This feature controls the engine speed or stopping when the coolant temperature rises, the boost temperature rises, or the oil pressure drops. - Trouble state Recovered = State in which trouble recovered from during the key ON cycle Ongoing = State in which the key was switched OFF, then ON again with the previous trouble underway (or continuing) - Degree of speed restriction 0: None 1: Backup speed 2: Low idle 3: Stop (restart possible, low idle) 4: Stop (restart not possible) Degree of speed restriction

Coolant temperature over 105

Trouble under- 0: None way 0: None



Ongoing

0: None



Recovered

Ongoing

Recovered

Ongoing

When the coolant temperature falls below 105 trols returns to normal.

2: Low idle

When the key is switched ON again and the engine starts, for the t ime (2 minutes) until judgment starts, the engine speed is restricted to low idle.After that, the status moves to trouble underway or recovered based on the judgment results.

Recovered

Ongoing

Recovered

Ongoing

2: Low idle

When the key is switched ON again and the engine starts, for the time (1 minute) until judgment starts, the engine speed is restricted to low idle.After that, the status moves to trouble underway or recovered based on the judgment results.

Recovered Ongoing



0: None

When the boost temperature falls below 70 , the system recovers and controls returns to normal.

2: Low idle

When the key is switched ON again and the engine starts, for the time (1 minute) until judgment starts, the engine speed is restricted to low idle.After that, the status moves to trouble underway or recovered based on the judgment results. Engine stop.The engine cannot be restarted until either the key is switched ON again or the boost temperature recovers to the normal level.

0: None

When the boost temperature falls below 90 , the degree of restriction due to the boost temperature being over 90 goes to 0.(Normal control) However, if the degree of restriction due to the boost temperature being over 80 is not 0, that degree of restriction is applied.

2: Low idle

When the key is switched ON again and the engine starts, for the time (1 minute) until judgment starts, the engine speed is restricted to low idle.After that, the status moves to trouble underway or recovered based on the judgment results.

Trouble under- 4: Stop (restart possiway ble) Engine oil pressure drop

Engine stop.The engine cannot be restarted until either the key is switched ON again or the coolant temperature recovers to the normal level.

0: None

Trouble under- 4: Stop (restart possiway ble)

Boost temperature over 90

, the system recovers and con-

When the coolant temperature falls below 120 , the degree of restriction due to the coolant temperature being over 120 goes to 0. (Normal control) However, if the degree of restriction due to the coolant temperature being over 110 is not 0, that degree of restriction is applied.

Trouble under- 2: Low idle way Boost temperature over 80



0: None

Trouble under- 4: Stop (restart possiway ble)

Coolant temperature over 120



Recovered

Trouble under- 2: Low idle way Coolant temperature over 110

Explanation

Engine stop.The engine cannot be restarted until the key is switched ON again.Recovery cannot be judged until the engine is restarted, so the system does not move from trouble underway to be recovered.

0: None

The engine oil pressure recovers to less than 40 kPa and controls returns to normal.

2: Low idle

When the key is switched ON again and the engine starts, for the time (30 s) until judgment starts, the engine speed is restricted to low idle.After that, the status moves to trouble underway or recovered based on the judgment.

175

RST-05-07-003E 52

Title

Hydraulics

SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

1

Menu *genda Summar "f T"da &drauli!) euipment) review with inter!hangeailit &drauli!) diagram review 1 New feature; Straight Travel 2 New feature; Swing Speed limit 3 New feature; Swing Relief Cut Off 4 New feature; Swing Parking 5 New feature; u!ket Regenerati"n # New feature; Nega$C"n P"wer Save % New feature; &'( &P "")t $ *rm in + New feature; &'( &P "")t $ Travel , New feature; Cu)h"n valve 1- New feature; *ut" Pre)) "")t 11 New feature; Opti"n line .aintenan!e Pr"!edure New Return ilter .a!hine /alking *r"und 0 and  Cl")e SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

2

Title Comp. review

Hyd. Component Review

Major Hydraulic Components Review


3

Section;Data P.4 Interchangeability



4

Pump


Hydraulic pump P")iti"n 7

Part name &drauli! pump

S&2--$3

6nter!hangeailit

8R7#1,, 8*/*S*86

<--X-->

Basic system & structure are similar to -3. Difference

S&2--$5

Remark)

8R71-2,Spe!9 !hanged 8*/*S*86

/ H0dra%!c p%&p

Max. F$'

Increased Expe!n" #$%&e 5 % Increase  1 2* L3&!n ( H &$de ) (/ M$de) 103cc/rev → 117cc/rev for pump flow 444 1 ** L3&!n ( H &$de ) (5 M$de) Ne' H se!n" * S$en$!d #a#e, and s+%e #a#e For !in" s#ee$ limit% !in" relief cut off% #tion line flo! control% an$ 'o!er save system  S+%e #a#e For 'o!er save system Ne' #a#e pae, Ne' p%&p +$%s!n" (o! noise 2$) re$uction 2 % Improvement Cearance !&pr$#e $- re"%a$r p!s$n for fuel consumption Decrease internal lea*a"e SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

5

Section;Hydraulics P.11


Hydraulic pump Dia"ram $ifference

*25

'1 ,uttle valve

'2 ,uttle valve

'1 olenoi$ valve  'ro#ortional olenoi$ alve  SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

+

Section;Hydraulics P.11


Hydraulic pump

nverse 'ro#ortional olenoi$ alve

Dia"ram $ifference

*25

 min  ive 'ressure  ma  o 'ressure

1 e"ative 6ontrol 'ilot

'1 'ro#ortional olenoi$ alve  min  o 'ressure  ma  ive 'ressure SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

7

-


Hydraulic pump ut!ar$ $ifference

22/

,uttle valve '1 solenoi$ valve #ort

e! ,ousin"

*25




Section;Hydraulics P.!


Hydraulic pump ut!ar$ $ifference


8



Hydraulic pump ut!ar$ $ifference 2 :ccumulator

1 19y$raulic 9y$raulic'um# 'um#

3 'ilot filter

4 455#cs #csolenoi$ olenoi$valve valve


10



Hydraulic pump ut!ar$ $ifference + '2 ensor 5 1 ensor

7 '1 ensor

4 5 #cs olenoi$ valve

 'ilot 'um#


11



Hydraulic pump ut!ar$ $ifference 8 2 ensor

10 'ro#ortional olenoi$ 

11 9y$ ;em# ensor


12

Section;Hydraulics P.11!"11#


Hydraulic pump nternal $ifference

*25


13

Section;Hydraulics P.1!% to 1&' Travel unit


$ravel unit P")iti"n *

Part name Travel m"t"r

S&2--$3


8R*1-128*'**

<--X-->

S&2--$5

Remark)

8R*1-15(rive f"r!e in!rea)ed 8*'**


9y$ oil $is#lacement c,an"e Dis#lacement 1+2.2 / 85.0 cc /rev -3
444 *67.8 3 *22./ cc 3re# (5 M$de)

4 % Increase

for Travel Drive Force

ame travel s#ee$ !it, =3 5.+/3.4 *m/,r

6om#act >e$uction SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

14

Section;Hydraulics P.1&#


$ravel unit *25


15

Section;Hydraulics P.1&) to 14' Swing unit


Swin( unit P")iti"n

Part name

C

Swing m"t"r a))

C

Swing m"t"r

C

Swing redu!ti"n

S&2--$3 8RC-22# TOS&6* :7-1-%# TOS&6* :N--111 TOS&6*

6nter!hangeailit <--X --> <--X --> <--X -->

S&2--$5

Remark)

8RC1--1Spe!9 !hanged TOS&6* :7-1444TOS&6* :N--1+2TOS&6*


?or*in" #ressure c,an"e 28.4 <'a 210-5 @@@ 27.8 <'a 210-3 n 240% t,e same )et!een -3 an$ -5

By #ass valve less 240-5 ,as t,e valve

e! "ear oil level "au"e 240-5% ne! re$uction )ut similar s#ec. to -5

Drain #ort layout c,an"e SUMITOMO (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD 1+

SUMITOMO (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

Section;Hydraulics P.14&


Swin( unit 22/

*25


17

Section;Hydraulics P.14!


Swin( unit 22/

*25


1


Swin( unit Affectiveness measurement

9ra:e Re#erse press%re press%re

*25

9ra:e Re#erse press%re press%re

22/

9o!ever% t,e anti-$rift valve is installe$ on 9240-5 same as 9240-3. SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

18

Section;Hydraulics P.14&


Swin( unit

*25

22/


20


Swin( unit P")iti"n

Part name

C

Swing m"t"r a))

C

Swing m"t"r

C

Swing redu!ti"n

S&24-$3 8C-118*/*S*86 8C-1-+ 8*/*S*86 8C-12% 8*/S*86

6nter!hangeailit <--X--> <--X--> <--X-->

S&24-$5

Remark)

8C1--1Spe!9 !hanged &6T*C&6 8C1--28*/*S*86 8C1--3&6T*C&6


21

Free Swing


Swin( unit *25

Free !in"


22

Section;Hydraulics P.14) to 1#) Control valve


Control valve P")iti"n

Part name

7

C"ntr"l valve

S&2--$3


8R71-428*'**

<--X-->

S&2--$5

Remark)

8R71-31Spe!9 !hanged 8*'**


e! trai",t ;ravel 'ilot (ine Buc*et 6lose >e"eneration 6ircuit :$$-on alves for #tion (ine


23

Section;Hydraulics P.1*1


Control valve *25


24

Section;Hydraulics P.1*1


Control valve *25

e! trai",t ;ravel 'ilot 'ort


25

Section;Hydraulics P.#


Control valve *25 :rm 6lose Boom # Buc*et #en

:rm #en

Boom Do!n Buc*et 6lose

For tan$ar$


2+

Section;Hydraulics P.1'! to 1' Remote C V


Remote control valve P")iti"n 7

Part name

S&2--$3


Rem"te !"ntr"l valve 8R75+-4 ;Operating ma!hine< 8*/*S*86

<--X-->

S&2--$5

Remark)

8&7132%Spe!9 !hanged 8*/*S*86


#rin" stren"t, By (en"t, of Coystic* c,an"e

9ousin" s,a#e By :irti",t ca)


27

Section;Hydraulics P.1!"1'


Remote control valve *25


2

Attach cylinder


+ttac,ment Cylinders P")iti"n

Part name

=

""m !linder

=

*rm !linder

=

u!ket !linder

S&2--$3 8R=2,52 8R=2,53 8*'** 8R=2,54 8*'** 8R=2,55 8*'**

6nter!hangeailit <--X-->

<--X--> <--X-->

S&2--$5

Remark)

8R=11138R=1114- Spe!9 !hanged 8*'** 8R=1115Spe!9 !hanged 8*'** 8R=111#Spe!9 !hanged 8*'**


Bi""er Bore of cylin$ers For >eal

28

-


+ttac,ment Cylinders Bucket Cylinder on 210 -3 6ylin$er )ore E115 / >o$ )ore E0

444 -5 6ylin$er )ore E120 / >o$ )ore E5

Arm Cylinder on 210 -3 6ylin$er )ore E135 / >o$ )ore E85

444 -5 6ylin$er )ore E140 / >o$ )ore E100 SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

30

-


+ttac,ment Cylinders Boom Cylinder on 240 -3 6ylin$er )ore E125 / >o$ )ore E80

444 -5 6ylin$er )ore E130 / >o$ )ore E80


31

Hydraulic dia(ram Title Diagram review

Hyd. diagram Review

Hydraulic Dia(ram Review


32

Title Cir. review

Hyd. Circuit Review

ew Hydraulic Circuits Review


33

Section;Hydraulics P.&!"&& i!t Cir. review

Hyd. Circuit Review


34

Section;Hydraulics P.4*"4 Straight Travel

Hyd. Circuit Review

Strai(,t $ravel :$vanta"e >e$uce s,oc* )y attac,ment o#eration $urin" travelin".

Bac*"roun$ For >eal

35

-

Hyd. Circuit Review

Strai(,t $ravel *2/

!itc,e$ )y 1st #ressure. !itc,e$ 'ress.  4<'a.

;ravel

---,ar#

s#ool s,ift

;ravel

;ravel 'ress ensor

##er 'ress ensor

trai",t ;ravel 'ilot alve

'ilot #um#


3+

Section;Hydraulics P.4*"4

Hyd. Circuit Review

Strai(,t $ravel *25

e! orifice $iameter. --->e$uce s,iftin" s,oc*

;ravel

!itc,e$ )y 2n$ary 'ressure. 'ro#ortionate movement. ---(inear

s#ool s,ift

;ravel 'ress ensor ##er 'ress ensor SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

37

Hyd. Circuit Review

Strai(,t $ravel ; SH*25

/

r + 3 &  :

<122/ C227 S=227

* 2

CAT/2D s!n"e *s speed Tra#e

9$$& %p ? *s spee d Tra#e

SH*25

/.;

.88

<122/

/.5

.28

C227

.8

*.8*

S=227

/.5>

*.8>

CAT/2D

/.6

.7


3

Hyd. Circuit Review

Strai(,t $ravel 7 SH*25

6

r + 3 ; & :

<122/ C227 S=227

 2

CAT/2D s!n"e nd speed Tra#e

9$$& %p ? nd spee d Tra#e

SH*25

5.>

;.6

<122/

5./

/.*

C227

5.6

.;;

S=227

5.86

/.28

CAT/2D

5.8

;.6/


38

Section;Hydraulics P.4#"4' Swing !peed limit

Hyd. Circuit Review

Swin( Speed imit 'ur#ose !in" Drift >e$uction  ;o )e same $rift amount of -3 mo$el For o#timum s!in" s#ee$ ame s#ee$ !it, =3 Bac*"roun$ 9y$raulic flo! of -5 is increase$% )ut s#ee$ u# of s!in" s#ee$ ma*es lon"er s!in" $rift.  For >eal

40

Section;Hydraulics P.&

Hyd. Circuit Review

Swin( Speed imit

Ne"aC$n S!"na

*25@ ** L3&!n 444 22 L3&!n

S &$de

;25@ /; L3&!n 444 *; L3&!n

S &$de

;25@  L3&!n 444 2/ L3&!n

H &$de

teer #ilot #ressure into ne"ative control #ort t,rou", electrify into front si$e #ro#ortional valve. ;,en flo! !ill )e $ecrease$. 6on$ition of s!in" s#ee$ limit ・ nly !in" o#eration

'1 olenoi$ alve

350m:

6ut out con$ition of s!in" s#ee$ limit ・ ?,en o#erate ot,er attac,ment → →>elease "ra$ually （ s,oc* re$uction ））・ ?,en o#erate travel → →>elease imme$iately （ mean$erin" #revention ））


41

Section;Hydraulics P.4)"*%

Hyd. Circuit Review

Swin( Relie/ Cut 0// :$vanta"e Aconomie ener"y

2 % Improvement for fuel consumption

Bac*"roun$ ?,en start to s!in"% 9i", #ressure for s!in" motor is nee$e$% )ut ,y$raulic oil flo! is not nee$e$ so muc,.


42

Section;Hydraulics P.&4"&*

Hyd. Circuit Review

Swin( Relie/ Cut 0// *25

:t !in" tart

?,en Guic* s!in" o#eration an$ s!in" !it, loa$ on )uc*et. '1 'um# flo! is $ecrease$ )y '1olenoi$ !or*s. Onl 0ui!k Swing and ""m ("wn9 P1 Solenoid Valve

%4- m* inputted>

C$&p%er

Flo! D?

.in Pump l"w "f P1

'1 olenoi$ alve SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

43

Section;Hydraulics P.&4"&*

Hyd. Circuit Review

Swin( Relie/ Cut 0// *25

Durin" !in"in"

Durin" !in"in"% '1 'um# flo! is increase$ )y '1olenoi$ !or*s.

P1 Solenoid Valve C$&p%er

("wn t" 35-m*> Flo! '

Pump l"w "f P1 ?P

'1 olenoi$ alve SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

44

-

Hyd. Circuit Review

Swin( Relie/ Cut 0// Save Energy *2/

*25

Flo!

'ressure e"a-6on 'ress ;ime

;ime 740m:

m: for '1 olenoi$ valve  350m:


45

Section;Hydraulics P.*#"*' Swing par"ing

Hyd. Circuit Review

Swin( Parin( 6,an"e$ #oints : ;ime to en"a"e s!in" #ar*in" )ra*e after usin" arm function 5 sec  -3 mo$el 

1 sec -5 mo$el

;ime to en"a"e !in" 'ar*in" after s!in"in" is same.  5 sec

B 9y$raulic (oc* of !in" #ool in 6ontrol valve Bac*"roun$ a Drift #revention at slo#e $urin" no eGui#ment o#eration. ) By removin" !in" 'ar*in" )utton


4+

Section;Hydraulics P.#&"#4 Arm in Regeneration

Hyd. Circuit Review

+rm-2n Re(eneration :$vanta"e #timum flo! for Guic*er cylin$er movement. >e"enerate$ flo! is increase$ a)out 10

H from 210-3.

c e s

Ar& !n

.2

Ar& $%

*.2 2.2

SH*2/

SH*25

Ar& !n

/.

.8

Ar& $%

.5

.6


47

Section;Hydraulics P.#&"#4

Hyd. Circuit Review

+rm-2n Re(eneration *25

6,ec* valve for >e"eneration arro! rifice ?i$e rifice SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

4

Section;Hydraulics P.#)"'% #uc"et clo!e Regeneration

Hyd. Circuit Review

3ucet-Close Re(eneration :$vanta"e #timum flo! for Guic*er cylin$er movement.  #ee$ of Buc*et 6lose is increase$ a)out 24 H from 210-3.  :##ro. 20H of return flo! from ro$ si$e Bac*"roun$ For >eal
c e s

;.2

9%c:e c$se 9%c:e $pen

.2 2.2

SH*2/

SH*25

9%c:e c$se

;.2

.7

9%c:e $pen

./

.


48

Section;Hydraulics P.#)"'%

Hyd. Circuit Review

3ucet-Close Re(eneration *25

6,ec* valve for >e"eneration

rifice


50

Section;Hydraulics P.'1 to ' Power !ave

Hyd. Circuit Review

Power save :$vanta"e Aconomie ener"y

1 % Improvement for fuel consumption

Bac*"roun$ By stu$yin" of mac,ine ,istory recor$ of 210-3% 30H to 34H of total ,ours !ere i$lin". 'revious e"ative control system saves ener"y also% )ut ,y$raulic flo! to ma*e 3<'a of e"a-6on #ressure are nee$e$.


51

Section;Hydraulics P.&#

Hyd. Circuit Review

Power save e"a-6on 'ressur e  3<'a

*2/

ervo 'iston >e$uce flo! SUMITOMO (S.H.I) (S.H.I) CONSTRUCTION MACHINERY MANUFACTURING CO.,LTD

52

Section;Hydraulics P.&#

Hyd. Circuit Review

Power save *25 6on$ition to !or* o si"nal from ;ravel% ##er% an$ !in" 'ilot 'ressure ensors

e"a-6on 'ressure 3 <'a  1 <'a

for 1 secon$.

740 m:--- ervo 'iston >e$uce flo!


53

Section;Hydraulics P.'#"'' $yd $P #oo!t %Arm in

Hyd. Circuit Review

Hydraulic HP 3oost -+rm 2n:$vanta"e moot, :rm cylin$er s#ee$ $o!n from lo! loa$ to ,i", loa$. >e$uce$ #ee$ >atio 7H m#rove$.


54

Sales tet

Hyd. Circuit Review

Hydraulic HP 3oost -+rm 2n>e$uce$ #ee$ >atio

7H m#rove$.

115-

d e e 1-5 p S r ,5 e d n i l +5 2 C %5 m r * #5-

mm@)e!

S&21-$5 S&21-$3

-29.5% -36.5%

:"w l"ad

&igh l"ad


55

Section;Hydraulics P.')")% $yd $P #oo!t %Travel

Hyd. Circuit Review

Hydraulic HP 3oost -$ravel:$vanta"e moot, travel s#ee$ $o!n from flat "roun$ to slo#e.


5+

Section;Hydraulics P.)1")' Cu!hion valve

Hyd. Circuit Review

ew Cus,ion 5alve :$vanta"e Faster ,eatin" Coystic* valve u#  :##ro. 30H faster !armin" u#

Bac*"roun$ ?armin" u# s#ee$ of Coystic* ,eatin" circuit on 210-3 is slo!er t,an our e#ectation.


57

-

Hyd. Circuit Review

ew Cus,ion 5alve Fr$& O! C$$er L!ne

*2/ By t,is orifice% ?arme$ oil from oil cooler line "oes to ;an*.


5

Cu!hion valve

Hyd. Circuit Review

ew Cus,ion 5alve Fr$& C$nr$ #a#e T7

*25

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Section;Hydraulics P.&'

Hyd. Circuit Review

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'aintenance

Maintenance

Maintenance Section Review 2/ we ,ave time


7

Engine Summary Engine Summary

SH200

Engine Summary Main Data Table (changes from model 3) CX210B (Tier 3) (Exhaustgas third regulation) Engine model name

CX210 (Tier 2) (Exhaust gas second regulation)

-

Isuzu 4HK1

CASE 6TAA-5904

Model

-

4-cycle, water cooled, overhead camshaft, vertical in-line, direct injection type

4-cycle, water cooled, overhead valve, vertical in-line, direct injection type

Dry weight

lb (kg)

1, 58 lb (480)

?

Displacement

in³ (cc)

317 (5193)

360 (5900)

Number of cylinders bore X stroke

in (mm)

4-4.53 X 4.92 (4-115 X 125)

6 - 4.02 X 4.72 (6 - 102 X 120)

Compression ratio

-

17.5

18.0

Rated output

-

157 hp / 1800 rpm (117 kW / 1800 rpm)

148 hp / 1950 rpm (110.0 kW / 1950) rpm

Maximum torque

Nm / rpm

463 lb ft / 1500 rpm (628 Nm / 1500 rpm)

450 lb ft / 1400 rpm (610 Nm / 1400 rpm)

No load maximum speed

rpm

1800

1950

No load minimum speed (idling)

rpm

1000

900

Rated fuel consumption ratio

g / kW•hr

229.3 max

max

Fuel unit

-

HP3 model common rail from Denso Corp.

CDC

Control device

-

ECM made by Transtron Inc.

CDC

Cooling fan

-

7N suction φ 650 plastic

7N suction φ 600 plastic

Bell mouth type fan guide

-

Yes

Yes

Fan belt

-

Drive by one V-rib belt

Drive by two B-model V belts

Alternator

-

50 A-24 V, made by Nikko Electric

50 A -24 V, made by Mitsubishi Electric Corp.

Starter

-

5.0 kW-24 V, made by Nikko Electric

4.5 kW-24 V, made by Nikko Electric

Turbo

-

RHF55 model made by IHI

Preheat unit

-

QOS-II

Manifold grid

Inter cooler

-

Yes

Yes

Fuel cooler

-

Yes

No

Electromagnetic pump

-

Yes

Yes

Fuel filter

-

4 μ main unit remote type with water separator function

20 μ with water separator function With engine

Fuel pre-filter

-

10 μ main unit remote type with water separator function

-

Oil filter

-

Remote type

With engine

Oil pan capacity

L

13.0 to 20.5

Oil pan drain cock

-

Yes

No

Page 1 of 53

RST-06-01-001

Engine Summary Overall Appearance Diagram

Page 2 of 53

1

Engine oil fill port

6

EGR cooler

2

Air breather

7

Bell mouth type fan guide

3

Alternator

8

Starter motor

4

Turbo

9

Supply pump (SCV)

5

EGR valve

10

RST-06-01-001

Common rail

Engine Summary Sensor and Auxiliary Equipment Layout (left)

Page 3 of 53

1

Engine coolant temperature sensor

6

Starter motor

2

Boost pressure sensor

7

Oil pressure sensor

3

Common rail pressure sensor

8

Suction control valve (SCV)

4

EGR valve

9

Fuel temperature sensor

5

Boost temperature sensor

RST-06-01-001

Engine Summary Sensor and Auxiliary Equipment Layout (rear)

1

Crank position sensor

2

Cam position sensor

Engine System Diagram Flow of air and combustion gas Flow of fuel Flow of coolant

In

1

Air cleaner

2

Fuel cooler

8

Engine

14

Fuel main filter

3

Inter cooler

9

Injector

15

Fuel tank

4

Radiator

10

Common rail

16

Fuel prefilter

5

Turbo

11

Supply pump

17


6

Compressor side

12

EGR cooler

Page 4 of 53

7

Turbine side

13

RST-06-01-001

Muffler

Engine Summary Fuel System Diagram

ECM

Sensors Engine coolant, atmospheric pressure, others

1


6

Flow damper

11

CMP sensor

2

Fuel main filter

7

Fuel prefilter

12

CKP sensor

3


8

Supply pump

13

Injector

4

Common rail

9

Fuel cooler

5

Pressure limiter

10

Fuel tank

Page 5 of 53

RST-06-01-001

Engine Summary Detailed Parts Diagrams 1. ECM (engine control module)

Three roles of the ECM [1] The ECM constantly monitors information sent from the various sensors and controls the power train systems. [2] The ECM executes system function diagnosis, detects problems in system operation, issues trouble alarms to warn the operator and stores the diagnostic trouble code into memory. The diagnostic trouble code identifies the area in which the problem occurred and supports repair work by the service engineer. [3] The ECM puts out 5 V and other voltages to supply power to the various sensors and switches. The ECM controls output circuits by controlling ground or power supply circuits via one device or another.

Page 6 of 53

RST-06-01-001

Engine Summary 2. Supply Pump / SCV (suction control valve)

1


2

SCV (suction control valve)

3

Feed pump

Supply pump The supply pump uses the force of the engine rotation to raise the fuel pressure and send it to the common rail.The SCV, fuel temperature sensor, and feed pump are installed on the supply pump. SCV (suction control valve) The SCV is installed on the supply pump and controls the sending of fuel to the common rail under pressure (discharge amount). The ECM controls the time during which power is on to the SCV and controls the fuel discharge amount.

3. Common Rail / Flow Damper

1

Flow damper

2

Common rail

[1] Common rail The common rail receives the fuel from the supply pump, holds the common rail (fuel) pressure, and distributes the fuel to each cylinder. The common rail pressure sensor, flow dampers, and pressure limiter are installed on the common rail. [2] Flow damper The flow dampers are installed on the discharge port of each injector of the common rail. They suppress pressure pulses in the common rail and prevent excess fuel injection from the injectors. When a flow damper operates, the fuel supply to the injector stops.

Page 7 of 53

RST-06-01-001

Engine Summary 4. Common Rail Pressure Sensor / Pressure Limiter

1


2

Pressure limiter

[1] Common rail pressure sensor Sends the pressure inside the common rail to the ECM as a voltage signal. From the signal sent, the ECM calculates the actual common rail pressure (fuel pressure) and uses this for fuel injection control. [2] Pressure limiter If the pressure in the common rail becomes abnormally high, the pressure limiter relieves the pressure, and excess fuel is returned to the tank.

5. Injector

The injectors are installed on the cylinder head sections. They are controlled from the ECM and inject fuel. The injector drive voltage is boosted (to 118 V) inside the ECM and applied to the injectors. By controlling the time this power to the injectors is on, the ECM controls the fuel injection, injection timing, etc.

Page 8 of 53

RST-06-01-001

Engine Summary 6. Engine Coolant Temperature Sensor

The engine coolant temperature sensor is installed on the engine block. The resistance of its thermistor varies with the temperature. The resistance is low when the engine coolant temperature is high and high when the coolant temperature is low. From the ECM voltage variation, the ECM calculates the engine coolant temperature and uses this for fuel injection control etc.

7. Engine Oil Pressure Sensor

The engine oil pressure sensor is installed near the cylinder block starter motor. It detects the engine oil pressure, converts this pressure into an electrical signal, and sends that signal to the ECM.

Page 9 of 53

RST-06-01-001

Engine Summary 8. Cam Position Sensor (CMP sensor)

This sensor sends a signal to the ECM when the engine camshaft cam section passes this sensor. The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses this information to control the fuel injection and to calculate the engine speed. The CMP sensor also provides a back-up function in case of trouble in the CKP sensor. However, if there is trouble in the CMP sensor system, there is no change in the behavior while the engine runs, but after it stops, the engine cannot start.

9. Crank Position Sensor (CKP sensor)

This sensor sends a signal to the ECM when the projection section of the engine flywheel passes this sensor. The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses this information to control the fuel injection and to calculate the engine speed. In case of trouble in the CKP sensor, the CMP sensor provides a back-up function.

Page 10 of 53

RST-06-01-001

Engine Summary 10.Atmospheric Pressure Sensor

The atmospheric pressure sensor is installed in the cab. The ECM converts the atmospheric pressure into an electric signal and calculates the atmospheric pressure from this voltage signal and corrects the fuel injection quantity according to the atmospheric pressure.

11.Suction Air Temperature Sensor

The suction air temperature sensor is installed midway through the suction air duct. It detects the suction air temperature in order to optimize the fuel injection quantity.

Page 11 of 53

RST-06-01-001

Engine Summary 12.Boost Pressure Sensor

The boost pressure sensor uses a pressure hose between the boost pressure sensor and intake pipe to detect the boost (suction air pressure), converts this pressure into an electrical signal, and sends that signal to the ECM.

13.Boost Temperature Sensor

The boost temperature sensor is installed on the upstream side of the EGR valve of the intake manifold. This sensor is the thermistor type. The internal resistance of the sensor changes with the temperature.

Page 12 of 53

RST-06-01-001

Engine Summary 14.Electromagnetic Pump Converting the fuel filter and pre-filter to remote operation increased the distance from the fuel tank to the feed pump. Therefore, this new pump was added to assist in drawing the fuel from the tank and to make it easy to bleed out air during maintenance. This pump always operates when the key switch is ON.

15.EGR Cooler

Coolant inlet

Exhaust gas path

Coolant path (outside of exhaust gas path)

The cooled EGR (cooling unit installed in the path) uses the engine coolant to cool exhaust gas at high temperature (about 700 C) down to (about 200 C), to drop the combustion temperature, and to reduce NOx. °

Page 13 of 53

°

RST-06-01-001

Engine Summary 16.Reed Valve (check valve)

The reed valve is installed between the EGR valve outlet and the inlet manifold. It suppresses EGR gas back flow and allows the EGR gas to only flow in one direction.

17.EGR Valve

The operation of the EGR valve (lift amount) is controlled by signals from the ECM.

Page 14 of 53

Engine Summary Engine Control Summary Electronic control fuel injection system (common rail type) This is a system in which the engine speed, engine load, and other information (signals from many sensors) is acquired by the engine control module (ECM). Based on this information, the ECM sends electrical signals to the supply pump, injectors and fuel control vales to appropriately control the fuel injection quantity and timing for each cylinder. Injection quantity control To provide the optimum injection quantity, the ECM controls the injectors based on the engine speed and the instructed information from computer A and controls the fuel injection quantity. Injection pressure control The injection pressure is controlled by controlling the fuel pressure in the common rail. The appropriate pressure in the common rail is calculated from the engine speed and fuel injection quantity. By controlling the supply pump, the pressure in the common rail is controlled by the amount of fuel sent to the common rail. Injection timing control To provide the optimum injection quantity, the ECM controls the timeing of the fuel injection pulses based mainly on the engine speed and the instructed speed from the excavator controller. Injection rate control In order to improve the combustion in the cylinder, at first only a small amount of fuel is injected (pre-injection), the fuel is ignited, then once the fuel has ignited, a second injection (main injection) is carried out.This injection timing and quantity control is possible because of the proportional solenoid valve in the injectors.

Page 15 of 53

Explanation of Engine Terms Function Explanation Table Name

Function

1

Common rail

Receives the high-pressure fuel sent under pressure from the supply pump, holds the fuel pressure, and distributes the fuel to each injector.

2

Pressure limiter (common rail component part)

Operates to allow pressure within the common rail to escape if the pressure in the common rail becomes abnormally high.

3

Flow damper (common rail component part)

Installed on the discharge port of each injector. Suppress pressure pulses in the common rail and prevent fuel supply to the injectors when there is pipe damage.

4

Common rail pressure sensor (common rail component part)

Detects the pressure inside the common rail, converts it to a voltage, and sends that voltage to the ECM.

5

Injector

Controlled by the ECM and injects the fuel.

6

Supply pump

Raise the fuel pressure and send it under pressure to the common rail by using the force of the engine rotation.

7

SCV (suction control valve) (supply pump component part)

Controls the fuel pressure (discharge quantity) sent to the common rail. The ECM controls the time during which power is on to the SCV to increase or decrease the amount of fuel discharged.

8

Fuel temperature sensor (supply pump component part)

Detects the fuel temperature and sends it to the ECM. Used for supply pump control etc.

9

EGR (Exhaust Gas Recirculation)

Recirculates part of the exhaust gas in the intake manifold and mixes the EGR gas with the suction air to reduce the combustion temperature and reduce NOx.

10 EGR valve (EGR position sensor)

The EGR valve operation (open and close) timing and the lift amount are controlled by signals from the ECM. (The valve lift amount is detected by the EGR position sensor)

11 EGR cooler

Cools the high-temperature EGR gas by using the engine coolant.

12 Reed valve

Increases the amount of EGR by suppressing back flow of the EGR gas and letting it flow only in one direction.

13 ECM (engine control module)

Constantly monitors the information from each sensor and controls the engine system.

14 QOS (quick on start system)

Determines the glow time according to the engine coolant temperature, operates the glow relay, and makes starting at low temperatures easy and also reduces white smoke and noise immediately after the engine starts.

15 CKP sensor (crank position sensor)

Sends a signal to the ECM when the projection section of the engine flywheel passes this sensor. The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses this information to control the fuel injection and to calculate the engine speed. In case of trouble in t he CKP sensor, the CMP sensor provides a back-up function.

16 Oil pressure sensor

Detects the engine oil pressure and sends it to the ECM. Used for oil pressure drop alarms etc.

17 Engine coolant temperature sensor

Detects the engine coolant temperature and sends it to the ECM. Used for fuel injection control, QOS control, etc.

Page 16 of 53

Explanation of Engine Terms Name

Function

18 CMP sensor (cam position sensor)

Sends a signal to the ECM when the engine camshaft cam section passes this sensor. The ECM identifies the cylinders through this sensor input, determines the crank angle, and uses this information to control the fuel injection and to calculate the engine speed. Also provides a back-up function in case of trouble in the CKP sensor. However, if there is trouble in the CMP sensor system, there is no change in the behavior while the engine turns, but after it stops, restarting is difficult.

19 Atmospheric pressure sensor

Detects the atmospheric pressure and sends it to the ECM. The injection quantity is corrected according to the atmospheric pressure.

20 Suction air temperature sensor

Detects the suction air temperature and sends it to the ECM. Optimizes the fuel injection quantity.

21 Boost pressure sensor

Detects the boost (suction air pressure) inside the intake pipe and sends it to the ECM. Used to control fuel injection with the boost pressure.

22 Boost temperature sensor

Detects the boost temperature and sends it to the ECM. Used for fuel injection control etc.

Page 17 of 53

RST-06-02-001

Explanation of Engine Structure Explanation of Engine Structure

SH200

Explanation of Engine Structure Technology for Exhaust Gases 1. Common Rail System

High-pressure fuel is accumulated for all cylinders and fed uniformly to each injector.

ECM Open / close signal

Electronic control system

These are detected by sensors.

Page 18 of 53

Engine speed Engine load ratio Boost pressure Common rail pressure Atmospheric pressure Coolant temperature

18

The fuel injection pressure, injection timing, and injection quantity are controlled electronically to attain ideal combustion.

1

Supply pump

2

Common rail

3

Injector

4

Fuel tank

RST-06-03-001 1

Explanation of Engine Structure 2. Multi-Stage Fuel Injection (multiple injection) Conventional type injection

Common rail models (pre-injection)

Start of injection

With conventional models, there is the no-injection state, but with common rail models, pre-injection is started and ignition starts. Conventional type injection

Common rail models (main injection start)

Ignition

Conventional models start injection at this point in time, but common rail models have already ignited with pre-injection and now start the second injection (main injection). Page 19 of 53

RST-06-03-001

19 2

Explanation of Engine Structure Conventional type injection Combustion

Common rail models (main injection)

Common rail models divide the high-pressure fuel injection over many times to make it possible to create a uniform, complete combustion state in the combustion chamber and also to reduce the engine noise and vibration.

Page 20 of 53

20

RST-06-03-001 3

Explanation of Engine Structure 3. Inter Cooler Air cooled and brought to high-density (to engine)

Outside air

Suction air

Air that has been compressed and become hot

Exhaust gas

Turbo charger

By cooling intake air that had reached high temperature due to turbo-charging, the air density rises and the charging efficiency rises. This raises the engine fuel efficiency and improves fuel efficiency (CO / CO2 reduction) and also has the effect of lowering the combustion temperature that reduces NOX.

Page 21 of 53

RST-06-03-001

1

Inter cooler

2

Radiator

3

Engine

Explanation of Engine Structure 4. EGR (exhaust gas recirculation) Coolant out Coolant in

Exhaust gas

ECM

Suction air

1

EGR cooler

6


2

Reed valve

7

Suction air temperature sensor

3

EGR valve

8

Engine speed

4

EGR position sensor

9

Engine coolant temperature

5


10

Engine load

EGR (exhaust gas recirculation) EGR system is an abbreviation for "exhaust gas recirculation" system. The EGR system recirculates part of the exhaust gas in the intake manifold and mixes inactive gases with the suction air to reduce the combustion temperature and suppress the generation of nitrogen oxides (NOx).The EGR quantity is controlled by the operation (opening and closing) of the EGR valve, which is installed between the exhaust manifold and the intake manifold. The ERG quantity is determined from the engine speed and engine load rate (fuel injection quantity) and the EGR amount is controlled.A cooling device (EGR cooler) is installed in the EGR gas path to cool the hightemperature EGR gas with this EGR cooler. This cooled EGR gas is mixed with new air intake to make the combustion temperature lower than with normal EGR, which contributes to the reduction of NOx. (Cooled EGR) Furthermore, a reed valve is used in the EGR system to suppress EGR gas back flow and allow the EGR gas to only flow in one direction.

Page 22 of 53

Explanation of Engine Structure

. c t e d a o l e n i g n E

No EGR control during idling Engine speed

The ECM operates the motor according to such engine states as the speed and load and controls the EGR valve lift amount. The valve lift amount is detected by the EGR position sensor. The sections shown in darker color in the diagram have larger valve lift amount. The darkest color indicates a lift amount near 100%.

Page 23 of 53

RST-06-03-001

Explanation of Engine Operation Explanation of Engine Operation

SH200

Explanation of Engine Operation Engine Overall 1. Comparison of 6BG1 and 4HK1 2 valves OHV

6BG1

6B engine

4HK1

1

Liner chrome plating roughness 5

6

2

Cam flat tappet

7

Liner phosphate film roughness 3 (reduced oil consumption) Overhead cam (high-rigidity cylinder head)

3

Crank / journal pin diameter

8

High-rigidity cylinder

4

Rol ler rocker (increases ability of lubricant to withstand wear)

9

Block & ladder frame (high rigidity, high output)

5

4 valves (combustion improvement, high output, high rigidity)

10

Crank / journal pin diameter (high output)

80 /

64

80 /

73

4H engine

1

Bearing cap structure

2

Ladder frame structure

With the ladder frame structure, the crank shaft bearing is supported as one piece by the frame. (increased engine rigidity and reduced noise) Page 24 of 53

RST-06-04-001

Explanation of Engine Operation Fuel Unit 1. Common Rail System Summary

Common rail system

High pressure injection Pressure control

Fuel injection rate control

Timing flexibility

Pilot injection r e t t a m e t a l u c i t r a P

x O N

Injection pressure

e r u s s e r p n o i t c e j n I

Common rail system

Conventional pump Pump speed

Conventional fuel injection pump

o i t a r n o i t c e j n i l e u F

Split injection

Crank angle

e r u s s e r p n o i t c e j n I

Common rail system

Conventional pump Pump speed

Common rail type high-pressure fuel injection system

n o i t c e j n i f o t r a t S

Image diagram

k a e p n o i t c e j n I

Conventional model

Common rail

The common rail system pressurizes the fuel to high pressure and injects the fuel mist widely into the cylinder to increase the surface of contact with the air and improve the combustion state.

Page 25 of 53

RST-06-04-001

Explanation of Engine Operation Relationship between ECM and sensor actuators Engine control module Sensor

Actuator

Throttle signal

Injection quantity control Injection timing control

Engine speed

Cylinder identification signal

E C M

Correction signal Injection pressure control

1

Throttle volume (computer A)

5

Injector

2 3

Crank shaft position sensor

6


Camshaft position sensor

7

Supply pump

4

Other sensors

8

EGR valve

2. Change Points for Injection Method (governor, common rail) Inline type

Common rail system

Fluctuating high pressure System

Constant high pressure

Injection quantity adjustment

Pump (governor)

ECM, injector

Injection timing adjustment

Pump (timer)

ECM, injector

Pressure boost

Pump

Supply pump

Distribution method

Pump

Common rail

Injection presAccording to engine speed and injection Supply pump (SCV) sure adjustment quantity

Page 26 of 53

1

Pipe

5

Nozzle

2

Timer

6

Common rail

3

Supply pump

7

Injector

4

Governor

RST-06-04-001

Explanation of Engine Operation 3. Explanation of Injector Operation (1)When there is no signal from the ECM (state before injection) The outer valve in the injector is pushed down by the force of the spring A and seals the fuel into the control chamber. The hydraulic piston and spring B are pushed down by the fuel in the control chamber and the nozzle is in the closed state. No signal

Return Common rail 1

Outer valve

2

Orifice 1

3

Orifice 2

4

Hydraulic piston

5

Spring A

6

Inner valve

7

Control c hamb er

8

Spring B

9

Nozzle

(2)When there is a signal from the ECM When the signal from the ECM passes power through the injector solenoid, the outer valve compresses the spring A and moves it up. The outer valve opening allows the fuel in the control chamber to return to the tank via the return line. Signal input

Return Common rail

Page 27 of 53

RST-06-04-001

1

Outer valve

2

Orifice 1

3

Orifice 2

4

Hydraulic piston

5

Solenoid

6

Spring A

7

Inner valve

8

Control c hamb er

9

Nozzle

10

Val ve op en

Explanation of Engine Operation (3)Injection start state The pressure difference between the control and the nozzle chamber, which is caused by the control chamber opening to return line, opens the nozzle, then fuel is injected. Start of injection

Return Common rail

Pressure difference generated

1

Outer valve

2

Orifice 1

3

Orifice 2

4

Hydraulic piston

5

Inner valve

6

Control c hamb er

7

Spring B

8

Nozzle

(4)When the signal from the ECM is cut off Because the power to the injector solenoid is cut off, the outer valve is pushed back down by the force of the spring A and the outer valve closes the return line path. Signal stop

Return Common rail

Page 28 of 53

RST-06-04-001

1

Outer valve

2

Orifice 1

3

Orifice 2

4

Hydraulic piston

5

Solenoid

6

Spring A

7

Inner valve

8

Valve close

9

Nozzle

Explanation of Engine Operation (5)Injection stop state (injection end) Because the fuel is sealed into the return line, fuel fills the control chamber again. The hydraulic piston and the spring B are compressed down by the filled fuel and the nozzle is closed. This ends the injection. Injection stop

Return Common rail

Page 29 of 53

RST-06-04-001

1

Outer valve

2

Orifice 1

3

Orifice 2

4

Hydraulic piston

5

Inner valve

6

Control c hamb er

7

Spring B

8

Nozzle

Explanation of Engine Operation 4. Explanation of Supply Pump Operation The drive shaft is driven by the force of engine rotation. The feed pump is turned by the power of the drive shaft and draws up fuel from the fuel tank. The fuel pressurized by the feed pump has feed pressure pulse stabilized by the adjustment valve. Part of this fuel remains at the suction control valve to lubricate the plunger and cam and is returned to the fuel tank via the over flow. The signal from the ECM is input to the suction control valve and the opening stroke varies according to the quantity of power passed through. The quantity of fuel corresponding to the stroke is sent to the suction valve under pressure and is compressed to high pressure at the plunger. The fuel raised to high pressure at the plunger is sent under pressure from the delivery valve to the common rail. The fuel temporarily built up in the common rail is distributed to the injectors for each cylinder.

1

Fuel tank

8

Return spring

15

Injector

2

Fuel filter

9

Plunger

16

Drive shaft

3

Suction

10

Suction valve

17

Suction pressure

4

Fuel inlet

11

Delivery valve

18

Feed pressure

5

Feed pump

12

Over flow

19

High pressure

6

Adjusting valve

13

Return

20

Return pressure

7

Suction control valve

14

Common rail

Page 30 of 53

RST-06-04-001

Explanation of Engine Operation 5. Supply Pump Disassembly Diagram

1

Suction valve

5

Suction control valve

2

Plunger

6

Feed pump

3

Cam ring

7


4

Deli ver y valve

2 valves OHV

6BG1

Page 31 of 53

4HK1

1

Delivery valve

6

Plunger

2


7

Adjusting valve

3

Feed pump

8

Cam ring

4

SCV (suction control valve)

9

Eccentric cam

5

Pump housing

10

Camshaft

RST-06-04-001

Explanation of Engine Operation 6. Explanation of Flow Damper Operation Internal structure diagram

Common rail side

Injector side

1

Piston

2

Ball

3

Spring

[1] When engine is stopped Common rail side

Injector side

1

Piston

2

Ball

3

Spring

When the engine is stopped, the ball and piston are pressed to the common rail side by the tension of the spring. [2] When engine starts (damping) Common rail side

Injector side

1

Piston

2

Ball

3

Spring

When the engine starts, the fuel pressure from the common rail side is applied and the piston and ball move to the injector side. The fuel pulses (damping) are absorbed by the spring.

Page 32 of 53

RST-06-04-001

Explanation of Engine Operation [3] Faulty fuel outflow Adhering Common rail side

Injector side

1

Piston

2

Ball

3

Spring

When there is faulty fuel outflow from the injection pipe etc. on the injector side, the injector side pressure drops drastically, so the piston and ball are pushed out by the pressure difference with the common rail side to seal the flow damper with the ball and prevent fuel outflow from the common rail side.

7. Pressure Limiter

200 MPa

Valve open

Valve close

30 MPa

Abnormally high pressure

Common rail pressure

When the pressure within the common rail reaches 200 MPa, for the sake of safety, the pressure limiter opens and returns fuel to the tank. When the pressure drops to 30 MPa, the valve closes to return operation to normal.

Page 33 of 53

RST-06-04-001

Explanation of Engine Operation 8. Cautions for Maintenance (1)Cautions concerning fuel used With common rail engines, the supply pump and injector are lubricated by the fuel running through them. Therefore, if any fuel other than diesel is used, this leads to engine trouble, so use of non-specified fuel is strictly prohibited. Please be aware that troubles resulting from the use of non-specified fuel are not covered by the warranty. Specified fuel JIS No. 2 diesel, JIS No. 3 diesel, special No. 3 diesel, or SUMITOMO approval fuel (Please contact to your dealer about details of SUMITOMO Approval fuel.) The parts of the fuel system (injector internal part etc.) and the holes and gaps that form the fuel path are made with extremely high precision Therefore, they are extremely sensitive to foreign matter. Foreign matter in the fuel path can damage it, so use great care to keep out foreign matter. [1] Clean and care for the fuel line and its surroundings before starting other maintenance. [2] Those working on the fuel line must have hands clean of dirt and dust.Wearing gloves while working is strictly prohibited. [3] After removing fuel hoses and fuel pipes, always seal the hoses and pipes by covering the open sections with plastic bags or the like. [4] When replacing parts, do not open the packing for the new parts until it is time to install them. [5] Do not reuse any gaskets or O-rings. Replace them with new ones.

Page 34 of 53

RST-06-04-001

Explanation of Engine Operation • Do not reuse fuel system high-pressure pipes or injector pipes.If they are removed, replace them with new parts. • Do not replace a pressure limiter, fuel temperature sensor or flow damper alone.If there is any problem, replace the common rail assembly and all the fuel pipes. (2)Unreusability of high puressured fuel line.

1

Inje ctor pi pes

The SCV pump alone cannot be replaced because the fuel temperature sensor is installed on the pump main unit. Always replace the supply pump assembly.

Page 35 of 53

1

Flow damper

3


2


4

Pressure limiter

RST-06-04-001

Explanation of Engine Operation (3)If there is engine trouble, it is strictly prohibited to judge individual cylinders as OK or NG by starting up the engine and loosening the injection pipes.(Never do this. The high-pressure fuel sprays out dangerously.)

1

Loosening when engine starts strictly prohibited

(4)Be careful. High voltage of 118 V or higher is applied to the injectors.Disconnect the batt ery cable ground before replacing injectors.

Page 36 of 53

RST-06-04-001

1

Injector

2

Injector harness

3

Injector nut

Explanation of Engine Operation Explanation of Engine Control 1. Fuel Injection Quantity Correction The ECM calculates the basic injection quantity from the throttle volume boost sensor, CKP sensor, CMP sensor, and other signals. According to the common rail pressure, engine coolant temperature, and other conditions at this time, the ECM controls the SCV and controls the injector energization time to attain optimum injection timing and correct the injection quantity.

2. Starting Q Correction min-1

The engine starting Q correction is terminated at the idling speed + coolant temperature.).

(+

depends on the

Also, below the system recognition engine speed (30 min-1), the ECM cannot recognize engine rotation, so starting Q correction and engine starting become impossible. * Minimum engine starting speed 60 min-1

3. Pre-Heat Control (QOS quick on start) The ECM determines the glow timing (pre-glow, glow, and after-glow) according to the engine coolant temperature and control the glow relay. The QOS system makes starting at low temperatures easier and reduces white smoke and noise immediately after starting. When the key is switched ON, the ECM detects the coolant temperature with the signal from the engine coolant sensor and varies the glow time to always obtain the optimum starting conditions. Also, the after-glow function makes it possible to stabilize the idling rotation immediately after starting. Also, if there is trouble in the engine coolant temperature sensor system, control assumes a fixed coolant temperature of -20 C for engine starting and 80 C for running. Also, EGR control stops.(Thermostat valve opening temperature 82 C) °

°

°

4. Atmospheric Pressure Correction (high altitude correction) The ECM calculates the current altitude from the atmospheric pressure sensor signals. The ECM controls the SCV and controls the injector power on time to attain optimum fuel flow according to the altitude and other conditions at the time. Also, if there is sensor trouble, control assumes a fixed atmospheric pressure of 80 kPa (equivalent to an altitude of 2000 m) and stops EGR control too. Altitude torque Output due to environmental change

Output due to fuel correction

800

SH240-5

750 ) 700 m 650 N ( e600 u q r 550 o T 500

SH210-5

450 400 0

500

1000

1500

2000

2500

3000

Altitude (m)

Page 37 of 53

RST-06-04-001

3500

4000

Explanation of Engine Operation 5. Control for Overheating When the engine overheats, in order to protect the engine, if the engine coolant temperature exceeds 100 , fuel flow restriction is started. If the temperature rises further, the fuel flow is further restricted. If engine coolant temperature rises to 120 , the engine is stopped. The protection function is started one minute after the engine starts. (in order to detect a stable coolant temperature) Setting

Judgment time

Engine control

100

-

105

8th on coolant tempereture gradation

110

5 seconds

ECM: Reduced fuel injection quantity Computer A: Idling

120

5 seconds

ECM: Reduced fuel injection quantity Computer A: Engine stopped

Recovery condition -

ECM: Reduced fuel injection quantity Computer A: Normal 7 or lower on coolant temperature scale

Key switched ON after engine stopped

* The protection function does not work if any of the error codes below occurs. 0117 (Coolant temperature sensor abnormally low voltage) 0118 (Coolant temperature sensor abnormally high voltage) 2104 (Faulty CAN bus) 2106 (Faulty CAN time-out) 0090 (CAN communication error)

Page 38 of 53

RST-06-04-001

Explanation of Engine Operation 6. Control for Boost Temperature Rise If the boost temperature exceeds 80 , fuel flow restriction is started. If temperature rises to 90 , the engine is stopped. The protection function is started one minute after the engine starts.(in order to detect a stable boost temperature) Setting

Judgment time

Engine control

80

5 seconds

ECM: Normal Computer A: Idling control

90

5 seconds

ECM: Normal Computer A: Engine stop control

Recovery condition State of 70 or less continues for 30 seconds Key switched ON after engine stopped

* The protection function does not work if any of the error codes below occurs. 1112 (Boost temperature sensor abnormally low voltage) 1113 (Boost temperature sensor abnormally high voltage) 2104 (Faulty CAN bus) 2106 (Faulty CAN time-out) 0090 (CAN communication error)

7. Control for Engine Oil Pressure Drop If the engine oil pressure drops, the engine is stopped to prevent engine damage. The protection function is started 30 seconds after the engine starts. (in order to detect a stable engine oil pressure) Setting

Judgment time

40 kPa

5 seconds

Engine control ECM: Normal Computer A: Engine stop control

Recovery condition Key switched ON after engine stopped

* The protection function does not work if any of the error codes below occurs. 0522 (Oil pressure sensor abnormally low voltage) 0523 (Oil pressure sensor abnormally high voltage) 2104 (Faulty CAN bus) 2106 (Faulty CAN time-out) 0090 (CAN communication error) 1633 (Faulty 5 V power supply 3 voltage / sensor power supply)

8. Start Control (coolant temperature monitoring) [1] Purpose When the coolant temperature is 0 or lower, the ECM controls the fuel amount depending on the coolant temperature, for stable engine starting.

Page 39 of 53

RST-06-04-001

Explanation of Engine Operation 9. Long Cranking Control [1] Purpose For the purpose of reducing black smoke when starting the engine and as backup in case adequate starting Q (fuel injection) is not obtained, for example due to injector wear, after the stipulated time after the start of cranking, the starting Q is raised the stipulated amount to improve startability. Pattern with normal cranking time Key switch

Engine speed

Pattern in which cranking time is at least 1 second

START ON 1 second

OFF Idling cranking

0

Starting Q

UP-Q ST-Q NL-Q 0 ST-Q: Standard starting Q UP-Q: Starting Q after increase NL-Q: Q for no load

10.Starting Control for Reduced Number of Cylinders When the fact that there is a stopped injector is detected with trouble diagnosis (when an error code is detected), for the purpose of emergency escape, the fuel injection quantity is corrected to secure engine startability. [1] The injection quantity for the troubled injector is allocated to the normal injectors.(The total injection quantity is made the same.) * The injector correction factors are as follows. Number of effective cylinders

4

3

2

1

0

Correction factor

1.0

1.33

2.0

1.0

1.0

Caution: No control if there is trouble in injectors for 3 or more cylinders. No control if an injector has a mechanical trouble.

11.Normal Stop (key switch OFF operation) [1] [2] [3] [4] [5] [6]

The key switch is set OFF. When the ECM recognizes that the key is OFF, [3] to [5] are carried out at the same time. Injector injection quantity calculation stop Suction control valve (SCV) full close instruction EGR valve full close instruction, EGR valve initial correction When the operations in [3] to [5] end, the trouble log etc. are written to the EEPROM in the ECM. [7] The main relay is switched OFF and the power feed to the ECM is switched OFF.

Page 40 of 53

RST-06-04-001 -

Explanation of Engine Operation 12.Engine Start / Stop Judgment Engine start and stop is judged based on the engine speed sent from the ECM with CAN communications. Judgment value Start: 500 min-1 Stop: 200 min-1 Start

Stop 200 min-1

500 min-1

Configuration diagram ECM CKP sensor signal Engine speed CMP sensor signal

1

Page 41 of 53

RST-06-04-001

computer A

Engine Maintenance Standards Engine Information Screen 1. Purpose It has been made possible to copy the engine information (Q resistance, QR code, engine serial number) stored in the “Computer A” to the new ECM when the ECM is replaced.

2. How to Go to This Screen Press the “Horn” and “Rabbit” buttons together for 1 second while the Logo screen is showing..

3. Engine Start Restriction When this screen is displayed, the engine cannot be started.

4. Screen The engine information held in “Computer A” can be checked as follows. The information inside the ECM is checked by changing the display mode with the method shown in "Replacing computer A at the Same Time". [1] Pages 1 to 6: Injector cylinder 1 to 6 QR code (Pages 5 and 6 are used for a 6 cylinder engine and cannot be input with a 4 cylinder engine.)

1

Page

2

QR code 24 di git s

3

Indicates the display mode. Currently displays the information in computer A

1

Q resistance data 3 digits

1

Engine serial number 6 digits

[2] Page 7: Q resistance data

[3] Page 8: Engine serial number

Page 42 of 53

RST-06-06-001

Engine Maintenance Standards Monitor Operation Method 1. View Mode Display mode (switching between information in computer A / information in ECM)

Each time this switch is pressed, the second line of each page is switched as follows.

Page /

AA AA AA (Mode displaying information in computer A) Hold down for one second to shift to edit mode (Only valid while QR code displayed)

(Mode displaying information in EE EE EE ECM)

Hold down for three seconds to start copying the engine information. (for details, see "Engine Information Copying Method".)

2. Edit Mode * Can only be shifted to during QR code display. Exit edit mode (return to view mode) Value increased

Cursor movement

Value decreased Hold down for three seconds to start the QR code writing (for details, see "Rewriting Injector QR Codes".)

Page 43 of 53

RST-06-06-001

Engine Maintenance Standards Engine Information (Q resistance, QR code, engine serial number) Copying Method If the ECM is replaced with a new one for any reason, the engine information is copied with the procedure below. [1] Arrange for a service ECM. * A service ECM is an ECM in which all the engine information is zero. Engine information can only be copied to a service ECM. [2] Connect the service ECM and check the following. 1) The old ECM information must still be in computer A. 2) All the engine information in the service ECM must be zero. 3) The ECM must match the model.(Check on the ECM parts number screen.) 4) The model selection must be completed. 5) There must be no error code of faulty EEPROM on computer A, faulty EEPROM on ECM, faulty ECM time-out, or faulty CAN bus, on the monitor. [3] Go to the engine information screen, then hold down for three seconds. The buzzer buzzes and the copy starts. * The display may be any page (1 to 8) and either display mode (computer A or ECM).

When held for three seconds, the buzzer buzzes.

During copying, the display is as below.During writing, the error code FF is displayed. Wait about 20 seconds. When the copy ends normally, the buzzer buzzes once and the error code 00 is displayed. When the copy ends abnormally, the buzzer buzzes twice and error code 01 to 04 is dis played. Example: Starting copying from the Q resistance screen

Error code Normal Message interruption Message internal trouble Outside instruction value constant Engine running Writing During rewriting, the mode display section is "0".

[4] When the copy ends normally, check that the information has been rewritten by switching the key switch OFF ON once.

Page 44 of 53

RST-06-06-001

Engine Maintenance Standards Rewriting Injector QR Codes When an injector is replaced, input and write the QR codes with the following procedure. [1] Arrange for the replacement injector. Input the part below from the character array written on the injector. QR code

QR code

Injector ASM Input section 24 digits

Input the QR codes one at a time. Engine information screen Pages 1 to 4 correspond to the injectors with those numbers.(See the figure below.)

Engine front

1

2

3

4

Engine rear

Injector No.

[2] Check that there is no faulty ECM EEPROM, ECM time-out, or CAN communications trouble diagnostic trouble code. [3] Hold down

Page 45 of 53

for one second to shift to edit mode.

RST-06-06-001

Engine Maintenance Standards [4] The cursor is displayed and all the data becomes zeros.

Cursor displayed

[5] Move the cursor with

to raise and lower the value with

and input the QR codes written on the injector. Value increased / decreased

Cursor movement

Error code Normal Message interruption Message internal trouble Outside instruction value constant Engine running Writing

Cursor only moves as far as here

[6] When the QR code input is complete, hold down

for three seconds.

The buzzer buzzes once and the writing starts. The error code FF (writing) is displayed.Wait 5 seconds. When the writing ends normally, the buzzer buzzes once and the error code 00 is displayed. * When the writing ends abnormally, the buzzer buzzes twice and error code 01 to 04 is displayed. (To cancel input, press

.)

[7] Switch OFF the key switch, then ON again and check the QR codes have been written.

Page 46 of 53

RST-06-06-001

Engine Maintenance Standards When Replacing computer A at the Same Time If the ECM and computer A both fail at the same time and the engine information inside the Computer A cannot be used, restore the engine information with the procedure below. [1] Rather than a service ECM, arrange for an ECM with the engine information already written into it and use that as the replacement. * An ECM with the engine information already written into it means one into which the Q resistance data has been written with EMPS. [2] Input the injector QR codes one at a time. (with the procedure in the preceding item)

Engine Information Acquisition Timing The engine information is acquired once each time the key is switched ON.

Trouble Display If the engine information cannot be displayed correctly due to an ECM time-out, CAN communications trouble, or faulty EEPROM, the display is all Fs. [1] Display for faulty computer A EEPROM, CAN communications trouble, or ECM time-out

[2] Display for faulty ECM EEPROM, CAN communications trouble, or ECM time-out

Page 47 of 53

Engine Equipment Table Engine Equipment Table

SH200

Engine Equipment Table Exhaust Gas Third Regulation Accessory Electrical Parts Compatibility (Isuzu part number) Engine model

4J

4H

6H

6U

6W

Supply pump

897381-5551

897306-0448

115603-5081

898013-9100

897603-4140

Common rail

898011-8880

897306-0632

897323-0190

Injector

898011-6040

Starter

898045-0270

898001-9150

Alternator

898018-2040

897375-0171

EGR valve

897381-5602

898001-1910

116110-0173

Crank sensor

897312-1081

897306-1131

897306-1131

Cam angle sensor

897312-1081

898014-8310

Supply pump accessory part

Coolant sensor

897363-9360

897170-3270

897363-9360

temperature

Fuel temperature sensor Suction air ture sensor

181100-3413 181200-5304

897224-9930

812146-8300 809373-2691

180220-0140 Common rail accessory part 897600-4340

Atmospheric sensor

897217-7780

Glow plug

181100-4322

181200-6032

Oil pressure sensor pressure

115300-4360

812146-8300



181100-4142

897603-4152

Supply pump accessory part

tempera-


897329-7032

897603-1211

894390-7775

182513-0443

Caution [1] For 4J, the crank sensor and the cam angle sensor have the same part number. [2] The 6U / 6W cam angle sensor is a supply pump accessory part. [3] The coolant temperature sensor part number is different for the 4H / 6H and the 4J / 6U / 6W.

Page 48 of 53

RST-06-07-001

Exhaust Gas Regulations Exhaust Gas Regulations

SH200

Exhaust Gas Regulations Features of Materials Subject to Exhaust Gas Regulation NOx (nitrogen oxides)

PM (particulate matter), black smoke It is said that black smoke is easy to see and unpleasant to look at.

The generic term for NO, NO2, N2O2, etc. is me. I am one cause of acid rain.

CO (carbon monoxide) I am generated when combustion occurs with inadequate oxygen. I am the material that can cause poisoning symptoms. Diesel engines emit less than gasoline engines.

HC (hydrocarbons) I am a cause of photochemical smog and am reported to affect the respiratory system.

CO2 (carbon dioxide) I am one of the greenhouse gases that are causing global warming. But diesel engines emit less than gasoline engines. Cough

Exhaust Gas Regulation Values America / Europe Third regulations 75 130 kW 2007)

Japan Third regulations 75 130 kW(2007)

Second regulations 75 130 kW(2003)

0.3

In order to meet the third regulations

) r 0.2 h w k / g ( M P

High-pressure injection (1400-1600 air pressure: common rail) Exhaust gas recombustion (EGR) Fully electronic control Inter cooler Fuel cooler

0.1

2.0

4.0 NOx + HC (g/kwhr)

Compared to current engines

Page 49 of 53

6.0

NOx + HC : 40 % reduction PM : 30 % reduction in PM

RST-06-08-001

8.0

Exhaust Gas Regulations

NOx reduction

Combustion temperature reduction Fuel injection timing delay

Higher pressure of fuel injection

PMReduction of PM

Alteratio n of shape of combustion chamber

Reduction of PM

ncreased compression ratio

Reduction of HC, deterioration of NOx

Alteration of injection rate

Deterioration of HC, reduction of NOx

Deterioration of combustion efficiency Increase of PM Drop of output power Fuel consumption increase

Combustion improvement required

[Example of method for meeting exhaust gas third regulations] In order to simultaneously reduce both NOx and PM, which are in a trade-off, more complex fuel injection is required. Therefore, injection has become all electronic control. Common rail engine (high pressure injection / multiple injection / injection rate control) In addition, it depends on the engine size, but it is conceivable that it will be necessary to change from two valves to four valves, mount an inter cooler, and use EGR (exhaust gas recirculation). * With the Model 5 SPACE5, all these systems are used.

Page 50 of 53

RST-06-08-001

Cautions for Fuel Used Cautions for Fuel Used

SH200

Cautions for Fuel Used Engine Fuel and Maintenance of Fuel Filters In order to meet the emission control regulation of 3rd-stage, the engine components have been made precisely and they are to be used under high-pressure conditions. Therefore, the specified fuel must be used for the engine. As a matter of course, not only the guarantee will not be given for the use of a fuel other than the specified but also it may invite a serious breakdown. In addition, since suitable specifications for the fuel filter elements have been established for this engine, use of the genuine filter is essential. The following describes the specifications and the requirements of the fuel to be applied, and maintenance of the fuel and the fuel elements.

1. Fuel to be applied Selection of fuel Following conditions must be met for the diesel engines, that is the one; [1] In which no dust even fine one is mixed, [2] With proper viscosity, [3] With high cetane rating, [4] With good flow properties in lower temperature, [5] With not much sulfur content, and [6] With less content of carbon residue. (1) Applicable standards for diesel fuel Applicable Standard

Recommendation

JIS (Japanese Industrial Standard)

NO.2

DIN (Deutsche Industrie Normen)

DIN 51601

SAE (Society of Automotive Engineers) Based on SAE-J-313C

NO. 2-D

BS (British Standard) Based on BS/2869-1970

Class A-1

If a standard applied to the fuel for the diesel engine is stipulated in your country, check the standard for details. (2) Requirements for diesel fuel

Although conditions required for the diesel fuel are illustrated above, there are other requirements exerting a big influence on its service durability and service life. Be sure to observe the following requirements for selecting fuel. Sulfur content

2500 ppm or less

HFRR*

460 µm or less

Water content

0.05 wt% or less

* HFRR (High-Frequency Reciprocating Rig.): An index showing lubricating properties of the fuel.

Page 51 of 53

RST-06-09-001

Cautions for Fuel Used Sulfur content reacts to moisture to change into sulfuric acid after combustion. Use of a fuel containing much sulfur content allows it to accelerate internal corrosion and wear. In addition, much sulfur content quickens deterioration of engine oil allowing its cleaning dispersive property to be worse which results in acceleration of wear of sliding portions. HFRR is an index that indicates lubricating property of a fuel. Large value of the index means poor lubrication so that seizure of the machine components may result if such a fuel is used. Since a fuel with high HFRR value also has lower viscosity, it can easily be leaked out. If the fuel is mixed with the engine oil, the oil is diluted to deteriorate its lubricating property resulting in acceleration of wear. Water content allows inside of the fuel tank to rust which in turn blocking the fuel line and the fuel filter. This may also cause wear and seizure of the machine components. If atmospheric temperature goes below the freezing point, moisture content in the fuel forms fine particle of ice allowing the fuel line to be clogged. Obtain table of analysis for the fuel you are using from the fuel supplier to confirm that it meets the criteria described above. If a fuel which does not meet the specifications and the requirements for the diesel engine, function and performance of the engine will not be delivered. In addition, never use such a fuel because a breakdown of the engine or an accident may be invited. Guarantee will not be given to a breakdown caused by the use of a improper fuel. Some fuels are used with engine oil or additives mixed together with diesel engine fuel. In this case, do not use these fuels because damage to the engine may result as the fuel has been contaminated. It is natural that the emission control regulation of 3rd-stage will not be cleared in case where a fuel that does not meet the specifications and the requirements is used. Use the specified fuel for compliance of the exhaust gas control. It you use diesel fuel which contains much sulfur content more than 2500 ppm, be sure to follow the items below for the engine oil selection and maintenance of engine parts. Guarantee will not be given to breakdowns caused by not to follow these items. [1] Selection of engine oil Use API grade CF-4 or JASO grade DH-1. [2] Exchange the engine oil and engine oil filter element by periodical interval below. Engine oil

Every 250 hour of use

Engine oil filter element


[3] Inspect and exchange the EGR parts and fuel injector parts of engine by periodical interval below. EGR (*) parts


Fuel injector parts


* EGR : Exhaust Gas Recircultion For the detail of inspection and replacement for the above engine parts, please contact your nearest SUMITOMO outlet. [4] In addition above if the value of HFRR or water content in the fuel you use is more then limitation in above table of this manual, please also contact your nearest SUMITIMO outlet.

Page 52 of 53

RST-06-09-001

Cautions for Fuel Used 2. Maintenance of fuel filters Be sure to use the genuine fuel filters. The fuel injection system is precisely constructed and the genuine filter employs finer mesh than conventional filters to improve protection of machine equipment. If a filter with coarse mesh is used, foreign object passing through the filter enters into the engine so that machine equipment can wear out in a short period of time.

If a fuel filter other than the genuine filter is used, guaranty will not be applied to a fault caused by the use of a wrong filter. Two kinds of fuel filter, the pre-filter and the main filter, are mounted on the machine. Be sure to use the genuine fuel filters and replace them at a periodic intervals. Replacement criteria Every 250 hour of use Pre-filter


 

Main filter

Since the pre-filter also has a function of water separation, discharge water and sediment when the float reaches lower part of the filter elements. Time to replace filters may be advanced according to properties of the fuel being supplied. Running the engine with the fuel filter blocked may cause the engine to be stopped due to establishment of engine error code. If much foreign objects are found in the fuel, carry out earlier inspection and regular replacement of the filters. If dust or water get mixed with the fuel, It may cause the engine trouble and an accident. Therefore, take measures to prevent dust or water from being entered in the fuel tank when supplying fuel. When supplying fuel directly from a fuel drum can, leave the drum as it stands for a long period of time to supply clean fuel standing above a precipitate. If it is hard to leave the drum for a long period of time, install a fuel strainer and a water separator before the fuel tank of the machine to supply clean fuel. Water drain cock is provided on the bottom side of the fuel tank. Drain water before starting the engine every morning. In addition, remove the cover under the tank once a year to clean up inside of the tank.

Page 53 of 53

RST-06-09-001

Diesel Injection Pump

SERVICE MANUAL COMMON RAIL SYSTEM (CRS) OPERATION September, 2007

00400534E

© 2007 DENSO CORPORATION

All Rights Reserved. This book may not be reproduced or copied, in whole or in part, without the written permission of the publisher.

Revision History

Revision History Date 2007. 09

Revision Contents • SCV: Explanation of compact SCV added to "Suction Control Valve (SCV)". (Operation: Refer to page 1-30.) • "Repair" section added.

Table of Contents

Table of Contents Operation Section 1. GENERAL DESCRIPTION 1.1

Changes In Environment Surrounding The Diesel Engine . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-1

1.2

Demands On Fuel Injection System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-2

1.3

Types Of And Transitions In ECD (ELECTRONICALLY CONTROLLED DIESEL) Systems . . . . . . . . . . . . . . 1-3

1.4

Common Rail System Characteristics. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-4

1.5

Common Rail System And Supply Pump Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5

1.6

Injector Transitions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-5

1.7

Common Rail System Configuration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-6

2. COMMON RAIL SYSTEM OUTLINE 2.1

Layout of Main Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-7

3. SUPPLY PUMP DESCRIPTION 3.1

HP0 Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-12

3.2

HP2 Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-18

3.3

HP3 Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-27

3.4

HP4 Type. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-41

4. RAIL DESCCRIPTION 4.1

Rail Functions and Composition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46

4.2

Component Part Construction and Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-46

5. INJECTOR DESCRIPTION 5.1

General Description. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-50

5.2

Injector Construction and Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-51

5.3

Injector Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54

5.4

Injector Actuation Circuit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-54

5.5

Other Injector Component Parts . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-56

6. DESCRIPTION OF CONTROL SYSTEM COMPONENTS 6.1

Engine Control System Diagram (Reference) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-59

6.2

Engine ECU (Electronic Control Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60

6.3

EDU (Electronic Driving Unit) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-60

6.4

Various Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-61

7. CONTROL SYSTEM 7.1

Fuel Injection Control. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-66

7.2

E-EGR System (Electric-Exhaust Gas Recirculation) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-76

7.3

Electronically Controlled Throttle (Not Made By DENSO). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-78

7.4

Exhaust Gas Control System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-79

7.5

DPF System (Diesel Particulate Filter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-80

7.6

DPNR SYSTEM (DIESEL PARTICULATE NOx REDUCTION). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-82

Table of Contents

8. DIAGNOSIS 8.1

Outline Of The Diagnostic Function. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83

8.2

Diagnosis Inspection Using DST-1 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-83

8.3

Diagnosis Inspection Using The MIL (Malfunction Indicator Light) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-84

8.4

Throttle Body Function Inspection. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-86

9. END OF VOLUME MATERIALS 9.1

Particulate Matter (PM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-87

9.2

Common Rail Type Fuel Injection System Development History And The World’s Manufacturers. . . . . . . . . 1-87

9.3

Higher Injection Pressure, Optimized Injection Rates, Higher Injection Timing Control Precision, Higher Injection Quantity Control Precision. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-88

9.4

Image Of Combustion Chamber Interior . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1-90

Repair Section 1. DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METHODS (BASIC KNOWLEDGE) 1.1

Combustion State and Malfunction Cause . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-91

1.2

Troubleshooting. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-92

2. DIAGNOSIS OVERVIEW 2.1

Diagnostic Work Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-93

2.2

Inquiries. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-94

2.3

Non-Reoccurring Malfunctions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-96

3. DTC READING (FOR TOYOTA VEHICLES) 3.1

DST-2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98

3.2

DTC Check (Code Reading via the DST-2). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98

3.3

DTC Memory Erasure (via the DST-2) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-98

4. TROUBLESHOOTING BY SYSTEM 4.1

Intake System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99

4.2

Fuel System Diagnosis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-99

4.3

Basics of Electrical/Electronic Circuit Checks . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-102

5. TROUBLESHOOTING 5.1

Troubleshooting According to Malfunction Symptom (for TOYOTA Vehicles). . . . . . . . . . . . . . . . . . . . . . . . 2-107

5.2

Other Malfunction Symptoms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-122

6. DIAGNOSIS CODES (DTC) 6.1

DTC Chart (Example) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2-124

Operation Section

1 – 1

1. GENERAL DESCRIPTION 1.1 Changes In Environment Surrounding The Diesel Engine 

Throughout the world, there is a desperate need to improve vehicle fuel economy for the purposes of preventing global warming and reducing exhaust gas emissions that affect human health. Diesel engine vehicles are highly acclaimed in Europe, due to the good fuel economy that diesel fuel offers. On the other hand, the "nitrogen oxides (NOx)" and "particulate matter (PM)" contained in the exhaust gas must be greatly reduced to meet exhaust gas regulations, and technology is being actively developed for the sake of improved fuel economy and reduced exhaust gases.

(1) Demands on Diesel Vehicles • Reduce exhaust gases (NOx, PM, carbon monoxide (CO), hydrocarbon (HC) and smoke). • Improve fuel economy. • Reduce noise. • Improve power output and driving performance.

(2) Transition of Exhaust Gas Regulations (Example of Large Vehicle Diesel Regulations) • The EURO IV regulations take effect in Europe from 2005, and the 2004 MY regulations take effect in North America from 2004. Furthermore, the EURO V regulations will take effect in Europe from 2008, and the 2007 MY regulations will take effect in North America from 2007. Through these measures, PM and NOx emissions are being reduced in stages.

NOx

PM g/kWh

g/kWh Europe

Europe

EURO

EURO

EURO

EURO

EURO

EURO

North America 1998 MY

2004 MY

2007 MY

3.5 North America

0.11

0.13

1998 MY

0.03 2004 2005

2.7 2.0 2004 MY

0.27

0.013 2007 2008

2007 MY

2004 2005

2007 2008 Q000989E

Operation Section

1 – 2

1.2 Demands On Fuel Injection System 

In order to address the various demands that are imposed on diesel vehicles, the fuel injection system (including the injection pump and nozzles) plays a significant role because it directly affects the performance of the engine and the vehicle. Some of the demands are: higher injection pressure, optimized injection rate, higher precision of injection ti ming control, and higher precision of injection quantity control.

< NOTE > 

For further information on higher injection pressure, optimized injection rate, higher precision of injection timing control, and higher precision of injection quantity control, see the material at the end of this document.

Operation Section

1 – 3

1.3 Types Of And Transitions In ECD (ELECTRONICALLY CONTROLLED DIESEL) Systems 

ECD systems include the ECD-V series (V3, V4, and V5) which implements electronic control through distributed pumps (VE type pumps), and common rail systems made up of a supply pump, rail, and injectors. Types are the ECD-V3 and V5 for passenger cars and RVs, the ECD-V4 that can also support small trucks, common rail systems for trucks, and common rail systems for passenger cars and RVs. In addition, there are 2nd-generation common rail systems that support both large vehicle and passenger car applications. The chart below shows the characteristics of these systems.

'85

'90

'95

'00

ECD-V1 ECD-V3 · The world's first SPV (electromagnetic spill valve system) is used for fuel injection quantity control, so the quantity injected by each cylinder can be controlled. · Maximum Injection Pressure 60 MPa

System Types and Transitions

ECD-V4 ECD-V5 · Inner Cam Pumping Mechanism · Maximum Injection Pressure 130 MPa

· Uses pilot injection to reduce the engine combustion noise. · Maximum Injection Pressure 100 MPa

ECD-V4

ECD-V5

ECD-V3

Large Vehicle Common Rail (HP0) Passenger Car Common Rail (HP2)

Common Rail System · Fuel raised to high pressure by the supply pump is temporarily accumulated in the rail, then injected after the injector is energized. · Uses pilot injection to reduce the engine combustion noise · Maximum Injection Pressure 180 MPa

Supply Pump

Injector

Rail

Q000750E

Operation Section

1 – 4

1.4 Common Rail 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 inject 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 independent and thus unaffected by the engine speed or load.



Because the engine ECU can control injection quantity and timing to a high level of precision, even multi-injection (multiple fuel injections in one injection stroke) is possible.



This ensures a stable injection pressure at all times, even 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.

(1) Features of Injection Control Injection Pressure Control • Enables high-pressure injection even at low engine speeds. • Optimizes control to minimize particulate matter and NOx emissions. Injection Timing Control • Enables finely tuned optimized control in accordance with driving conditions. Injection Rate Control • Pilot injection control injects a small amount of fuel before the main injection.

Common Rail System

Injection Pressure Control

Injection Timing Control

Pilot injection

Optimized and Higher Pressure · Injection pressure is more than double the current pressure, which makes it possible to greatly reduce particulate matter.

e t a R n o i t c e j n I

Electronic Control Type

Common Rail System e r u s s e r P n o i t c e j n I

e t a l u c i t r a P

I n j e c t io n Q u a n ti t y

Conventional Pump Speed

Injection Pressure

Injection Rate Control

e l g n A e c n a v d A

Speed

After-Injection

Pre-Injection

Post-Injection

Main Injection

Crankshaft Angle

Injection Quantity Control Cylinder Injection Quantity Correction y t i t n a u Q n o i t c e j n I

1

3

2

4

Q000751E

Operation Section

1 – 5

1.5 Common Rail System And Supply Pump Transitions 

The world's first common rail system for trucks was introduced in 1995. In 1999, the common rail system for passenger cars (the HP2 supply pump) was introduced, and then in 2001 a common rail system using the HP3 pump (a lighter and more compact supply pump) was introduced. In 2004, the three-cylinder HP4 based on the HP3 was introduced.

1996 Common Rail System

1998

2000

2002

1st Generation Common Rail System

HP0

2004

2006

2nd Generation Common Rail System

120MPa

Large Trucks

HP4 Medium-Size Trucks Pre-Stroke Quantity Adjustment

HP3

180MPa Suction Quantity Adjustment

HP2 Compact Trucks 180MPa Suction Quantity Adjustment

Passenger Vehicles Suction Quantity Adjustment

135MPa Q000752E

1.6 Injector Transitions 97

98

99

00

1st Generation

X1

01

02

03

2nd Generation

G2

· 120MPa · Pilot Injection

· 180MPa · Multi-Injection X2 · 135MPa · Pilot Injection

Q000753E

Operation Section

1 – 6

1.7 Common Rail System Configuration 

The common rail control system can be broadly divided into the following four areas: sensors, engine ECU, EDU, and actuators.

Sensors  Detect the condition of the engine and the pump. Engine ECU  Receives signals from the sensors, calculates the proper injection quantity and injection timing for optimal engine operation, and sends the appropriate signals to the actuators. EDU  Enables the injectors to be actuated at high speeds. There are also types with charge circuits within the ECU that serve the same role as the EDU. In this case, there is no EDU. Actuators  Operate to provide optimal injection quantity and injection timing in accordance with the signals received from the engine ECU.

Engine Speed Sensor / TDC (G) Sensor

Supply Pump (SCV: Suction Control Valve)

EDU

Accelerator Position Sensor

Injector

Engine ECU Other Sensors and Switches

Other Actuators

Diagnosis

Q000754E

Operation Section

1 – 7

2. COMMON RAIL SYSTEM OUTLINE 2.1 Layout of Main Components 

Common rail systems are mainly made up of the supply pump, rail, and injectors. There are the following types according to the supply pump used.

(1) HP0 Type • This system is the first common rail system that DENSO commercialized. It uses an HP0 type supply pump and is mounted in large trucks and large buses. Exterior View of Main System Components

Rail

Supply Pump (HP0 Type)

Injector Q000755E

Configuration of Main System Components (Example of HP0) Engine ECU


Rail

Fuel Temperature Sensor

Rail Pressure Sensor

Injector

Coolant Temperature Sensor

PCV (Pump Control Valve)

Supply Pump Cylinder Recognition Sensor (TDC (G) Sensor)

Crankshaft Position Sensor (Engine Speed Sensor)

Q000756E

1 – 8

Operation Section

(2) HP2 Type • This system uses a type of HP2 supply pump that has been made lighter and more compact, and is the common rail system for passenger cars and RVs instead of the ECD-V3. Exterior View of Main System Components

Rail

Supply Pump (HP2 Type)

Injector Q000757E

Mounting Diagram of Main System Components EGR Valve Intake Air Pressure Sensor

Engine ECU


Injector Rail Pressure Sensor

E-VRV


Intake Air Temperature Sensor Crankshaft Position Sensor (Engine Speed Sensor)

EDU (Electronic Driving Unit) Rail

Supply Pump

Cylinder Recognition Sensor (TDC (G) Sensor)

Q000758E

Operation Section

1 – 9

Overall System Flow (Fuel)

Various Sensors

Engine ECU

EDU


Rail

TWV Pressure Limiter

Regulating Valve

Fuel Filter

Delivery Valve Injector

Supply Pump SCV (Suction Control Valve) Check Valve

Feed Pump

Plunger Inner Cam

: Flow of Injection Fuel : Flow of Leak Fuel Fuel Tank Q000926E

Operation Section

1 – 10

(3) HP3 Type, HP4 Type HP3 Type • This system uses an HP3 type supply pump that is compact, lightweight and provides higher pressure. It is mostly mounted in passenger cars and small trucks. HP4 Type • This system is basically the same as the HP3 type, however it uses the HP4 type supply pump, which has an increased pumping quantity to handle larger engines. This system is mostly mounted in medium-size trucks. Exterior View of Main System Components

Rail

HP3

HP4

Supply Pump

Injector Q000759E

Mounting Diagram for Main System Components

Engine ECU

Intake Air Pressure Sensor

Throttle Body EGR Valve E-VRV for EGR DLC3 Connector

Airflow Meter (with Intake Air Temperature Sensor)

Accelerator Position Sensor EDU R/B

EGR Shut-Off VSV

Rail Pressure Sensor Coolant Temperature Sensor Injector

Pressure Discharge Valve Supply Pump


HP3

HP4 Fuel Temperature Sensor

SCV (Suction Control Valve)

Cylinder Recognition Sensor (TDC (G) Sensor) SCV (Suction Control Valve)


Q000760E

Operation Section

1 – 11

Overall System Flow (Fuel)

EDU Various Sensors

ECU

Pressure Discharge Valve Rail Pressure Limiter


Delivery Valve Supply Pump (HP3 or HP4) Injector

Plunger

SCV (Suction Control Valve) Feed Pump

: Flow of Injection Fuel : Flow of Leak Fuel

Fuel Filter

Fuel Tank

Q000927E

1 – 12

Operation Section

3. SUPPLY PUMP DESCRIPTION 3.1 HP0 Type (1) Construction and Characteristics • The HP0 supply pump is mainly made up of a pumping system as in conventional in-line pumps (two cylinders), the PCV (Pump Control Valve) for controlling the fuel discharge quantity, the cylinder recognition sensor {TDC (G) sensor}, and the feed pump. • It supports the number of engine cylinders by changing the number of peaks on the cam. The supply pump rotates at half the speed of the engine. The relationship between the number of engine cylinders and the supply pump pumping is as shown in the table below.

Number of Engine Cylinders

Speed Ratio (Pump: Engine)

Supply Pump Number of Cylinders

4 Cylinders 6 Cylinders

1:2

2

8 Cylinders

Number of Pumping Rotations for 1

Cam Peaks

Cycle of the Engine (2 Rotations)

2

4

3

6

4

8

• By increasing the number of cam peaks to handle the number of engine cylinders, a compact, two-cylinder pump unit is achieved. Furthermore, because this pump has t he same number of pumping strokes as injections, it maintains a smooth and stable rail pressure.

PCV (Pump Control Valve) Delivery Valve

Element

Overflow Valve


Feed Pump

Pulsar for TDC (G) Sensor

Tappet Cam x 2

Q000768E

Operation Section

1 – 13

(2) Exploded View

PCV (Pump Control Valve)

Delivery Valve

Element


Tappet Cam

Roller

Camshaft

Priming Pump

Feed Pump

Q000769E

Operation Section

1 – 14

(3) Supply Supply Pump Pump Componen Componentt Part Part Functions Functions Component Parts

Functions

Feed Pump

Draws fuel from the fuel tank and feeds it to the pumping mechanism.

Overflow Valve

Regulates the pressure of the fuel in the supply pump.

PCV (Pump Control Va Valve)

Controls the quantity of fuel delivered to the rail.

Pumping

Cam

Actuates the tappet.

Mechanism

Tappet

Transmits reciprocating motion to the plunger.

Plunger

Moves reciprocally to draw and compress fuel.

Delivery Valve

Stops the reverse flow of fuel pumped to the rail.

Cylinder Recognition Sensor {TDC (G) Identifies the engine cylinders. Sensor} Feed Pump • The feed pump, which is integrated in the supply supply pump, draws fuel from the fuel tank and and feeds it to the pump chamber via the fuel filter. There are two types of feed pumps, the trochoid type and the vane type. Trochoid Type - The camshaft camshaft actuates the outer/inner rotors of the feed pump, causing them to start rotating. In accordance accordance with the space produced by the movement of the outer/inner rotors, the feed pump draws fuel into the suction port and pumps fuel out the discharge port. Outer Rotor

Suction Port

To Pump Chamber

Discharge Port

Inner Rotor From Fuel Tank

Q000770E

Vane Type - The camshaft actuates actuates the feed pump rotor and the vanes vanes slide along the inner circumference of the eccentric eccentric ring. Along with the rotation of the rotor, the pump draws fuel from the fuel tank, and discharges it to the SCV and the pumping mechanism.

Discharge Port

Rotor

Suction Port

Eccentric Ring

Vane Q000771E

Operation Section

1 – 15

PCV: Pump Control Valve • The PCV (Pump Control Control Valve) Valve) regulates the fuel discharge quantity from the supply supply pump in order to regulate the rail pressure. The fuel quantity discharged from the supply pump to the rail is determined by the timing with which the current is applied to the PCV. PCV. Actuation Circuit - The diagram below shows the actuation circuit circuit of the PCV. PCV. The ignition switch turns the PCV relay ON and OFF to apply current to the PCV. The ECU handles ON/OFF control of the PCV. Based on the signals from each sensor, it determines the target discharge quantity required to provide optimum rail pressure and controls the ON/OFF timing for the PCV to achieve this target discharge quantity. quantity.

From PCV relay PCV To Rail PCV Relay

Ignition Switch

+B PCV1

PCV2

Q000772E

Pumping Mechanism • The camshaft is actuated actuated by the engine and the cam actuates the plunger via the tappet to pump the fuel sent by the feed pump. The PCV controls the discharge quantity. The fuel is pumped from the feed pump to the cylinder, and then to the delivery valve. PCV (Pump Control Valve) Delivery Valve To Rail Rai l

Plunger

Camshaft Feed Pump

Pulsar for TDC (G) Sensor

Cam (3 Lobes: Lobes: 6-Cylinders) Q000773E

1 – 16

Operation Section

CYLINDER RECOGNITION SENSOR {TDC (G) SENSOR} • The cylinder recognition sensor {TDC {TDC (G) sensor} uses the alternating current current voltage generated by the change in the lines of magnetic force passing through the coil to send the output voltage to the ECU. This is the same for the engine speed sensor installed on the engine side. A disc-shaped gear, which is provided in the center of the supply pump camshaft, has cutouts that are placed at 120? intervals, plus an extra cutout. Therefore, this gear outputs seven pulses for every two revolutions of the engine (for a six-cylinder engine). Through the combination of engine-side engine speed pulses and TDC pulses, the pulse after the extra cutout pulse is recognized as the No. 1 cylinder. cylinder.

· For or a a 6-Cy Cylilinder nder Eng Engiine (Reference) Cylinder Cyli nder Recogn Recogniition Sensor (TDC (G) Sensor)

No.1 Cy Cylilinder nder TDC TDC (G) Pu Pullse Pullse · TDC (G) Pu

No.6 Cy Cylilinder nder TDC TDC (G) Standard Pu Pullse

No.1 Cy Cylilinder nder Recogn Recogniition on T TDC DC (G) Pu Pullse

· Eng ngiine Speed Pu Pullse 12 0 2 4 6 8 10 1012 121 14 0 2 4 6 81012 810121 14 0 2 4 6 8 10 101

No.1 Cy Cylilinder nder Eng Engiine Speed Standard Pu Pullse

0 2 4 6 8101214 8101214 0 2 4 6 8 10 1012 121 14 0 2 4 6 8 1012

No.6 Cy Cylilinder nder Eng Engiine Speed Standard Pu Pullse

0 2 4 6 8

Q000774E Q00077 4E

Operation Section

1 – 17

(4) (4) Supply Supply Pump Pump Opera Operatio tion n Supply Pump Overall Fuel Flow • The fuel is drawn by the feed pump from the fuel tank and sent to the pumping mechanism via the PCV. PCV. The PCV adjusts the quantity of fuel pumped by the pumping mechanism to the necessary discharge quantity, and the fuel is pumped to the rail via the delivery valve. Fuel Discharge Quantity Control • The fuel sent from the feed pump is pumped by the plunger. plunger. In order to adjust the rail pressure, the PCV controls the discharge quantity. quantity. Actual operation is as follows. PCV and Plunger Operation During Each Stroke Intake Intake Stroke troke (A)

In the plung plunger' er's s descen descentt stroke stroke,, the PCV PCV opens opens and lowlow-pre press ssure ure fuel fuel is sucti suctione oned d into the the plunger chamber via the PCV.

Pre-S Pre-Stro troke ke (B)

Even Even when when the the plunge plungerr ente enters rs its ascent ascent stroke stroke,, the the PCV remain remains s open open while while it is not energi energized zed.. During this time, fuel drawn in through the PCV is returned through the PCV without being pressurized (pre-stroke).

Pumping Pumping Stroke Stroke (C)

At a timing suited suited to the required discharge discharge quantity quantity,, power is supplied supplied to close the PCV, PCV, the return passage closes, and pressure in the plunger chamber rises. Therefore, the fuel passes through the delivery valve (reverse cut-off valve) and is pumped to the rail. Specifically, the plunger lift portion after the PCV closes becomes the discharge quantity, and by varying the timing for the PCV closing (the end point of the plunger pre-stroke), the discharge quantity is varied to control the rail pressure.

Intake Intake Stroke Stroke (A)

When When the cam cam excee exceeds ds the the maximu maximum m lift, lift, the plun plunger ger enter enters s its descen descentt stroke stroke and and press pressure ure in in the plunger chamber decreases. At this time, the delivery valve closes and fuel pumping stops. In addition, the PCV opens because it is de-energized, and low-pressure fuel is suctioned into the plunger chamber. Specifically, the system goes into state A.

Intake Stroke

Discharge Quantity Q=

Pumping Stroke

d 2 (H-h) 4

Cam Lift

h

H

Pre-Stroke Open Valve PCV PC V Oper Operat atio ionn

Clos Cl osee Val Valve ve When Discharge When Discharge Quantity Increases Quantity Decreases

Pumping the Required Discharge Quantity

Pump Operation PCV Return From Fuel Tank

To Rail

Pumping Mechanism

Delivery Valve

Plunger d

(A)

(B)

(C)

(A')

Q000775E

1 – 18

Operation Section

3.2 3.2 HP2 HP2 Typ Type e (1) Construct Construction ion and and Chara Character cteristic istics s • The supply pump is primarily composed of the two pumping mechanism (inner cam, cam, roller, two plungers) systems, systems, the SCV (Suction Control Valve), the fuel temperature sensor, and the feed pump (vane type), and is actuated with half the engine rotation. • The pumping mechanism consists consists of an inner cam and a plunger, and forms a tandem configuration in which two systems are arranged axially. This makes the supply p ump compact and reduces the peak torque. • The quantity of fuel discharged to the the rail is controlled by the fuel suction quantity quantity using SCV (Suction (Suction Control Valve) Valve) control. In order to control the discharge quantity with the suction quantity, quantity, excess pumping operations are eliminated, reducing the actuation load and suppressing the rise in fuel temperature.

Fuel Temperature Sensor Delivery Valve

Overflow


Fuel Suction (From Fuel Tank) Regulating Valv Valve e

Feed Pump Check Valve

Roller

Plunger Inner Cam

Q000818E

Operation Section

1 – 19

(2) Supply Supply Pump Pump Actuating Actuating Torque • Because the pumping mechanism mechanism is a tandem configuration, its peak actuating actuating torque is one-half that of a single pump with the same discharge capacity.

Single Type

Tandem Type Pumping Pumping

Plunger 2

Plunger 1

n o i t i s o p m o C

Feed Feed

n r e t t a P e u q r o T

) e t a R g n i p m u P l i O ( e u q r o T

Pumping

Suction

) e t a R g n i p m u P l i O ( e u q r o T

Pumping

Solid Line : Plunger 1 Broken Line: Plunger 2

Q000819E

1 – 20

Operation Section

(3) Exploded View

Regulating Valve


Camshaft Inner Cam Roller Pump Body Feed Pump Shoe

Delivery Valve


Check Valve

Q000820E

Operation Section

1 – 21

(4) Component Part Functions Component Parts

Functions

Feed Pump

Draws fuel from the fuel tank and feeds it to the pumping mechanism.

Regulating Valve

Regulates internal fuel pressure in the supply pump.


Controls the quantity of fuel that is fed to the plunger in order to control fuel pressure in the rail.

Pumping

Inner Cam

Actuates the plunger.

Mechanism

Roller


Plunger


Delivery Valve

Maintains high pressure by separating the pressurized area (rail) from the pumping mechanism.


Detects the fuel temperature.

Check Valve

Prevents the pressurized fuel in the pumping mechanism from flowing back into the suction side.

Feed Pump • The feed pump is a four-vaned type that draws fuel from the fuel tank and discharges it to the pumping mechanism. The rotation of the drive shaft causes the feed pump rotor to rotate and the vane to move by sliding along the inner surface of the casing (eccentric ring). Along with the rotation of the rotor, the pump draws fuel from the fuel tank, and discharges it to the SCV and the pumping mechanism. To keep the vane pressed against the inner circumference, a spring is provided inside each vane, in order to minimize fuel leakage within the pump.

Eccentric Ring Spring Rotor

Vane

Front Cover

Rear Cover Q000821E

Regulating Valve • The purpose of the regulating valve is to control the feed pressure (fuel pumping pressure) sending fuel to the pumping mechanism. As the rotational movement of the pump increases and the feed pressure exceeds the pressure set at the regulating valve, the valve opens by overcoming the spring force, allowing the fuel to return to the suction side. Regulating Valve

Suction Inlet Regulating Valve Body

) e Open Valve r e u Pressure High r s u s s e s r e r P g P n d i Open Valve e p e m Pressure Low F u P (

Filter Spring Piston

Feed Pump (Discharge Side)

Feed Pump (Suction Side)

Regulating Valve Open Valve Pressure Char acteristic

Speed Bushing Q000822E

1 – 22

Operation Section

SCV: Suction Control Valve • A solenoid type valve has been adopted. The ECU controls the duration of the current applied to the SCV in order to control the quantity of fuel drawn into the pumping mechanism. Because only the quantity of fuel required to achieve the target rail pressure is drawn in, the actuating load of the supply pump decreases, thus improving fuel economy.

Stopper

Coil

Needle Valve Spring Q000823E

SCV ON - When current is applied to the coil, it pulls the needle valve upward, allowing fuel to be drawn into the pumping mechanism of the supply pump.

To Pump Pumping Mechanism

From Feed Pump

Q000824E

SCV OFF - When current is no longer applied to the coil, the needle valve closes and stops the suction of fuel.

From Feed Pump Q000825E

Operation Section

1 – 23

Pumping Mechanism (Plunger, Inner Cam, Roller) • The pumping mechanism is made up of the plunger, inner cam, and roller, and it draws in the fuel discharged by the feed pump and pumps it to the rail. Because the drive shaft and the inner cam have an integral construction, the rotation of the drive shaft directly becomes the rotation of the inner cam. • Two plunger systems are arranged in series (tandem type) inside the inner cam. Plunger 1 is situated horizontally, and plunger 2 is situated vertically. Plunger 1 and plunger 2 have their suction and compression strokes reversed (when one is on the intake, the other is discharging), and each plunger discharges twice for each one rotation, so for one rotation of the supply pump, they discharge a total of four times to the rail. Plunger 1 (Hor izontal)

Plunger 2 (Vertical)

Plunger Length Combination · Plunger 1: Medium + Medium · Plunger 2: Short + Long Roller Roller Diameter : 9 Roller Length: 21mm Mater ial: Reinforced Ceramic

Inner Cam (Cam Lift: 3.4mm)

Plunger 1 Cam 90 Rotation

Plunger 2 Plunger 1: Start of Suction Plunger 2: Start of Pumping

Plunger 1: Start of Pumping Plunger 2: Start of Suction

Q000826E

Delivery Valve • The delivery valve, which contains two valve balls, delivers the pressurized fuel from plungers 1 and 2 to the rail in alternating strokes. When the pressure in the plunger exceeds the pressure in the rail, the valve opens to discharge fuel.

From Plunger 1 To Rail From Plunger 2

Pin Gasket · When Plunger 1 Pumping

Guide Stopper Valve Ball

Holder · When Plunger 2 Pumping

Q000827E

1 – 24

Operation Section

Fuel Temperature Sensor • The fuel temperature sensor is installed on the fuel intake side and utilizes the characteristics of a thermistor in which the electric resistance changes with the temperature in order to detect the fuel temperature. Thermistor e u l a V e c n a t s i s e R

Resistance - Temperature Characteristic

Temperature Q000828E

Check Valve • The check valve, which is located between the SCV (Suction Control Valve) and the pumping mechanism, prevents the pressurized fuel in the pumping mechanism from flowing back into the SCV. Pump Housing

Spring

Valve

To Pumping Mechanism

Stopper

To SCV

Plug

Q000829E

Check Valve Open - During fuel suction (SCV ON), the feed pressure opens the valve, allowing fuel to be drawn into the pumping mechanism.

To Pumping Mechanism

From SCV Q000830E

Check Valve Closed - During fuel pumping (SCV OFF), the pressurized fuel in the pumping mechanism closes the valve, preventing fuel from flowing back into the SCV.

From Pumping Mechanism

Q000831E

Operation Section

1 – 25

(5) Supply Pump Operation Supply Pump Overall Fuel Flow • Fuel is suctioned by the feed pump from the fuel tank and sent to the SCV. At this time, the regulating valve adjusts the fuel pressure to below a certain level. Fuel sent to the feed pump has the required discharge quantity adjusted by the SCV and enters the pumping mechanism through the check valve. The fuel pumped by the pumping mechanism is pumped through the delivery valve to the rail.

Overflow Orifice Regulating Valve From Fuel Tank

To Tank

Delivery Valve

To Rail

Cam SCV1

Check Valve 1 Check Valve 2 Head

SCV2

Feed Pump Plunger

Q000832E

Operation Section

1 – 26

Fuel Discharge Quantity Control • The diagram below shows that the suction starting timing (SCV (Suction Control Valve) ON) is constant (determined by the pump speed) due to the crankshaft position sensor signal. For this reason, the fuel suction quantity is controlled by changing the suction ending timing (SCV OFF). Hence, the suction quantity decreases when the SCV is turned OFF early and the quantity increases when the SCV is turned OFF late. • During the intake stroke, the plunger receives the fuel feed pressure and descends along the cam surface. When the SCV turns OFF (suction end), the feed pressure on the plunger ends and the descent stops. Since the suction quantity varies, when suction ends (except for maximum suction) the roller separates from the cam surface. • When the drive shaft rotates and the cam peak rises and the roller comes in contact with the cam surface again, the plunger is pressed by the cam and starts pumping. Since the suction quantity = the discharge quantity, the discharge quantity is controlled by the timing with which the SCV is switched OFF (suction quantity). 360 CR

Crankshaft Angle

TDC #3

TDC #1

Compression Top Dead Center

TDC #2

TDC #4

Cylinder Recognition Sensor Signal 0 2 4 6 8 101214 16 0 2 4 6 8 101214

Crankshaft Position Sensor Signal SCV 1

ON OFF

SCV 2

ON OFF

Suction Suction

0 2 4 6 8 101214 16 0 2 4 6 8 101214

Increased Suction Quantity

Suction

Decreased Suction Suction Quantity

Delivery Valve Discharge

Horizontal Cam Lift Pumping Suction

Pumping Suction

Vertical Cam Lift

Pumping Suction

Fuel

Fuel

SCV ON

Check Valve

Pumping Suction

OFF

OFF

OFF

Fuel Plunger

Delivery Valve

Roller

Suction Start of Suction

End of Suction

Pumping Start of Pumping

End of Pumping Q000833E

Operation Section

1 – 27

3.3 HP3 Type (1) Construction and Characteristics • The supply pump is primarily composed of the pump unit (eccentric cam, ring cam, two plungers), the SCV (suction control valve), the fuel temperature sensor and the feed pump (trochoid type), and is actuated at 1/1 or 1/2 the engine rotation. • The two compact pump unit plungers are positioned symmetrically above and below on the outside of the ring cam. • The fuel discharge quantity is controlled by the SCV, the same as for the HP2, in order to reduce the actuating load and suppress the rise in fuel temperature. In addition, there are two types of HP3 SCV: the normally open type (the suction valve opens when not energized) and the normally closed type (the suction valve is closed when not energized). • With a DPNR system (Diesel Particulate NOx Reduction) system, there is also a flow damper. The purpose of this flow damper is to automatically shut off the fuel if a leak occurs in the fuel addition valve passage within the DPNR.

Suction Valve

Plunger Feed Pump

Ring Cam



Delivery Valve

Q000835E

1 – 28

Operation Section

(2) Exploded View

Delivery Valve

Element Sub-Assembly

Delivery Valve


Plunger

Feed Pump Regulating Valve

SCV (Suction Control Valve) Ring Cam

Pump Housing

Plunger Eccentric Cam Camshaft

Delivery Valve

Element Sub-Assembly

Q000836E

Operation Section

1 – 29


Functions

Feed Pump

Draws fuel from the fuel tank and feeds it to the plunger.

Regulating Valve



Controls the quantity of fuel that is fed to the plungers.

Pump Unit

Eccentric Cam

Actuates the ring cam.

Ring Cam


Plunger


Delivery Valve

Prevents reverse flow from the rail of the fuel pumped from the plunger.



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 drive shaft actuates the outer/inner rotors of the feed pump, thus causing the rotors to start rotating. In accordance with the space that increases and decreases with the movement of the outer and inner rotors, the feed pump draws fuel into the suction port and pumps fuel out the discharge port. Outer Rotor

To Pump Chamber

Discharge Port

Suction Port

Inner Rotor From Fuel Tank

Q000770E

Regulating Valve • The regulating valve keeps the fuel feed pressure (discharge pressure) below a certain level. If the pump speed increases and the feed pressure exceeds the preset pressure of the regulating valve, the valve opens by overcoming the spring force in order to return the fuel to the suction side.

Pump Housing

Bushing

Piston

Feed Pump

Spring

SCV Plug Q000837E

1 – 30

Operation Section

Suction Control Valve (SCV) • In contrast to the HP2, the SCV for the HP3 supply pump is equipped with a linear solenoid valve. The fuel flow volume supplied to the high-pressure plunger is controlled by adjusting the engine ECU supplies power to the SCV (duty ratio control). When current flows to the SCV, the internal armature moves according to the duty ratio. The armature moves the needle valve, controlling the fuel flow volume according to the amount that the valve body fuel path is blocked. Control is performed so that the supply pump suctions only the necessary fuel quantity to achieve the target rail pressure. As a result, the supply pump actuation load is reduced. • There are two types of HP3 SCV: the normally open type (the suction valve opens when not energized) and the normally closed type (the suction valve is closed when not e nergized). The operation of each type is the reverse of that of the other. • In recent years, a compact SCV has been developed. Compared to the conventional SCV, the position of the return spring and needle valve in the compact SCV are reversed. For this reason, operation is also reversed. Normally Open Type - When the solenoid is not energized, the return spring pushes against the needle valve, completely opening the fuel passage and supplying fuel to the plungers. (Total quantity suctioned→ Total quantity discharged) - When the solenoid is energized, the armature pushes the needle valve, which compresses the return spring and closes the fuel passage. In contrast, the needle valve in the compact SCV is pulled upon, which compresses the return spring and closes the fuel passage. - The solenoid ON/OFF is actuated by duty ratio control. Fuel is supplied in an amount corresponding to the open surface area of the passage, which depends on the duty ratio, and then is discharged by the plungers. Return Spring

Conventional SCV

External View

Solenoid

Valve Body Needle Valve Cross Section

Q002340E

Solenoid

Compact SCV Valve Body

Return Spring

Needle Valve External View

Cross Section

Q002309E

Operation Section

1 – 31

Duty Ratio Control - The engine ECU outputs sawtooth wave signals with a constant frequency. The value of the current is the effective (average) value of these signals. As the effective value increases, the valve opening decreases, and as the effective value decreases, the valve opening increases. Low Suction Quantity

High Suction Quantity

e g a ON t l o V g n i t a OFF u t c A

t n e r r u C

Average Current Difference QD0710E

When the SCV Energized Duration (Duty ON Time) is Short - When the SCV energization time is short, the average current flowing through the solenoid is small. As a result, the needle valve is returned by spring force, creating a large valve opening. Subsequently, the fuel suction quantity increases.

Conventional SCV

Feed Pump

Large Valve Opening

SCV

Needle Valve Q002341E

1 – 32

Operation Section

Compact SCV

Feed Pump

Needle Valve

Large Opening Q002321E

When the SCV Energized Duration (Duty ON Time) is Long - When the energization time is long, the average current flowing to the solenoid is large. As a result, the needle valve is pressed out (in the compact SCV, the needle valve is pulled), creating a small valve opening. Subsequently, the fuel suction quantity decreases.

Conventional SCV Feed Pump

Small Opening

SCV


Operation Section

1 – 33

Compact SCV Feed Pump

Needle Valve

SCV

Small Valve Opening Q002322E

Operation Section

1 – 34

Normally Closed Type - When the solenoid is energized, the needle valve is pressed upon (in the compact SCV, the cylinder is pulled upon) by the armature, completely opening the fuel passage and supplying fuel to the plunger. (Total quantity suctioned → Total

quantity discharged)

- When power is removed from the solenoid, the return spring presses the needle valve back to the original position, closing the fuel passage. - The solenoid ON/OFF is actuated by duty ratio control. Fuel is supplied in an amount corresponding to the open surface area of the passage, which depends on the duty ratio, and then is discharged by the plungers.

Return Spring

Conventional SCV


Solenoid

Valve Body Cross Section

Valve Body

Compact SCV

Q002343E

Solenoid Return Spring


Cross Section Q002323E

Duty Ratio Control - The engine ECU outputs sawtooth wave signals with a constant frequency. The value of the current is the effective (average) value of these signals. As the effective value increases, the valve opening increases, and as the effective value decreases, the valve opening decreases.

e g a t l ON o V g n i t a OFF u t c A t n e r r u C

High Suction Quantity

Low Suction Quantity

Average Current Difference

Q000844E

Operation Section

1 – 35

When the SCV Energized Duration (Duty ON Time) is Long - When the energization time is long, the average current flowing to the solenoid is large. As a result, the needle valve is pushed out (in the compact SCV, the needle valve is pulled), creating a large valve opening. Subsequently, the fuel suction quantity increases.


Needle Valve

SCV

Large Opening Q002344E

Compact SCV SCV Feed Pump

Large Valve Opening

Needle Valve Q002324 E

1 – 36

Operation Section

When the SCV Energized Duration (Duty ON Time) is Short - When the energization time is short, the average current flowing through the solenoid is small. As a result, the needle valve is returned to the original position by spring force, creating a small valve opening. Subsequently, the fuel suction quantity decreases.


Needle Valve

SCV

Small Opening Q002345E

Compact SCV Feed Pump

Small Valve Opening

SCV


Operation Section

1 – 37

Pump Unit (Eccentric Cam, Ring Cam, Plunger) • The eccentric cam is attached to the camshaft and the ring cam is installed on the eccentric cam. There are two plungers at positions symmetrical above and below the ring cam.

Ring Cam

Plunger A

Camshaft

Feed Pump Eccentric Cam

Plunger B Q000845E

• Because the rotation of the camshaft makes the eccentric cam rotate eccentrically, the ring cam follows this and moves up and down, and this moves the two plungers reciprocally. (The ring cam itself does not rotate.)

Eccentric Cam

Ring Cam

Camshaft

Q000846E

1 – 38

Operation Section

Delivery Valve • The delivery valve for the HP3 has an integrated element and is made up of the check ball, spring, and holder. When the pressure at the plunger exceeds the pressure in the rail, the check ball opens to discharge the fuel.

Element

Check Ball Holder

Spring

Plunger

Q000847E

Fuel Temperature Sensor • The fuel temperature sensor is installed on the fuel intake side and utilizes the characteristics of a thermistor in which the electric resistance changes with the temperature in order to detect the fuel temperature.


Thermistor e u l a V e c n a t s i s e R

Temperature

Q000848E

Operation Section

1 – 39

(4) Supply Pump Operation Supply Pump Overall Fuel Flow • The fuel is suctioned by the feed pump from the fuel tank and sent to the SCV. At this time, the regulating valve adjusts the fuel pressure to below a certain level. The fuel sent from the feed pump has the required discharge quantity ad justed by the SCV, and enters the pump unit through the suction valve. The fuel pumped by the pump unit is pumped through the delivery valve to the rail.

Inject

Rail

Discharge Valve From Pump

Suction Pressure Feed Pressure High Pressure Return Pressure

Suction Valve Plunger Return Spring

To Rail Return Combustion Overflow Regulating Valve

Filter Camshaft

Feed Pump Fuel Intake Port

Suction

Fuel Filter (With Priming Pump) Fuel Tank Q000849E

1 – 40

Operation Section

Operation • The discharge quantity is controlled by SCV control, the same as for the HP2, however it differs from the HP2 in that the valve opening is adjusted by duty ratio control. • In the intake stroke, the spring makes the plunger follow the movement of the ring cam, so the plunger descends together with the ring cam. Thus, unlike the HP2, the plunger itself also suctions in fuel. When the suctioned fuel passes through the SCV, the flow quantity is controlled to the required discharge quantity by the valve opening and enters the pump main unit. • The quantity of fuel adjusted by the SCV is pumped during the pumping stroke.

Suction Valve Plunger A

Delivery Valve

Eccentric Cam

Ring Cam SCV Plunger B Plunger A: End of Compression

Plunger A: Start of Suction

Plunger B: End of Suction

Plunger B: Start of Compression

Plunger A: Start of Compression

Plunger A: End of Suction

Plunger B: Start of Suction

Plunger B: End of Compression QD0707E

Operation Section

1 – 41

3.4 HP4 Type (1) Construction and Characteristics • The HP4 basic supply pump construction is the same as for the HP3. The composition is also the same as the HP3, being made up of the pump unit (eccentric cam, ring cam, plunger), the SCV (suction control valve), the fuel temperature sensor, and the feed pump. The main difference is that there are three plungers. • Because there are three plungers, they are positioned at intervals of 120? around the outside of the ring cam. In addition, the fuel delivery capacity is 1.5 times that of the HP3. • The fuel discharge quantity is controlled by the SCV, the same as for the HP3.


Fuel Temperature Sensor Delivery Valve

Feed Pump

Plunger Eccentric Cam

Suction Valve Q000850E

1 – 42

Operation Section

(2) Exploded View

SCV

IN Filter


Feed Pump Regulating Valve

OUT Pump Body Ring Cam Camshaft

Q000457E

Operation Section

1 – 43


Functions

Feed Pump

Draws fuel from the fuel tank and feeds it to the plunger.

Regulating Valve



Controls the quantity of fuel that is fed to the plungers.

Pump Unit

Eccentric Cam

Actuates the ring cam.

Ring Cam


Plunger


Suction Valve

Prevents reverse flow of compressed fuel into the SCV.

Delivery Valve

Prevents reverse flow from the rail of the fuel pumped from the plunger.



• The HP4 supply pump component parts and functions are basically the same as for the HP3. The explanations below only cover those points on which the HP4 differs from the HP3. For other parts, see the appropriate i tem in the explanation of the HP3. Pump Unit (Eccentric Cam, Ring Cam, Plunger) • A triangular ring cam is installed on the eccentric cam on the drive shaft, and three plungers are installed to the ring cam at intervals of 120°.

Plunger

Camshaft

Eccentric Cam

Ring Cam

Q000851E

1 – 44

Operation Section

• Because the rotation of the camshaft makes the eccentric cam rotate eccentrically, the ring cam follows this and this moves the three plungers reciprocally. (The ring cam itself does not rotate.)

Ring Cam

Plunger #1

Plunger #2 End of Pumping

Pumping

Eccentric Cam

Camshaft Rotate 120 Clockwise

Camshaft


Suction Plunger #3

Pumping

Suction

Suction

End of Pumping


End of Pumping

Pumping D000852E

Operation Section

1 – 45

(4) Supply Pump Operation Supply Pump Overall Fuel Flow • The fuel is suctioned by the feed pump from the fuel tank and sent to the SCV. At this time, the regulating valve adjusts the fuel pressure to below a certain level. The fuel sent from the feed pump has the required discharge quantity ad justed by the SCV, and enters the pump unit through the suction valve. The fuel pumped by the pump unit is pumped through the delivery valve to the rail.

Feed Pump from Fuel Tank (Suction) SCV from Feed Pump (Low Pressure) Pump Unit from SCV (Low-Pressure Adjustment Complete) From Pump Unit to Rail (High Pressure) SCV

Camshaft

To Rail From Fuel Tank

Feed Pump

Ring Cam

Plunger Delivery Valve

Suction Valve Q000853E

Operation • The discharge quantity is controlled by the SCV. As with the HP3, the valve opening is adjusted by duty ratio control. The only difference from the HP3 is the shape of the pump unit. Operation and control are basically the same. For details on operation and control, see the explanation of the HP3.

Operation Section

1 – 46

4. RAIL DESCCRIPTION 4.1 Rail Functions and Composition 

The function of the rail is to distribute fuel pressurized by the supply pump to each cylinder injector.



The shape of the rail depends on the model and the component parts vary accordingly.



The component parts are the rail pressure sensor (Pc sensor), pressure limiter, and for some models a flow damper and pressure discharge valve.

Pressure Limiter Flow Damper

Rail

Rail Pressure Sensor (Pc Sensor)

Pressure Discharge Valve

Rail

Pressure Limiter

Rail Pressure Sensor (Pc Sensor) Q000854E

4.2 Component Part Construction and Operation Component Parts Rail

Functions Stores pressurized fuel that has been pumped from the supply pump and distributes the fuel to each cylinder injector.

Pressure Limiter

Opens the valve to release pressure if the pressure in the rail becomes abnormally high.

Rail Pressure Sensor (Pc Sensor)

Detects the fuel pressure in the rail.

Flow Damper

Reduces the pressure pulsations of fuel in the rail. If fuel flows out excessively, the damper closes the fuel passage to prevent further flow of fuel. Mostly used with engines for large vehicles.


Controls the fuel pressure in the rail. Mostly used with engines for passenger cars.

Operation Section

1 – 47

(1) Pressure Limiter • The pressure limiter opens to release the pressure if abnormally high pressure is generated. If pressure within the rail becomes abnormally high, the pressure limiter operates (opens). It resumes operation (closes) after the pressure falls to a certain level. Fuel released by the pressure limiter returns to the fuel tank. < NOTE > The operating pressures for the pressure limiter depend on the vehicle model and are a pproximately 140-230MPa for the valve opening pressure, and approximately 30-50MPa for the valve closing pressure.

Leak (To Fuel Tank)

Pressure Limiter

Abnormally High Pressure

Valve Open

Valve Close

Return Rail Pressure

Q000855E

(2) Rail Pressure Sensor (Pc Sensor) • The rail pressure sensor (Pc sensor) is installed on the rail. It detects the fuel pressure in the rail and sends a signal to the engine ECU. This is a semi-conductor sensor that uses the piezo-electric effect of the electrical resistance varying when pressure is applied to a silicon element.

Output Common Rail Voltage Pressure Characteristic

Sensor Wiring Diagram Vcc Pc

Vout

Vout e g a t l o V t u p t u O

ECU

GND GND

Vout

Vcc=5V

+5V

Vcc

Rail Pressure

Q000856E

• There are also rail pressure sensors that have dual systems to provide a backup in case of breakdown. The output voltage is offset.

E2S PR2 VCS

Pc Sensors

VC VCS

+5V

PR PR2

ECU ECU

E2 E2S VC

PR

E2

Vout/Vcc

Vcc=5V

1 e g a t l o V t u p t u O

2 e g a t l o V t u p t u O

Rail Pressure Q000857E

1 – 48

Operation Section

(3) Flow Damper • The flow damper reduces the pressure pulsations of the fuel in the pressurized pipe and supplies fuel to the injectors at a stabilized pressure. The flow damper also presents abnormal discharge of fuel by shutting off the fuel passage in the event of excess fuel discharge, for example due to fuel leaking from an injection pipe or injector. Some flow dampers combine a piston and ball, and some have only a piston.

Type Combining Piston and Ball Piston

Ball

Seat

Piston-Only Type Piston

Seat

Spring

Spring Q000858E

Operation of Piston-and-Ball Type - When a pressure pulse occurs in a high-pressure pipe, the resistance of it passing through the orifice disrupts the balance between the rail side and injector side pressures, so the piston and ball move to the injector side, absorbing the pressure pulse. With normal pressure pulses, since the rail side and injector side pressures are soon balanced, the piston and ball are pushed back to the rail side by the spring. If there is an abnormal discharge, for example due to an injector side fuel leak, the amount of fuel passing through the orifice cannot be balanced out and the piston presses the ball against the seat, so the passage for fuel to the injector is shut off.

· During Pressure Pulse Absorption Piston

· Fuel Cut-Off

Ball

Spring

Seat Q000859E

Operation of Piston-Only Type - The piston contacts the seat directly and the piston shuts off the fuel passage directly. Operation is the same as for the piston-and-ball type.

· During Pressure Pulse Absorption Piston

· Fuel Cut-Off Seat

Spring Q000860E

Operation Section

1 – 49

(4) Pressure Discharge Valve • The pressure discharge valve controls the fuel pressure in the rail. When rail fuel pressure exceeds the target injection pressure, or when the engine ECU judges that rail fuel pressure exceeds the target value, the pressure discharge valve solenoid coil is energized. This opens the pressure discharge valve passage, allowing fuel to leak back to the fuel tank, and reducing rail fuel pressure to the target pressure.

Solenoid Coil


Rail

Operating ON

ECU To Fuel tank

Q000861E

1 – 50

Operation Section

5. INJECTOR DESCRIPTION 5.1 General Description 

The injector injects the pressurized fuel in the rail into the engine combustion chamber at the optimal injection timing, injection quantity, injection rate, and injection pattern, in accordance with signals from the ECU.



Injection is controlled using a TWV (Two-Way Valve) and orifice. The TWV controls the pressure in the control chamber to control the start and end of injection. The orifice controls the injection rate by restraining the speed at which the nozzle opens.



The command piston opens and closes the valve by transmitting the control chamber pressure to the nozzle needle.



When the nozzle needle valve is open, the nozzle atomizes the fuel and injects it.



There are three types of injectors: the X1, X2, and G2.

TWV


Orifice ECU Control Chamber Portion Rail Command Piston

Supply Pump

Nozzle Needle

Nozzle

Q000862E

Operation Section

1 – 51

5.2 Injector Construction and Features 

The injector consists of a nozzle similar to the conventional "nozzle & nozzle holder", an orifice that controls the injection rate, the command piston, and a TWV (two-way solenoid valve). The basic construction is the same for the X1, X2, and G2 types.

(1) X1 Type • Precision control is attained through electronic control of the injection. The TWV comprises two valves: the inner valve (fixed) and the outer valve (movable).

Solenoid TWV

Inner Valve Outer Valve

Command Piston

Orifice 1

Orifice 2

Nozzle

Q000863E

1 – 52

Operation Section

(2) X2 Type • By reducing the injector actuation load, the injector has been made more compact and energy efficient, and its injection precision has been improved. The TWV directly opens and closes the outlet orifice.

Hollow Screw with Damper

Solenoid Valve

Control Chamber

From Rail

O-ring Command Piston

Nozzle Spring Pressure Pin Seat

Leak Passage

High-Pressure Fuel

Nozzle Needle

Q000864E

Operation Section

1 – 53

(3) G2 Type • To ensure high pressure, the G2 type has improved pressure strength, sealing performance and pressure wear resistance. It also has improved high-speed operability, enabling higher-precision injection control and multi-injection.

To Fuel Tank

Connector

Solenoid Valve

From Rail

Command Piston

Nozzle Spring Pressure Pin

Nozzle Needle Seat

Leak Passage

Q000865E

< NOTE > Multi-injection means that for the purpose of reducing exhaust gas emissions and noise, the main injection is accomplished with one to five injections of fuel without changing the injection quantity.

Example : Pattern with Five Injections y t i t n a u Q n o i t c Pilot Injection e j n I

Main Injection

Pre-Injection

After-Injection

Time

Post-Injection

Q000866E

Operation Section

1 – 54

5.3 5.3 Inje Inject ctor or Oper Operat atio ion n 

The injector controls injection through the fuel pressure in the control chamber. The TWV executes leak control of the fuel in the control chamber to control the fuel pressure within the control chamber. chamber. The TWV varies with the injector type. Non-Injection • When the TWV is not energized, the TWV shuts off off the leak passage from the control chamber, chamber, so the fuel pressure in the control chamber and the fuel pressure applied to the nozzle needle are both the same rail pressure. The nozzle needle thus closes due to the difference between the pressure-bearing surface area of the command piston and the force of the nozzle spring, and fuel is not injected. For the X1 type, the leak passage from the control chamber is shut off by the outer valve being pressed against the seat by th e force of the spring, and the fuel pressure within the outer valve. For the X2/G2 types, the control chamber outlet orifice is closed directly by the force of the spring. Injection • When TWV energization starts, starts, the TWV valve valve is pulled up, opening the leak passage from the control chamber. chamber. When this leak passage opens, the fuel in the control chamber leaks out and the pressure drops. Because of the drop in pressure within the control chamber, the pressure on the nozzle needle overcomes the force pressing down, the nozzle needle is pushed up, and injection starts. When fuel leaks from the control chamber, the flow quantity is restricted by the orifice, so the nozzle opens gradually. The injection rate rises as the nozzle opens. As current continues to be applied to the TWV, the nozzle needle eventually reaches the maximum amount of lift, which results in the maximum injection rate. Excess fuel is returned to the fuel tank through the path shown. End of Injection • When TWV energization ends, the valve descends, closing closing the leak passage from the control chamber. chamber. When the leak passage closes, the fuel pressure within the control chamber instantly returns to the rail pressure, the nozzle closes suddenly, suddenly, and injection stops.

X2 · G2 Solenoid

Leak Passage

TWV Actuating Current

X1

To Fuel Tank Inner Valve

Actuating Current

Outer Valve

Actuating Current

TWV

Rail

Leak Passage

Outlet Orifice

Control Outlet Orifice Chamber Pressure

Inlet Orifice

Control Chamber Pressure

Control Chamber Pressure

Command Piston Injection Rate

Injection Rate

Injection Rate

Nozzle

Non-Injection

Injection

End of Injection Q000867E

Operation Section

1 – 55

5.4 Injec Injector tor Actua Actuatio tion n Circui Circuitt 

In order to improve injector responsiveness, the actuation voltage has been changed to high voltage, speeding up both solenoid magnetization and the response of the TWV. TWV. The EDU or the charge circuit in the ECU raises the respective battery voltage to approximately 110V, 110V, which is supplied to the injector by signal from the ECU to actuate the injector.

EDU Actuation EDU

Constant Amperage Circuit Circuit

Charging Circuit

High Voltage Generation Circuit

Injector

INJ#1 (No.1 Cylinder) Actuating Current

IJt

INJ#2 (No.3 Cylinder)

ECU


Control Circuit

IJf


ECU Direct Actuation Common 2 Common 1 Injector

ECU

Constant Amperage Circuit Constant Amperage Circuit High Voltage Generation Circuit

2WV#1 (No.1 Cylinder)

Actuating Current 2WV#2 (No.5 Cylinder) 2WV#3 (No.3 Cylinder) 2WV#4 (No.6 Cylinder) 2WV#5 (No.2 Cylinder) 2WV#6 (No.4 Cylinder)

Q000868E

1 – 56

Operation Section

5.5 Other Other Inject Injector or Compon Component ent Part Parts s (1) (1) Hollow Hollow Scre Screw w with with Dampe Damper r • The hollow screw with damper enhances injection injection quantity accuracy, accuracy, by reducing the back-pressure pulsations pulsations (pressure fluctuations) of the leak fuel. In addition, it minimizes the back-pressure dependence (the effect of the pressure in the leak pipe changing the injection quantity even though the injection command is the same) of the fuel in the leak pipe.

Hollow Screw with Damper O-ring Damper

O-ring To Fuel tank Q000869E

(2) Connecto Connectorr with with Correct Correction ion Resis Resistor tor • The connector with correction correction resistor has a built-in correction correction resistor in the connector section section to minimize injection quantity variation among the cylinders.

Correction Resistor Terminal Solenoid Terminal

Q000870E

Operation Section

1 – 57

(3) (3) Inject Injector or with with QR Code Codes s • QR (Quick Response) Response) codes have been adopted to enhance correction precision. The QR code, which contains contains the correction data of the injector, is written to the engine ECU. QR codes have resulted in a substantial increase in the number of fuel injection quantity correction points, greatly improving injection quantity precision.

· QR Code Correction Points (Example)

QR Codes 10EA01EB 13EA01EB 0300 0000 0000 BC

ID Codes

Pressure Parameter

y t i t n a u Q n o i t c e j n I

Actuating Pulse Width TQ

Q000871E

< NOTE > QR codes are a new two-dimensional code that was developed by DENSO. In addition to injection quantity correction data, the code contains the part number and the product number, number, which can be read at extremely high speeds.

1 – 58

Operation Section

Handling Injectors with QR Codes (Reference) - Injectors with QR codes have have the engine ECU recognize and correct the injectors, injectors, so when an injector or the engine ECU is replaced, it is necessary to register the injector's ID code in the engine ECU. Replacing the Injector - It is necessary necessary to register the ID code of the the injector that has been replaced in the engine ECU.

"No correction resistance, so no electrical recognition capability."

Spare Injector Engine ECU

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

QD1536E

Replacing the Engine ECU - It is necessary to register the ID codes of all the vehicle injectors in the engine ECU.

"No correction resistance, so no electrical recognition capability."

Vehicle-Side Vehic le-Side Injector

Spare Engine ECU

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

Q000985E

Operation Section

1 – 59

6. DESCRIPTION OF CONTROL SYSTEM COMPONENTS 6.1 Engine Engine Control Control System Diagram Diagram (Referen (Reference) ce) Accelerator Position Sensor Ignition Switch Signal Starter Signal

Supply Pump PCV(HP0)

Warm-Up Switch Signal Vehicle Speed Signal

SCV(HP2·3·4) TDC(G) Sensor (HP0)

Engine ECU

Fuel Temperature Sensor (HP2·3·4)

Charge Circuit EDU Pressure Discharge Valve Pressure Limiter Rail

Flow Damper (Large Vehicles)


Intake Air Temperature Sensor

Airflow Meter (with Intake Air Temperature Sensor) E-VRV for EGR To Fuel Tank


Fuel Temperature Temperature Sensor (HP0)

Injector EGR Shut-Off VSV


Cylinder Recognition Sensor (TDC (G) Sensor: HP2, 3, 4) Crankshaft Position Sensor (Engine Speed Sensor)

Flywheel

Supply Pump PCV

TDC (G) Sensor

Fuel Temperature Sensor SCV

Fuel Temperature Sensor SCV

SCV

Fuel Temperature Sensor HP0

HP2

HP3

HP4 Q000874E

Operation Section

1 – 60

6.2 Engine ECU (Electronic Control Unit) 

The engine ECU constantly ascertains the status of the engine th rough signals from the sensors, calculates fuel injection quantities etc. appropriate to the conditions, actuates the actuators, and controls to keep the engine in an optimal state. The injectors are actuated by either the EDU or the charge circuit in the engine ECU. This actuation circuit depends on the specifications of the model it is mounted in. The ECU also has a diagnosis function for recording system troubles.

Sensors

Engine ECU

Actuators

Actuation Circuit

EDU or


Injector

Charge Circuit (Built into ECU)


Engine ECU Supply Pump (PCV : HP0, SCV : HP2 · HP3 · HP4) Accelerator Position Sensor

Other Sensors

Other Actuators

Q000875E

6.3 EDU (Electronic Driving Unit) (1) General Description • An EDU is provided to enable high-speed actuation of the injectors. The EDU has a high-voltage generation device (DC/DC converter) and supplies high voltage to the injectors to actuate the injectors at high speed.

Actuation Signal Actuation Output ECU

Check Signal

EDU

Q000876E

Operation Section

1 – 61

(2) Operation • The high-voltage generating device in the EDU converts the battery voltage into high voltage. The ECU sends signals to terminals B through E of the EDU in accordance with the signals from the sensors. Upon receiving these signals, the EDU outputs signals to the injectors from terminals H through K. At this time, terminal F outputs the IJf injection verification signal to the ECU.

+B

COM A

L

High Voltage Generation Circuit

IJt#1 IJt#2

I

C Control Circuit

IJt#3

ECU

H

B

J

D

IJt#4

K

E

IJf

IJt#1 IJt#2 IJt#3 IJt#4

F

G

M

GND

GND

Q000877E

6.4 Various Sensors Various Sensor Functions Sensor Crankshaft

Position

Functions Sensor Detects the crankshaft angle and outputs the engine speed signal.

(Engine Speed Sensor) Cylinder

Recognition

Sensor Identifies the cylinders.

(TDC (G) Sensor) Accelerator Position Sensor

Detects the opening angle of the accelerator pedal.


Detects the temperature of the intake air after it has passed through the turbocharger.

Mass Airflow Meter

Detects the flow rate of the intake air. It also contains an intake air temperature sensor that detects the temperature of the intake air (atmospheric temperature).


Detects the engine coolant temperature.




Detects the intake air pressure.

Atmospheric Pressure Sensor

Detects the atmospheric pressure.

1 – 62

Operation Section

(1) Crankshaft Position Sensor (Engine Speed Sensor) and Cylinder Recognition Sensor {TDC (G) Sensor} Crankshaft Position Sensor (Engine Speed Sensor) • The crankshaft position sensor is installed near the crankshaft timing gear or the flywheel. The sensor unit is a MPU (magnetic pickup) type. When the engine speed pulsar gear installed on the crankshaft passes the sensor section, the magnetic field of the coil within the sensor changes, generating AC voltage. This AC voltage is detected by the engine ECU as the detection signal. The number of pulses for the engine speed pulsar depends on the specifications of the vehicle the sensor is mounted in. Cylinder Recognition Sensor {TDC (G) Sensor} • The cylinder recognition sensor is installed on the supply pump unit for the HP0 system, but for the HP2, HP3, or HP4 system, it is installed near the supply pump timing gear. Sensor unit construction consists of the MPU type, which is the same as for the crankshaft position sensor, and the MRE (magnetic resistance element) type. For the MRE type, when the pulsar passes the sensor, the magnetic resistance changes and the voltage passing through the sensor changes. This change in voltage is amplified by the internal IC circuit and output to the engine ECU. The number of pulses for the TDC pulsar depends on the specifications of the vehicle the sensor is mounted in. Sensor Mounting Position (Reference)


Pulsar (Gearless Section)

Pulsar

For MPU Type Engine Speed Pulsar

For MRE Type

TDC (G) Pulsar Crankshaft Position Sensor (Engine Speed Sensor)

External View of Sensor NEShielded TDC(G)- TDC(G) Wire NE+

Circuit Diagram VCC GND TDC(G)

MPU Type

TDC(G)


TDC (G) Input Circuit

VCC TDC(G) GND

MRE Type

MPU Type

ECU

NE

MRE Type

Engine Speed Input Circuit


Pulse Chart (Reference) 360 CA

360 CA

Engine Speed Pulse

TDC (G) Pulse

MPU Type MRE Type 0V 720 CA

Q000878E

Operation Section

1 – 63

(2) Accelerator Position Sensor • The accelerator position sensor converts the accelerator opening into an electric signal and outputs it to the engine ECU. There are two types of accelerator position sensor: the hall element type and the contact type. In addition, to provide backup in the event of breakdown, there are two systems and the output voltage is offset. Hall Element Type - This sensor uses a hall element to generate voltage from change in the direction of the magnetic field. A magnet is installed on the shaft that rotates linked with the accelerator pedal, and the rotation of this shaft changes the magnetic field of the Hall element. The voltage generated by this change in the magnetic field is amplified by an amplifier and input to the engine ECU.

Amplifier No. 1 Magnets (Pair)

A-VCC

) V ( 4 e g a t l 3 o V t u 2 p t u O1 P C C A V 0

+5V

VACCP1 A-GND A-VCC

+5V

VACCP2 A-GND

ECU Accelerat or Pedal

Amplifier No. 2 Hall Elements (2)

50 100 Accelerator Opening (%)

Q000879E

Contact Type - The sensor uses a contact-type variable resistor. Since the lever moves linked with the accelerator pedal, the sensor resistance value varies with the accelerator pedal opening. Therefore, the voltage passing the sensor changes, and this voltage is input to the engine ECU as the accelerator opening signal.


Accelerator Position Sensor Output Voltage Characteristic

Accelerator Position Sensor Circuit Diagram Fully Open Fully Closed

Fully Closed Fully Open

EP2 VPA2 VCP2 EP1 VPA1 VCP1

e g a t l o V t u p t u O

VPA2 VPA1

Fully Closed Fully Open Accelerator Pedal Position Q000880E

1 – 64

Operation Section

(3) Intake Air Temperature Sensor • The intake air temperature sensor detects the temperature of the intake air after it has passed the turbocharger. The sensor portion that detects the temperature contains a thermistor. The thermistor, which has an electrical resistance that changes with temperature, is used to detect the intake air temperature.

Thermistor


e c n a t s i s e R

Temperature Q000881E

(4) Mass Airflow Meter (with Built-In Intake Air Temperature Sensor) • The mass air flow meter is installed behind the air cleaner and detects the intake air flow (mass flow). This sensor is a hot-wire type. Since the electrical resistance of the hot wire varies with the temperature, this characteristic is utilized to measure the intake air quantity. The mass airflow meter also has a built-in intake air temperature sensor (thermistor type) and detects the intake air temperature (atmospheric temperature). Intake Air Temperature Temperature Sensor Resistance Characteristic


+B

Hot Wire

E2G

VG THAF

e c n a t s i s e R

E2

Temperature C ( F)

Q000882E

(5) Coolant Temperature Sensor • The coolant temperature sensor is installed on the cylinder block and detects the coolant temperature. This sensor is a thermistor type.

ECU

Coolant Temperature Water Temperature Sensor Resistance Characteristic +5V

Thermistor

VTHW

A-GND

e u l a V e c n a t s i s e R

Coolant Temperature Q000883E

Operation Section

1 – 65

(6) Fuel Temperature Sensor • This is a thermistor type sensor that detects the fuel temperature. In the HP2, HP3, and HP4 systems, this sensor is installed on the supply pump unit, but in the HP0 system, it is i nstalled on a leak pipe from an injector.


Thermistor e u l a V e c n a t s i s e R

Temperature

Q000848E

(7) Intake Air Temperature Sensor and Atmospheric Pressure Sensor • This sensor is a semiconductor type sensor. It measures pressure utilizing the piezoelectric effect that when the pressure on the silicon element in the sensor changes, its electrical resistance changes. In addition, the air pressure on this sensor is switched between the pressure within the intake manifold and the atmospheric pressure, so both the intake air pressure and the atmospheric pressure are detected with one sensor. The switching between intake air pressure and atmospheric pressure is handled by the VSV (vacuum switching valve). When any one of the conditions below is established, the VSV is switched ON for 150 msec. by command of the engine ECU to detect the atmospheric pressure. When none of the conditions below is established, the VSV is switched OFF to detect the intake air pressure. Atmospheric Pressure Measurement Conditions - Engine speed = 0 rpm - Starter ON - Stable idling state

PIM Output Voltage VC

PIM

E2

Pressure Characteristic


Absolute Pressure

Q000885E

1 – 66

Operation Section

7. CONTROL SYSTEM 7.1 Fuel Fuel Inje Injecti ction on Control Control (1) (1) Genera Generall Des Descri cripti ption on • This system effects effects more appropriate control of the fuel injection quantity and injection timing than the mechanical mechanical governor or timer used in the conventional injection pump. The engine ECU performs the necessary calculations based on the signals that are received from the sensors located on the engine and the vehicle. Then, the ECU controls the timing and duration of the current that is applied to the injectors in order to obtain optimal injection timing and injection quantity. quantity.

(2) Various arious Types Types of Fuel Fuel Injection Injection Controls Controls Control Fuel Fuel Inject Injection ion Quant Quantity ity Contro Controll

Functions This This contro controll replac replaces es the the functi function on of the the gove governo rnorr in the the conve conventi ntiona onall inject injection ion pump. It achieves optimal injection quantity by effecting control in accordance with the engine speed and accelerator opening signals.

Fuel Fuel Inje Inject ctio ion n Timi Timing ng Cont Contro roll

This This con contr trol ol rep repla lace ces s the the func functi tion on of of the tim timer er in in the con conve vent ntio iona nall injec injecti tion on pum pump. p. It It achieves optimal injection timing by effecting control in accordance with the engine speed and the injection quantity.

Fuel Injection Rate Control

This function controls the ratio of the fuel quantity that is injected from the orifice of

(Pilot Injection Control)

the injector within a given unit of time.

Fuel Fuel Inject Injection ion Press Pressure ure Contro Controll

This This contro controll uses uses the rail rail press pressure ure sens sensor or to measu measure re the fuel fuel press pressure ure,, and it feeds this data to the engine ECU in order to control the pump discharge quantity. quantity.

Operation Section

1 – 67

(3) Fuel Injection Injection Quantity Quantity Control Control General Description • This control determines the fuel injection injection quantity by adding coolant temperature, temperature, fuel temperature, intake air temperature, and intake air pressure corrections to the basic injection quantity. quantity. The engine ECU calculates the basic injection quantity based on the engine operating conditions and driving conditions. Injection Quantity Calculation Method • The calculation consists consists of a comparison comparison of the following two values: 1. The basic injection injection quantity that is obtained from the governor pattern, which is calculated from the accelerator position and the engine speed. 2. The injection quantity obtained by adding various various types of corrections corrections to the maximum maximum injection quantity obtained from the engine speed. The lesser of the two injection quantities is used as the basis for the final injection quantity. quantity.

Acceleratorr Opening Accelerato y n t i o t i t n c a e u j n Q I

Engine Speed

Accelerator Accelera tor Opening Open ing Basic Injection Quantity Engine Speed

Low Quantity Side Selected

Corrected Final Injection Quantity

Injector Actuation Period Calculation

Maximum Injection Quantity Individual Cylinder Correction Quantity Speed Correction Injection Pressure Correction y n t o i t i t n c a e u j n Q I

Engine Speed

Intake Air Pressure Correction Intake Air Temperature Correction Atmospheric Pressure Pressure Correction Ambient Temperature Correction Correction Cold Engine Maximum Injection Quantity Correction

Q000887E

1 – 68

Operation Section

Set Injection Quantities • Basic Injection Injection Quanti Quantity ty This quantity is determined by the engine speed and the accelerator opening. With the engine speed constant, if the accelerator opening increases, the injection quantity increases; with the accelerator opening constant, if the engine speed rises, the injection quantity decreases.

y t i t n a u Q n o i t c e j n I c i s a B

Accelerator Opening

Engine Speed

Q000888E

• Startin Starting g Injection Injection Quantity Quantity This is determined based on the basic injection quantity for when the engine starts up and the added corrections for the starter S/W ON time, the engine speed, and the coolant temperature. If the coolant temperature is low, low, the injection quantity is increased. When the engine has completely started up, this mode is cancelled.

Coolant Temperature y t i t n a u Q n o i t c e j n I

High

Low

Starting Base Injection Quantity STA ON Time STA ON

Starting Q000889E

• Injection Quantity for Maximum Maximum Speed Speed Setting Determined by the engine speed. The injection quantity is restricted to prevent an excessive rise in engine speed (overrun).


Injection Quantity for Maximum Speed Setting

Engine Speed

Q000890E

Operation Section

1 – 69

• Maximum Maximum Injectio Injection n Quantity Quantity This is determined based on the basic maximum injection quantity determined by the engine speed, and the added corrections for coolant temperature, fuel temperature, intake air temperature, atmospheric temperature, intake air pressure, atmospheric pressure, and full Q adjustment resistance (only for the 1st generation HP0 system), etc.

y t i t m u n m a i u x Q a M n o c i t i s c e a j n B I

Engine Speed QB0717E

Corrections • Cold Engine Maximum Injection Quantity Correction When the coolant temperature is low, whether during start-up or during normal operation, this correction increases the injection quantity. quantity.


Engine Speed Q000891E

• Intake Intake Air Pressure Pressure Correctio Correction n When the intake air pressure is low, the maximum injection quantity is restricted in order to reduce the emission of black smoke.


Intake Air Pressure Correction Quantity


1 – 70

Operation Section

• Atmospher Atmospheric ic Pressure Pressure Correction Correction The maximum injection quantity is increased and decreased according to the atmospheric pressure. When the atmospheric pressure is high, the maximum injection quantity is increased.


Atmospheric Pressure Pressure Correction Quantity Engine Speed Q000893E

• Injection Quantity Quantity Delay Correction for Acceleration Acceleration During acceleration, if there is a large change in the accelerator pedal opening, the injection quantity increase is delayed in order to prevent black smoke emissions. emissions.


Change in Accelerator Pedal Position

Injection Quantity After Correction Delay Time Q000487E

• Full Q Adjustment Resistance Resistance (Only for 1st Generation HP0 Systems) Systems) The full Q resistance is for correcting the injection quantity for a full load. The maximum injection quantity is increased or decreased by the car manufacturer to match to standards. There are 15 types of full Q adjustment resistance. The appropriate one is selected and used. ECU +5V VLQC

A-GND

y t i t n t a n u e Q m t n s i u o t j d c e A j n y I t i n t n i o a t u c e Q r r o C

Quantity Adjustment Resistor Correction Voltage

Operation Section

1 – 71

(4) (4) Fuel Fuel Injecti Injection on Rate Rate Contr Control ol • Although the injection rate increases increases with the adoption of high-pressure high-pressure fuel injection, the ignition lag, which which is the delay from the start of injection to the beginning of combustion, cannot be shortened to less than a certain period of time. Therefore, the quantity of fuel injected until ignition takes place increases (the initial injection rate is too high), resulting in explosive combustion simultaneous with ignition, and an increase in NOx and sound. To To counteract this situation, pilot injection is provided to keep the initial injection at the minimum requirement rate, to dampen the primary explosive combustion, and to reduce NOx and noise.

[Ordinary Injection]

[Pilot Injection]

Injection Rate

Small First-Stage Combustion

Large First-Stage Combustion

Heat Release Rate

-20

TDC

Crankshaft Angle (deg)

20

40

-20

TDC

20

40

Crankshaft Angle (deg) Q000895E

1 – 72

Operation Section

(5) Fuel Injection Timing Control • The fuel injection timing is controlled by the timing of the current applied to the injectors. After the main injection period is decided, the pilot injection and other injection timing is determined. Main Injection Timing - The basic injection timing is calculated from the engine speed (engine speed pulse) and the final injection quantity, to which various types of corrections are added in order to determine the optimal main injection timing. 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.

g n i m i T n o i t c e j n I c i s a B

l

a v r e t n I t o l

i

P

Basic Injection Timing

Pilot Interval

Engine Speed

Engine Speed

1. Outline of Injection Timing Control Timing 0 Engine Speed Pulse

Actual Top Dead Center

1

NE Pilot Injection

Injector Solenoid Valve Control Pulse

INJ

Nozzle Needle Lift

lift

Main Injection

Pilot Injection Timing

Main Injection Timing

Pilot Interval 2. Injection Timing Calculation Method

Engine Speed Injection Quantity

Main Injection Timing Basic Injection Timing

Correction Pilot Injection Timing Battery Voltage Correction Intake Air Pressure Correction Intake Air Temperature Correction Atmospher ic Pressure Correction Coolant Temperature Correction Q000896E

Operation Section

1 – 73

Split Injection - The purpose of split injection is to improve the startability of a cold engine. Before the conventional main injection takes place, this function injects two or more extremely small injections of fuel.

Main Injection

Main Injection

Pilot Injection

This is the same as conventional fuel injection. Pilot Injection Before the main injection, a small quantity of fuel is injected.

Pilot Injection

Pre-Injection

Multi-Injection If the temperature is low when the engine starts, a small quantity of fuel is injected divided over multiple injections before the main injection.

Q000897E

Multi-Injection Control (Only for Some Models) - Multi-injection control is when small injections (up to four times) are carried out before and after the main injection in accordance with the state of the main injection and engine operation. This interval (the time A-D in the diagram below) is based on the final injection quantity, engine speed, coolant temperature, and atmospheric pressure (map correction). The interval during start-up is based on the coolant temperature and engine speed.

TDC TDC (G) Pulse

A

B

C

D

Injection Rate Q000898E

(6) Fuel Injection Pressure Control • The engine ECU calculates the fuel injection pressure, which is determined by the final injection quantity and the engine speed. The calculation is based on the coolant temperature and engine speed during start-up.

Final Injection Quantity e r u s s e r P l i a R

Engine Speed

Q000899E

1 – 74

Operation Section

(7) Other Injection Quantity Control Idle Speed Control (ISC) System • The idle speed control system controls the idle speed by regulating the injection quantity in order to match the actual speed to the target speed calculated by the computer. The ISC can be automatic ISC or manual ISC. Automatic ISC - With automatic ISC, the engine ECU sets the target speed. The target engine speed varies with the type of transmission (automatic or manual), whether the air conditioner is ON or OFF, the shift position, a nd the coolant temperature.

Idle Speed Control Conditions Conditions When Control Starts

Conditions Affecting Control

· Idle Switch

· Water Temperature

· Accelerator Opening

· Air Conditioning Load

· Vehicle Speed

· Shift Position

Engine ECU Target Engine Speed Calculation

Comparison

Actual Engine Speed

Fuel injection Quantity Correction

Fuel Injection Quantity Instruction

Actuators

Q000900E

Operation Section

1 – 75

Manual ISC - The idle engine speed is controlled by the setting on the idle setting button at the driver's seat.

ECU A-VCC

+5V

d e e p S e n i g n E t e g r a T

V-IMC

A-GND

IMC Volume Terminal Voltage Q000901E

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 (Make the

t4

t for all the cylinders equal.)

Angular Speed #1

#3

#4

#2

Crankshaft Angle

#1

Correction

#3

#4

#2

Crankshaft Angle Q000902E

1 – 76

Operation Section

7.2 E-EGR System (Electric-Exhaust Gas Recirculation) (1) General Description • The E-EGR system is an electronically controlled EGR system. The EGR system recirculates a portion of the exhaust gases into the intake manifold in order to lower the combustion chamber temperature and reduce NOx emissions. However, operation of the EGR system may reduce engine power output and affect drivability. For this reason, in the E-EGR system, the engine ECU controls the EGR to achieve an optimal EGR amount. Operation Conditions Example - This operates in the operation region fulfilling the starting conditions below (one example).

· Engine Operating Conditions · · · · · Except during engine warm-up and startup, does not overheat, etc.


· EGR Operating Range · · · · · · · · For Engine Medium Load

Engine Speed

Q000501E

(2) Operation • After the vacuum pump generates a vacuum, the E-VRV (electric-vacuum regulation valve) regulates the vacuum and directs it to the diaphragm chamber of the EGR valve. In response to this vacuum, the diaphragm pushes the spring downward, which determines the opening of the EGR valve and controls the EGR volume. • The EGR cooler, which is provided in the EGR passage between the cylinder head and the intake passage, cools the EGR in order to increase the EGR volume. • The EGR cutoff VSV, which opens the diaphragm chamber to the atmosphere when the EGR valve is closed, helps to improve response. Diaphragm

Vacuum Pump Vacuum Damper

EGR Valve E-VRV Spring

EGR Shut-Off VSV

Coolant EGR Cooler

Engine Control Unit Exhaust Manifold

Engine Speed Accelerator Opening Intake Air Pressure And Atmospheric Pressure Coolant Temperature Intake Air

Relationship Between Vacuum and EGR Valve Opening Low Small

Vacuum

High

EGR Valve Opening

Large Q000903E

Operation Section

1 – 77

To Increase the EGR Quantity - The E-VRV duty ratio is controlled*1. In the stable condition shown in the bottom center diagram, an increase in the current that is applied to the coil causes the attraction force FM in the coil to increase. When this force becomes greater than the vacuum force FV that acts on the diaphragm, the moving core moves downward. Along with this movement, the port from the vacuum pump to the upper chamber of the diaphragm opens. Consequently, the output vacuum increases, which causes the EGR valve to open and the EGR volume to increase. Meanwhile, because "increased output vacuum equals increased FV", the moving core moves upward with the increase in FV. When FM and FV are equal, the port closes and the forces stabilize. Because the vacuum circuit of the EGR is a closed loop, it maintains the vacuum in a stabilized state, provided there are no changes in the a mperage. < NOTE > *1 : The engine ECU outputs sawtooth wave signals with a constant frequency. The value of the current is the effective (average) value of these signals. For details, see the explanation of the HP3 supply pump and SCV.

To Decrease the EGR Volume - A decrease in the current that is applied to the coil causes FV to become greater than FM. As a result, the diaphragm moves upward. The moving core also moves upward in conjunction with the movement of the diaphragm, causing the valve that seals the upper and lower diaphragm chambers to open. Consequently, the atmospheric pressure in the lower chamber enters the upper chamber, thus reducing the output vacuum. This causes the EGR valve to close and the EGR volume to decrease. Because "decreased output vacuum equals decreased FV", the moving core moves downward with the decrease in FV. When FM and FV are equal, the port closes and the forces stabilize.

From Vacuum Pump To EGR Valve

FV Valve Spring

Moving Core Diaphragm

FM Coil

Stator Core FM > FV EGR Quantity Increased

Atmosphere

FM < FV EGR Quantity Decreased

Q000904E

1 – 78

Operation Section

7.3 Electronically Controlled Throttle (Not Made By DENSO) (1) General Description • The electronically controlled throttle is located upstream of the EGR valve in the intake manifold. It controls the throttle valve at an optimal angle to regulate the EGR gas and reduce noise and harmful exhaust gases.

(2) Operation • Signals from the engine ECU actuate the stepping motor, which regulates the throttle valve opening. EGR Control • To further increase the EGR volume when the EGR valve is fully open, the vacuum in the intake manifold can be increased by reducing the throttle valve opening, which restricts the flow of the intake air. Noise and Exhaust Gas Reduction • When the engine is being started, the throttle valve opens fully to reduce the emissions of white and black smoke. • When the engine is being stopped, the throttle valve closes fully to reduce vibration and noise. • During normal driving, the throttle valve opening is controlled in accordance with the engine conditions, coolant temperature, and atmospheric pressure.

Stepping Motor

Throttle Valve

Q000905E

Operation Section

1 – 79

7.4 Exhaust Gas Control System (1) General Description • The exhaust gas control system is provided to improve warm-up and heater performance. This system actuates the exhaust gas control valve VSV, which is attached to the exhaust manifold. It increases the exhaust pressure to increase the exhaust temperature and engine load, in order to improve warm-up and heater performance.

Vacuum Pump Exhaust Gas Control Valve

Air Cleaner VSV

Turbo Pressure Sensor Coolant Temperature Sensor

Exhaust Gas Control Valve

EGR Valve Position Sensor

ECU

Warm-Up Switch

Mass Airflow Meter Cylinder Recognition Sensor (TDC (G) Sensor) Accelerator Position Sensor Atmospheric Pressure Sensor

Q000906E

(2) Operation • The exhaust gas control system operates when the warm-up switch is ON, and all the conditions listed below have been met. Operation Conditions - The EGR is operating. - The coolant temperature is below 70°C. - The ambient temperature is below 5°C. - A minimum of 10 seconds have elapsed after starting the engine. - The engine speed and fuel injection quantity are in the state shown in the graph below.

[Exhaust Gas Control System Operating Range]

WARM UP

Operating Range Extremely Low Torque or Engine Speed Range



1 – 80

Operation Section

7.5 DPF System (Diesel Particulate Filter) (1) General Description • This system reduces emissions of PM (particulate matter). In order to collect PM, a DPF cleaner with built-in catalytic filter is mounted on the center pipe. The collected PM is handled with combustion processing during operation.

(2) System Configuration

Rail

Intercooler


G2 Injector

EGR Cooler

VNT Actuator

EGR Valve Equilibrium Actuator

Supply Pump

DPF (with Oxidation Catalyst)

Exhaust Gas Temperature Sensor

ECU & EDU Differential Pressure Sensor Exhaust Gas Temperature Sensor Q000908E

(3) Various Sensors Exhaust Gas Temperature Sensor • The exhaust gas temperature sensor is installed to the front and rear of the DPF to detect the temperature in these positions. The engine ECU controls the exhaust temperature for PM combustion based on the signals from this sensor. The sensor element is a thermistor.

Thermistor Element

Cover

) ( e u l a V e c n a t s i s e R

Exhaust Gas Temperature (

)

Q000909E

Operation Section

1 – 81

Differential Pressure Sensor • The differential pressure sensor detects the difference in pressure at the front and rear of the DPF, and outputs a signal to the engine ECU. The sensor portion is a semiconductor type pressure sensor that utilizes the piezoelectric effect through a silicon element, and amplifies and outputs the voltage with its IC circuit. When PM is collected and accumulated in the DPF, the filter clogs and the difference in pressure at the front and rear of the DPF increases. Therefore, based on the signals from this sensor, the engine ECU judges whether or not to subject PM to combustion processing.


GND VP VC

P

V ) V (

Pressure (kPa) Q000910E

(4) Operation • By optimizing the injection pattern and controlling the exhaust gas temperature based on the exhaust gas temperature and the difference in pressure at the front and rear of the DPF, PM is collected, oxidized, and self-combusted. When the exhaust temperature is low, adding after-injection after the main injection raises the e xhaust gas temperature to approximately 250?C and promotes oxidation of the PM. When the PM is collected and accumulated, the post-injection is added and HC is added to the catalyst to raise the catalyst temperature to 600?C, which is the self-combustion temperature for PM. This combusts the accumulated PM in a short time. The engine ECU controls the A, B, and C times and the injection times.

TDC

B

A

C

After-Injection

Post-Injection

Q000506E

1 – 82

Operation Section

7.6 DPNR SYSTEM (DIESEL PARTICULATE NOx REDUCTION) (1) General Description • This system reduces the emissions of PM (particulate matter) and NOx. The DPNR catalyst mounted in the center pipe collects and regenerates PM and reduces NOx all at the same time. The collected PM is handled with combustion processing during operation.

(2) System Configuration

Exhaust Gas Cleaning Device Switch

Supply Pump

Exhaust Gas Cleaning Device Display Lamp

Intake Restriction Valve

Injector

Engine ECU

Exhaust Retarder VSV DPNR Catalyst Oxidation Catalyst A/F Sensor Oxidation Catalyst Before EGR Cooler Fuel Addition Valve A/F Sensor Exhaust Retarder

NSR Differential Pressure Sensor

Exhaust Gas Temperature Sensor

Q000911E

Operation Section

1 – 83

8. DIAGNOSIS 8.1 Outline Of The Diagnostic Function 

The diagnostic function enables a system to self-diagnose its own malfunctions. If abnormal conditions occur in the sensors or actuators used in the control systems, the respective systems convert the malfunction signals into codes and transmit them to the engine ECU. The engine ECU records the transmitted malfunction code into memory. Recorded codes are output at the diagnostics connector on the vehicle. To inform the driver of the malfunction, the engine ECU causes the MIL (Malfunction Indicator Light) in the meter to illuminate. Accurate troubleshooting can be performed by way of the DTCs (Diagnostic Trouble Codes) that are output at the diagnostic connector. For details on actual diagnosis codes, see the vehicle manual. It is necessary to put the vehicle into the state below before starting inspection.

(1) Pre-Inspection Preparation • Position the shift lever in "N" or "P". • Turn OFF the air conditioner. • Verify that the throttle valve is fully closed.

8.2 Diagnosis Inspection Using DST-1 

The DST-1 can be used in both normal and check modes. Compared to the normal mode, the check mode has a higher sensitivity to detect malfunctions.



The check mode inspection is performed when normal codes are output in the normal mode, despite the fact that there may be malfunctions in the sensor signal systems.

(1) Reading DTCs 1) DST-1 Connection: Connect the DST-1 to the DLC3 terminal.

DLC3 1 6 1 5 14 1 3 1 2 1 1 1 0 9 8 7 6 5 4 3 2 1

Q000914

2) Reading DTCs: Operate in accordance with the instructions shown on the screen to display the "DTC check" screen. Se-

Diagnostic Trouble Codes (DTC)

lect either the normal or check mode and read the DTC.

1.

···

< NOTE > If no DTC appears on the screen, there may be a failure in the engine ECU.

Execute: Execute Q000915E

Operation Section

1 – 84

3) Checking the Freeze Frame Data: If the symptom that outputs a DTC cannot be duplicated, check the freeze frame data. 4) Erasing DTCs from memory: Operate in accordance with the instructions shown on the screen to display the "DTC

DTC (ECD Erasure)

check" screen. Select "Erase DTCs" to erase the DTCs.

This will erase the DTC and freeze frame data. Do you wish to proceed?

< NOTE > If it is not possible to erase the DTC, turn the ignition switch OFF, and repeat the process.

NG : - OK : +

5) Wiring Harness and Connector Open Circuit Check Q000916E

< NOTE > If the DTC output during a diagnostic inspection (in the check mode) has identified the system with a malfunction, use the method indicated below to narrow down the area of the malfunction.

• Erasing DTCs from memory: After reading the DTCs in check mode, erase the DTCs from memory. • Starting the Engine: Select the check mode and start the engine. • Malfunctioning system check 1: While the engine is running at idle, shake the wiring harness and connectors of the system that output the malfunction during the diagnosis (check mode) inspection. • Malfunctioning system check 2: If the MIL (Malfunction Indicator Light) illuminates when the wiring harness and connectors are shaken, there is a poor contact in the wiring harness or connectors in that area.

8.3 Diagnosis Inspection Using The MIL (Malfunction Indicator Light) 

Before reading a DTC, turn the ignition switch ON to make sure the MIL (Malfunction Indicator Light) illuminates.



Inspections in the check mode cannot be performed.

(1) Reading DTCs Short circuiting the connector • Using the STT, short circuit between DLC1 terminals 8 (TE1) and 3 (E1) or between DLC3 terminals 13 (TC) and 4 (CG).

DLC1

DLC3

E1

TC 1

2

3

4

5

6

16 15 14 13 12 11 10 9

18 19

TE1

7

8

9

12 13 14

15

10 11

20

16 17

21

8 7 6 5 4 3 2 1 22 23

CG Q000917E

< CAUTION > Never connect the wrong terminals of the connectors as this will lead to a malfunction.

Operation Section

1 – 85

Reading DTCs 1 • Turn the ignition switch ON and count the number of times the MIL (Malfunction Indicator Light) blinks

·

Normal Operation 0.26sec

0.26sec Repeat

ON OFF

Malfunction Indicator Light

0.26sec

Jump Terminals TE1 and TC

·

Malfunction (Codes "12" and "23" are output.) 0.52sec 1.5sec 2.5sec

1.5sec

4.5sec

4.5sec

Repeat Thereafter

ON OFF 0.52sec

0.52sec

Jump Terminals TE1 and TC

Q000918E

< NOTE > • If the MIL (Malfunction Indicator Light) does not output a code (the light does not blink), there may be an open circuit in the TC terminal system or a failure in the engine ECU. • If the malfunction indicator light is constantly ON, there may be a short (pinching) in the wiring harness or a failure in the engine ECU. • If meaningless DTCs are output, there may be a malfunction in the engine ECU. • If the MIL (Malfunction Indicator Light) illuminates without outputting a DTC while the engine operates at a minimum speed of 1000rpm, turn the ignition switch OFF once; then resume the inspection. Reading DTCs 2 • If an abnormal DTC has been output, check it against the DTC list. Erasing DTCs from memory • Remove the ECD fuse (15A); after 15 seconds have elapsed, re-install the fuse.

Engine Compartment Relay Block ECD Fuse (15A)

Q000919E

< CAUTION > After completing the inspection of the ECD system, erase the DTC memory, and make sure the normal code is output.

1 – 86

Operation Section

8.4 Throttle Body Function Inspection < CAUTION > • Be sure to inspect the function of the throttle body after it has been disassembled and reassembled, or after any of its components have been removed and reinstalled. • Verifying Throttle Motor: Verify that the motor generates an operating sound when the ignition switch is turned ON. Also, verify that there is no interference sound.

(1) Erasing DTCs 1) Connect the DST-1 to the DLC3 connector.

DLC3 1 6 1 5 14 1 3 1 2 1 1 1 0 9 8 7 6 5 4 3 2 1

Q000914

2) Operate in accordance with the instructions shown on the screen to display the "DTC check" screen. Select "Erase

DTC (ECD Erasure)

DTCs" to erase the DTCs.

This will erase the DTC and freeze frame data. Do you wish to proceed?

NG : - OK : + Q000916E

(2) Inspection • Start the engine and make sure the MIL (Malfunction Indicator Light) does not illuminate and the engine speed is within standards when the air conditioner is turned ON and OFF after the engine has warmed up. < CAUTION > Make sure no electrical load is applied.

(3) Final Inspection • After inspecting the throttle body function, drive test the vehicle to confirm that operation is normal.

Operation Section

1 – 87

9. END OF VOLUME MATERIALS 9.1 Particulate Matter (PM) 

At high concentration levels, this substance is known to affect the respiratory system. It consists of soluble organic matter such as unburned oil, unburned diesel fuel, and other "soluble organic matter" in the exhaust gases, and insoluble organic matter such as soot (black smoke) and sulfuric acid gas.

9.2 Common Rail Type Fuel Injection System Development History And The World’s Manufacturers 

The conventional injection pump faced certain issues such as injection pressure that depended on engine speed, and limits on the maximum fuel pressure. Other types of injection control such as pilot injection a lso faced some difficulties. Addressing these issues in a revolutionary manner, DENSO led the world by introducing a commercial application of the common rail fuel injection system.



Two types of common rail fuel injection systems are in use today. One is the common rail system that pressurizes the fuel and injects it directly into the cylinders. DENSO was the first in the world to introduce a commercial application of this system. This system, which is undergoing further development, has been adopted in passenger car applications. Other companies, such as R. Bosch, Siemens, and Delphi also offer their commercial versions of this system today. The other system is the Hydraulic Electric Unit Injection (HEUI) system, which was developed by Caterpillar in the United States. This system uses pressurized engine oil to pressurize the fuel by actuating the piston of the nozzle (injector) through which the pressurized fuel is injected.

1 – 88

Operation Section

9.3 Higher Injection Pressure, Optimized Injection Rates, Higher Injection Timing Control Precision, Higher Injection Quantity Control Precision (1) Higher Injection Pressure • The fuel that is injected from the nozzle turns into finer particles as the fuel injection pressure increases. This improves combustion and reduces the amount of smoke contained in the exhaust gases. Initially, the maximum injection pressure of the in-line pump (A type) and the distributor pump (VE type) was 60 MPa. Due to advancement in high-pressure applications, there are some recently developed fuel in jection systems that inject fuel at a pressure of 100 MPa or higher. The second-generation common rail system injects fuel at an extremely high pressure of 180 MPa.

A Type Pump Mechanical Pump

Distributor Type Pump NB Type Pump 1 MPa is approximately 10.2kgf/cm2

ECD V3 Pump ECD V Series

(1st Generation)

ECD V4 Pump

120

HP0Pump

120 145

HP2Pump

Common Rail Series

(2nd Generation) HP3,4Pump

185 50

100

150

200

Injection Pressure (MPa ) Q000920E

(2) Optimized Injection Rates • The injection rate is the ratio of the changes in the fuel quantity that is injected successively from the nozzle within a given unit of time.


Injection Rate t

High Injection Rate

Q000921E

Operation Section

1 – 89

• As the injection pressure increases, the injection rate increases accordingly. The increase in injection rate leads to an increase in the volume of the air-fuel mixture that is created between the start of injection until ignition (the ignition l ag period). Because this mixture is subsequently combusted at once, it creates noise (diesel knock) and NOx. For this reason, it is necessary to appropriately control the injection rate by maintaining a low injection rate at the beginning of injection and supplying a sufficient quantity after the ignition. To meet this need, two-spring nozzles have been adopted and a pilot injection system has recently been developed.

2-Spring Nozzle Injection Rate

Common Rail System Injection Rate Control


y t i t Pilot Injection n a u Q n o i t c e j n I

Q000922E

(3) Higher Injection Timing Control Precision • Reducing exhaust gas emissions and fuel consumption and optimizing the injection timing are important. It is extremely difficult to achieve the desired exhaust emission reduction levels through methods that adjust the injection timing according to speed (or centrifugal force), such as the conventional mechanical timer. For this reason, electronically controlled systems have been adopted to freely and precisely control the injection timing in accordance with the engine characteristics.

Electronic Control Type

I n j ec t i o n Q u an ti t y

Mechanical Timer

e c l n e a g v n d A A

Engine Speed

I n j ec ti o n Q u a n ti t y

e c l n e a g v n d A A


(4) Higher Injection Quantity Control Precision • Power output adjustment in a diesel engine is accomplished by regulating the fuel injection quantity. Poor injection quantity control precision leads to increased exhaust gas emissions, noise, and poor fuel economy. For this reason, electronically controlled systems have been developed to ensure high precision injection quantity control.

1 – 90

Operation Section

9.4 Image Of Combustion Chamber Interior 

With conventional injection methods, because an excessive quantity of fuel was injected in the initial period, the explosion pressure rose excessively, leading to the generation of noise such as engine knocking sounds. To improve this condition through pilot injection, initially only the necessary and adequate quantity of fuel is injected. At the same time, the combustion chamber temperature is raised, and main injection combustion is assisted while working to prevent noise and vibration.

Conventional Injection

Pilot Injection

Q000924E

Repair Section

2 – 91

1. DIESEL ENGINE MALFUNCTIONS AND DIAGNOSTIC METHODS (BASIC KNOWLEDGE) 1.1 Combustion State and Malfunction Cause 

Depending on the state of combustion in a diesel engine, diesel knock as well as the color of the exhaust gas may change. Subsequently, the cause of engine malfunctions can be ascertained from changes in diesel knock and exhaust gas color.

Knocking Sound

Black Smoke

White Smoke Q002310E

(1) Diesel Knock • When fuel mixed with air during the ignition lag period (from the time injection begins until the fuel is ignited) reaches ignition temperature, the mixture is combusted in one burst. The pressure in the combustion chamber at this time rises as the quantity of the air-fuel mixture increases. If a large amount of air-fuel mixture is created during the ignition lag period, the pressure in the combustion chamber will rise rapidly. The pressure waves resulting from fuel ignition vibrate the cylinder walls and engine components, which generates noise. The generated noise is called "knocking". To some extent, knocking is unavoidable in engines that use a self-ignition system.

e r u s s e r P Ignition l a n r e Start of t n Injection I r e d n i l y C

Pressure Increase

T.D.C. Crankshaft Angle

Q002311E

Cause of Diesel Knocking 1

Early Injection Timing

2

Cold Engine

3

Intake air temperature is low.

4

Poor Engine Compression

5

Poor Fuel Combustibility

A large quantity of air-fuel mixture is created prior to ignition, or the cetane value is high.

Ignition occurs late without an increase in temperature.

Ignition occurs late (low cetane value.)

Repair Section

2 – 92

(2) White Smoke White smoke: Uncombusted fuel that has been vaporized and then discharged. • White smoke is generated when combustion occurs at a relatively low temperature, resulting in the exhaust of uncombusted fuel and oil particles. White smoke is most likely to be generated when combustion chamber temperature is low. Source of White Smoke 1

Late Injection Timing

2

Cold Engine

3

Poor Fuel Combustibility

4

Rise and Fall of Oil Pressure

Fuel is injected when the piston is in the down stroke. Ignition occurs late and combustion is prolonged. Oil undergoes partial thermal breakdown.

(3) Black Smoke Black smoke: Fuel that has been baked into soot and discharged. • Black smoke is often referred to as just "smoke". Black smoke is generated when the injected fuel is poor in oxygen. As the fuel is exposed to high temperatures, thermal breakdown occurs, leaving carbon behind. Black smoke occurs when the injected fuel quantity is too large, or when the air-fuel mixture is rich due to an insufficient quantity of air. Source of Black Smoke 1

Large Fuel Injection Quantity

Air-fuel mixture becomes rich.

2

Low Intake Air Quantity

Air quantity is insufficient due to air filter clogging.

3

Poor Fuel Atomization

The ratio of fuel to air worsens.

4

Retarded Fuel Injection Timing

Air-fuel mixing time is insufficient.

1.2 Troubleshooting Troubleshooting cautions 

Observe the following cautions to avoid decreased engine performance and fuel inj ector malfunctions. • Use the designated fuel. • Avoid water and foreign material intrusion into the fuel tank. • Periodically check and clean the filter. • Do not unnecessarily disassemble sealed components.

Troubleshooting notes  The cause of malfunctions is not necessarily limited to the pump itself, but may also be related to the engine and/or fuel systems. Further, the majority of malfunctions are the result of user error, and often can often be resolved through simple checks and maintenance. Avoid any hasty removal of system components. Basic Check Items 1

Engine Oil

7

Fuel Supply to the Pump

2

Coolant

8

Injector Injection Status

3

Fan Belt

9

Supply Pump Timing Mark

4

Air Cleaner

10

5

Battery and Terminals

11

6

Fuel System Leaks

Check for Loose or Disconnected Connectors, and Modifications Idle Speed Status

Repair Section

2 – 93

2. DIAGNOSIS OVERVIEW 2.1 Diagnostic Work Flow Diagnostic Procedures 1

Receive malfunctioning vehicle

2

Question the user to verify the nature of the malfunction.

3

Does the malfunction reoccur?

Refer to "Actions for Non-Reoccurring Malfunctions."

4

Verify the malfunction symptom at the actual vehicle.

5

Use the DST-2 to check for any DTCs.

Proceed with diagnostics while referencing the DTC chart in the repair manual for the appropriate vehicle.

6

Use the DST-2 "Data Monitor" function to per-

Proceed with diagnostics while referencing the

form checks while monitoring each input and

repair manual for the appropriate vehicle.

output signal.

7

Use the DST-2 active test function to operate

Proceed with diagnostics while referencing the

each output device with the ignition switch in the

repair manual for the appropriate vehicle.

ON position. Check for any abnormalities in either the electrical circuits or the output devices.

8

Was the malfunction cleared?

Return to step 3.

2 – 94

Repair Section

2.2 Inquiries 

Use the Common Rail System (CRS) troubleshooting questionnaire to consult with the customer and adequately grasp the malfunction symptoms.

< NOTE > Do not ask random questions. Rather, ask questions that will aid in narrowing down the possible malfunctioning system while making educated guesses based on the actual symptoms. Questioning points  Use the following questions as a basis to fully grasp the malfunction. • What?: Malfunction symptoms • When?: Date, time, frequency of occurrence • Where?: Road conditions • Under what conditions?: Driving conditions, engine operating conditions, weather • How?: Impression of how the symptoms occurred. CRS troubleshooting questionnaire  When the vehicle is received at the service center, it is necessary to verify the "malfunction symptoms" and the "generated malfunction data" with the customer. Consult with the customer using the CRS troubleshooting questionnaire. The troubleshooting questionnaire is necessary for the following reasons. Reasons • There are cases when the malfunction symptoms cannot be reproduced at the service center. • The customer's complaint is not always limited to the malfunction. • If the person performing repairs is not working from the correct malfunction symptoms, man-hours will be wasted. • The questionnaire can aid the service center in diagnosing, repairing and verifying repair work.

Questioning Results

Inspection Results

Q002315E

Repair Section

2 – 95

(1) Questionnaire

CRS Troubleshooting Questionnaire Vehicle Model

Receiving Date

Service History

Frame No.

Date Registered

Registration No.

Occurrence Date

Odometer Reading

Previous Vehicles Driven:

No / Yes (

times)

Main Area and Purpose of Use

Other Customer Information Indications from the Customer

MIL Illumination No / Yes (

System Conditions

Questioning Results

Occurrence Speed ( ) km/hr Shift Position ( ) Range At Start-Up Directly after Start-Up Up to ( ) Minutes after Start Up to ( ) Minutes into Driving When Cold When Warm During Operation Other ( )

)

Driving Conditions During Take-Off While Cruising When Accelerating When Decelerating When Braking When Turning When Stopped No Relationship Other ( )

Road Surface

Other

Flat Uphill Downhill Dry, Sealed road Wet, Sealed Road Unsealed Road or Rough Road Surface Snow-Covered or Icy Road Potholes, Manholes, etc. Other ( )

Accelerator Opening ( )% Outside Air Temperature o ( ) C Weather ( )

Frequency of Occurrence Normal Only Once Occasionally ( ) Times per Day ( ) Times per Week ( ) Times per Month

Additional Items

DTC Check Illuminated

No

Yes

DTC Normal Abnormal DTC (All Codes)

Fuel Pressure when Engine is Stopped 1 Minute after Turning Engine OFF

Malfunction Details: Time of occurrence, place and driving conditions during reoccurrence.

Inspection Results

Reoccurrence Conditions

Occu rs Reg ularl y

Occurs Occa si onall y

Continues to Appear After One Occurrence

Does Not Reoccur

Q002316E

2 – 96

Repair Section

2.3 Non-Reoccurring Malfunctions 

In cases where the malfunction does not reoccur, perform the actions below to determine the cause of the malfunction. Malfunction Symptom Idle Speed, Fully Dis-

Action

charged Battery

Engine will not Start

Engine Stall, Sputtering, Poor Acceleration

Verify that there is no DTC stored in the memory.

No

Yes

Yes

Yes

Yes

Yes

No

Yes

Yes

No

Yes

Yes

No

No

Yes

No

No

Yes

Yes

Yes

Yes

Use the questionnaire as a basis to perform a reoccurrence test in "Reoccurrence" mode. Use this data (engine ECU voltage value, etc.) to determine the cause of the malfunction. Assume that an electrical system wiring harness or connector is the cause of the malfunction. Shake the wiring by hand to Q002317

check whether a malfunction occurs and a DTC is generated.

Assume that an electrical system female connector terminal is the cause of the malfunction and verify that the connection points are not defective.

Recommended Tool: KOWA Precision Handling Feeler Gauge Set (KLM-10-20) Depending on the terminal, a matching size may not be available

Insert the male terminal that matches the shape of the female terminal and check for looseness. Q002318

Use a dryer to heat the accelerator pedal position sensor and other electronic components. Check for changes in the voltQ002319

age value (resistance value).

< CAUTION > • Do not exceed 60°C (still touchable by hand) when heating. • Do not remove the component cases and add heat directly to electronic parts. Verify whether malfunction symptoms occur under heavy engine loads (headlights, A/C, wiper, etc. switches ON.) If any commercial electrical products have been installed, remove such products and verify whether the malfunction symptoms occur.

Repair Section

2 – 97

Malfunction Symptom Idle Speed, Action

Fully Discharged Battery

Engine will not Start

Engine Stall, Sputtering, Poor Acceleration

If it is likely that the malfunction occurs in rainy or high-tempera-

Mist State

ture weather, spray the vehicle with water and verify whether Q002320E

the malfunction occurs.

< CAUTION > • Do not spray water directly into the engine compartment. Spray water in mist form on all surfaces of the radiator to indirectly change temperature and humidity. • Do not spray water directly on electrical parts.

No

Yes

Yes

Repair Section

2 – 98

3. DTC READING (FOR TOYOTA VEHICLES) 3.1 DST-2 

The DST-2 can check for DTCs in either normal or check mode. In comparison to the normal mode, the check mode has higher sensitivity in detecting malfunctions. Check mode is used when detection is not possible in normal mode, regardless of the assumed abnormality.

3.2 DTC Check (Code Reading via the DST-2) 

Connect the DST-2 to the DLC3 connector.



Operate the DST-2 in accordance with the instructions shown on the display to view the "DTC check" screen. Select either the normal or check mode to verify the DTC.

3.3 DTC Memory Erasure (via the DST-2) 

To erase DTC codes, follow the instructions on the display to view the "DTC and Freeze Data Erasure" screen.

DTC (ECD Erasure) This will erase the DTC and freeze frame data. Do you wish to proceed?

NG : - OK : + Q000916E

< CAUTION > • If the DTC cannot be erased, cycle the ignition switch OFF and back ON, and then perform code erasure again. • Do not use the DST-2 to erase the DTC until the cause of the malfunction is clear.

Repair Section

2 – 99

4. TROUBLESHOOTING BY SYSTEM 4.1 Intake System Diagnosis Clogged air cleaner element 1

Clogged air cleaner element

Clean or replace the air cleaner. NG

OK 2

Check the suction path for leaks. • Suction path joints

Repair or replace the malfunctioning compoNG

nent.

• Suction pipes, hoses OK Normal

4.2 Fuel System Diagnosis Clogged air cleaner element 1

Add fuel or replace components (clean tank.)

Fuel system check (remaining fuel quantity, fuel NG

properties) • Check the amount of fuel remaining in the tank. • Check the condition of the fuel. Request engine analysis from a third party as necessary. - Color (no color, brownish, milky) - Odor (kerosene, heavy oil, irritating odor) - Separation of materials (water, foreign objects) - Viscosity (high/low viscosity, wax consistency) OK

2 – 100

2

Repair Section

Fuel tank interior check (modification/additions, position of fuel pipe inlet/outlet, clogging and

Restore the fuel tank. NG

holes) • Check the tank for modifications or additions. Consult with the user. - Fuel inlet/outlet position, tank piping - Foreign material inside the tank, water separation - Tank-internal Zn cladding - Check the tank-internal fuel piping for the following. - Inlet/outlet position (below position "E") - Inlet clogging, bent or deformed piping (crushed pipe) - Crushed piping connections OK 3

Tank-external fuel path conditions (crushed hose, clogging, air introduction at hose connec-

Repair or replace the hose. NG

tion) • Check the condition of the hose. - Crushing around bands, over-bending - Pinched or crushed by other parts • Air introduction through fuel system connection points - Looseness - Hose deterioration (Verify by hand or visually that there is no rubber hardening/splitting.) < CAUTION > Be cautious when vacuum pressure is present, as air will be drawn into the hose.

OK 4

Primary filter, sedimentor check • Check for primary filter clogging and dirt.

Replace the filter, and drain water from the sediNG

mentor.

• Check sedimentor water volume. OK 5

Looseness at priming attachment point check • Check the following. - Looseness at the priming attachment point - Does the piston stick out? - Fuel leakage (oozing) OK

Tighten or replace the priming pump. NG

Repair Section

6

Filter (supply pump inlet) clogging

2 – 101

Clean the gauze filter, fuel filter and fuel piping NG

• Fuel filter

system, or replace the filters.

- Check for fuel delivery from the priming pump. • Gauze filter - Visually check for clogging due to foreign material. OK 7

Oil level increase (engine internal leak)

Check the engine.

• Verify whether the oil level increases on the

NG

oil level gauge. OK 8

High-pressure

piping and CRS component

(injector supply pump, rail) fuel leaks (engine

Repair leaking high-pressure piping or replace NG

leaking parts.

external leak) (Refer to "(2) Fuel l eak check".) • Connect the DST-2 to the diagnostic connector. Activate the "Fuel Leak Check Function" within the active test. • Visually check and specify areas that leak fuel. < CAUTION > In the event of a large fuel leak downstream of the flow damper, be aware that fuel flow will stop and the leak will cease due to flow damper operation.

OK Normal

(1) Fuel pressure test procedure • Connect the DST-2 to the vehicle-side test connector. - With the vehicle idling, verify the rail pressure displayed on the DST-2. System selection screen: Rail a ECU Data Monitor Item Name (Abbrevi-

Explanation

Check Conditions

Reference Value

ated)

Items of Importance During an Abnormality

Rail Pressure (RP)

• Displays

the

fuel Following

pressure in the rail. • Display

range:

MPa to 255 MPa

engine Fuel pressure in the PCR1, PCR2 signals

warm-up, when the rail is displayed within (rail assembly)

0 engine is rotating

a range of 30 MPa to 160 MPa.

2 – 102

Repair Section

(2) Fuel leak check • Connect the DST-2 to the vehicle-side test connector. • With the vehicle idling, perform the active test by following the instructions on the DST-2 display. System selection screen: TCCS a Active Test Item Name High-Pressure Fuel System Check

Description

Control Conditions

Raise engine speed to 2000 rpm, and

• Following engine warm-up, when

then use the active test to place the fuel inside the rail under high pressure.

the engine is at idle speed • The vehicle speed sensor is operating normally, and speed is 0 km/h.

< CAUTION > Engine

speed

cannot

be

raised by stepping on the accelerator pedal.

• Verify that there are no fuel system leaks during the active test (when fuel pressure is being applied to the rail.)

4.3 Basics of Electrical/Electronic Circuit Checks (1) ECU terminal voltage and waveform measurements • When measuring the voltage and resistance of each terminal, insert the multimeter probe into the rear side of the wiring harness connector. If connectors are too small for the probe to be inserted easily, insert a fine metal wire into the rear of the connector and touch the wire to the probe. < NOTE > The number of each terminal can be seen from the rear side of the wiring harness.

Engine ECU Side

Ground Ground

Wiring Harness Side

Ground Q002326E

Repair Section

2 – 103

(2) Open circuit check • When dealing with a wiring harness open circuit like that depicted in diagram 1, check continuity and/or voltage to determine the location of the open circuit.

Diagram 1

Engine ECU

Sensor

1

Open Circuit

2 C

1

1

1

2

2

2

B

A

Q002327E

Continuity Check 1) Remove connectors "A" and "C", and then measure resis-

Diagram 2

tance between the two. Engine ECU

Sensor

1



1

2

2

2

C

B

Standard Value

1Ω or less

< NOTE > Measure resistance while gently shaking the wiring harness up and down, and side-to-side.

A Q002328E

2) As shown in diagram 2, there is no continuity (open circuit) between terminal 1 of connector "A" and terminal 1 of connector "C". However, there is continuity between terminal 2 of connector "A" and terminal 2 of connector "C". Therefore, there is an open circuit between terminal 1 of connector "A" and terminal 1 of connector "C". 3) Remove connector "B" and measure the connector resis-

Diagram 3 Engine ECU

tance. 4) As shown in diagram 3, there is continuity between terminal 1 of connector "A" and terminal 1 of connector "B1". Howev-

Sensor

er, there is no continuity (open circuit) between terminal 1 of 1 2 C

1

1 2

2 B2 B1

connector "B2" and terminal 1 of connector "C". Therefore,

1

there is an open circuit between terminal 1 of connector "B2"

2 A

and terminal 1 of connector "C". Q002329E

Repair Section

2 – 104

Voltage Check 1) For the circuit that applies voltage to the ECU connector terDiagram 4

minals, check for an open circuit by performing a voltage check.

0V Sensor

C

1 2

2) As shown in diagram 4, with all connectors connected, mea-

5V

sure the voltage for the ECU 5 V output terminal between

5V

B

1 2

A

the body ground and terminal 1 of connector "A". Next mea-

1 2

sure voltage for terminal 1 of connector "B" and terminal 1 of connector "C" in the same fashion. Q002330E

3) The faulty circuit and measurement results are shown below. • Voltage between terminal 1 of connector "A" and the body ground is 5 V. Measurement Results

• Voltage between terminal 1 of connector "B" and the body ground is 5 V. • Voltage between terminal 1 of connector "C" and the body ground is 0 V. There is an open circuit in the wiring

Faulty Item

harness between terminal 1 of connector "B" and terminal 1 of connector "C".

(3) Short circuit check • As shown in diagram 5, if there is a short in the wiring harness ground, perform a "Ground Continuity Check" to determine the cause of the short.

Diagram 5

Engine ECU

Sensor



Short Circuit

 









 

Q002331E

Repair Section

2 – 105

Ground Continuity Check 1) Remove connector "A" and connector "C", and then meaDiagram 6

sure the resistance respectively between terminals 1 and 2 of connector "A" and ground. Engine ECU 1

Sensor

1

2

1

2

C

< NOTE >

2

B

1Ω or less

Standard Value

Measure resistance while gently shaking the wiring har-

A

ness up and down, and side-to-side. Q002332E

2) As shown in diagram 6, there is continuity between terminal 1 of connector "A" and the body ground (short circuit). However, there is no continuity between terminal 2 of connector "A" and the body ground. Therefore, there is a short circuit between terminal 1 of connector "A" and terminal 1 of connector "C". 3) Remove connector "B" and measure the resistance be-

Diagram 7 Engine ECU

tween terminal 1 of connector "A" and the body ground, and between terminal 1 of connector "B2" and the body ground. 4) The faulty circuit and measurement results are shown be-

Sensor

low. 1 2 C

1

1 2

2 B2 B1

1

Measurement

2

Results

A

• There is no continuity between terminal 1 of connector "A" and the body ground.

Q002333E

• There is continuity between terminal 1 of connector "B2" and the body ground. Faulty Item

There is a short circuit between terminal 1 of connector "B2" and terminal 1 of connector "C".

2 – 106

Repair Section

(4) Connector connection fault verification method • Simultaneously perform the data monitor and connector voltage measurements.

Ex.) Coolant temperature sensor 1. Read the "Coolant Temperature Output Voltage" value using the DST-2 data monitor. 2. Measure the voltage directly from the corresponding ECU terminal. If "1" is unsatisfactory and "2" is satisfactory, the connector connection is judged as faulty. Since some malfunctions only occur intermittently, measure voltage while pulling and shaking the wires in order to try to get the malfunction to reoccur. Voltage Measurement No.2 - 34P 35

62

No.5 - 31P 41

137

69

162

143

167 Q002334E

Repair Section

2 – 107

5. TROUBLESHOOTING 5.1 Troubleshooting According to Malfunction Symptom (for TOYOTA Vehicles) (1) Malfunction Indicator Lamp (MIL) is lit. Description The check engine warning light is lit when the engine is running, or before the engine is started.

Possible Cause The DTC is recorded in the engine ECU. Clogged air cleaner element 1

Connect the DST-2 and read the DTC.

Inspect the check engine warning light circuit. NG

OK Troubleshoot the corresponding DTC.

(2) The engine is hard to start. Description The starter turns at normal speed, but the engine takes too long to start.

Possible Cause • Start signal circuit • Glow control system • Crankshaft position sensor • Engine ECU power supply circuit • Injector • Supply pump • Cylinder recognition sensor Clogged air cleaner element 1

Use the DST-2 to verify whether the coolant temperature is at the glow system operating

Repair the glow control system. (Refer to the NG

temperature. In addition, verify whether battery

glow control system check procedure issued by the vehicle manufacturer.)

voltage is being supplied to the glow plugs at the designated times. OK 2

Use the DST-2 to monitor engine speed while cranking the engine. Verify whether engine speed is being correctly output.

Check the crankshaft position sensor. (Refer to NG

the crankshaft position sensor check procedure issued by the vehicle manufacturer.)

2 – 108

Repair Section

OK 3

Verify the output waveform of the cylinder recognition sensor. (Refer to the cylinder recogni-

Repair or replace the cylinder recognition senNG

sor and/or the corresponding circuit.

tion sensor check procedure issued by the vehicle manufacturer.) OK 4

Check each injector. (Refer to the injector check procedure issued by the vehicle manufacturer.)

Repair or replace the injector and/or the correNG

sponding circuit.

OK 5

Verify whether there is a start signal when cranking the engine by checking the engine

Repair the start signal circuit. NG

ECU start signal terminal. OK 6

Check the engine ECU power supply. (Refer to the engine ECU power supply circuit diagram

Repair the engine ECU power supply. NG

issued by the vehicle manufacturer.) OK 7

Check the supply pump and the supply pump drive circuit. (Refer to the supply pump drive circuit diagram issued by the vehicle manufacturer.) OK

Troubleshooting complete

Repair or replace the supply pump and drive cirNG

cuit.

Repair Section

2 – 109

(3) The engine stalls when idling. Description The engine stalls after starting or when idling.

Possible Cause • Crankshaft position sensor • Engine ECU power supply circuit • Injector • Supply pump • Engine cooling system • Start signal circuit Clogged air cleaner element 1

Verify that the engine is not overheated.

Repair the engine cooling system. NG

OK 2

Check the crankshaft position sensor output waveform. (Refer to the crankshaft position sen-

Repair or replace the crankshaft position sensor NG

and/or the corresponding circuit.

sor check procedure issued by the vehicle manufacturer.) OK 3



sponding circuit.

OK 4










cuit.

2 – 110

Repair Section

(4) The engine cranks normally, but does not start. Description The engine is cranked at the normal speed, but does not start.

Possible Cause • Crankshaft position sensor • Engine ECU power supply circuit • Injector • Supply pump • Start signal circuit Clogged air cleaner element 1

Use the DST-2 to verify whether the coolant temperature is at the glow system operating

Repair the glow control system. (Refer to the NG

temperature. In addition, verify whether battery

glow control system check procedure issued by the vehicle manufacturer.)

voltage is being supplied to the glow plugs at the designated times. OK 2

Monitor engine speed while cranking the engine. Verify whether engine speed is being

Check the crankshaft position sensor. (Refer to NG

correctly output.

the crankshaft position sensor check procedure issued by the vehicle manufacturer.)

OK 3









sponding circuit.

OK 6




cuit.

Repair Section

2 – 111

(5) Idle instability following engine start Description Idle speed after starting the engine is abnormal.

Possible Cause • Injector • Supply pump • Fuel filter • Engine ECU • Rail pressure sensor Clogged air cleaner element 1



sponding circuit.

OK 2

Check the fuel filter.

Replace the fuel filter. NG

OK 3

Check the supply pump and the supply pump drive circuit. (Refer to the supply pump drive cir-


cuit.

cuit diagram issued by the vehicle manufacturer.) OK 4

Check the rail pressure sensor and the corresponding circuit. (Refer to the rail pressure sensor check procedure issued by the vehicle manufacturer.) OK


Repair or replace the rail pressure sensor and NG

the corresponding circuit.

Repair Section

2 – 112

(6) The engine returns to idle speed too slowly, or does not return at all. Description The time required for the engine to return to idle speed is longer than normal, or the engine does not return to idle speed.

Possible Cause • Accelerator position sensor • Injector • Supply pump Clogged air cleaner element 1

Perform the accelerator pedal position sensor function check. (Refer to the accelerator posi-

Repair or replace the accelerator position senNG


tion pedal sensor check procedure issued by the vehicle manufacturer.) OK 2



sponding circuit.

OK 3




cuit.

Repair Section

2 – 113

(7) Rough idle Description Idle speed fluctuates, causing the engine to vibrate.

Possible Cause • Engine cooling system • Crankshaft position sensor • Engine • Supply pump • Injector Clogged air cleaner element 1

Check parts that may be a source of abnormal

Repair the engine. NG

engine vibration.

OK 2



sponding circuit.

OK 3



OK 4

Check the crankshaft position sensor. (Refer to the crankshaft position sensor check procedure







cuit.

2 – 114

Repair Section

(8) The engine stalls when decelerating. Description The engine suddenly stops when decelerating.

Possible Cause • Engine cooling system • Crankshaft position sensor • Engine ECU power supply circuit • Supply pump • Injector • Start signal circuit Clogged air cleaner element 1



OK 2







sponding circuit.

OK 4










cuit.

Repair Section

2 – 115

(9) Poor engine output, poor acceleration Description Deficient engine performance.

Possible Cause • EGR system • Injector • Mass Air Flow (MAF) meter • Crankshaft position sensor • Accelerator position sensor • Boost pressure sensor • Supply pump • Start signal circuit • Air cleaner, duct Clogged air cleaner element 1

Check for air cleaner clogging and/or damage.

Replace the air cleaner or repair the air duct. NG

OK 2



OK 3







sponding circuit.

OK 5




Check the MAF meter and the corresponding circuit. (Refer to the MAF meter check procedure issued by the vehicle manufacturer.) OK

Repair or replace the MAF meter and/or the corNG

responding circuit.

2 – 116

7

Repair Section

Check the Exhaust Gas Recirculation (EGR) system. (Refer to the EGR system check proce-

Repair or replace the EGR system. NG

dure issued by the vehicle manufacturer.) OK 8

Perform the accelerator pedal position sensor function check. (Refer to the accelerator posi-

Repair or replace the accelerator position senNG


tion pedal sensor check procedure issued by the vehicle manufacturer.) OK 9

Check the boost pressure sensor and the corresponding circuit. (Refer to the boost pressure

Repair or replace the boost pressure sensor NG


sensor check procedure issued by the vehicle manufacturer.) OK 10

Repair or replace the supply pump and drive cir-



NG

cuit.

Repair Section

2 – 117

(10) Knocking, abnormal noise Description Abnormal combustion occurs, and a knocking sound is generated.

Possible Cause • Engine • Injector • Glow control system • Crankshaft position sensor Clogged air cleaner element 1

Repair the glow control system. (Refer to the glow control system check procedure issued by

Repair the glow control system. NG

the vehicle manufacturer.) OK 2







sponding circuit.

OK 4

Check engine parts that may be a source of abnormal combustion.

OK Troubleshooting complete


2 – 118

Repair Section

(11) Poor fuel economy Description More fuel than normal is being consumed.

Possible Cause • Engine • Injector • Supply pump Clogged air cleaner element 1



sponding circuit.

OK 2



cuit.

cuit diagram issued by the vehicle manufacturer.) OK 3

Check parts that may be a source of poor fuel


economy.

OK Troubleshooting complete

R

e

p

a

i

r

S

e

c

t

i o

n

2 – 119

(12) Black Smoke Description Black smoke is being exhausted.

Possible Cause • Injector • Supply pump • EGR system • Engine ECU • Electronic control throttle • Rail pressure sensor • Mass Air Flow (MAF) meter • Boost pressure sensor Clogged air cleaner element 1

Check for air cleaner clogging and/or damage.

Replace the air cleaner or repair the air duct. NG

OK 2

Check the electronic control throttle and the corresponding circuit. (Refer to the electronic con-

Repair or replace the electronic control throttle NG


trol throttle check procedure issued by the vehicle manufacturer.) OK 3

Check the MAF meter and the corresponding circuit. (Refer to the MAF meter check proce-

Repair or replace the MAF meter and/or the corNG

responding circuit.





Check the boost pressure sensor and the corresponding circuit. (Refer to the boost pressure

Repair or replace the boost pressure sensor NG


sensor check procedure issued by the vehicle manufacturer.) OK 6

Check the rail pressure sensor and the corresponding circuit. (Refer to the rail pressure sensor check procedure issued by the vehicle manufacturer.)



2 – 120

Repair Section

OK 7



sponding circuit.

OK 8







cuit.

Repair Section

2 – 121

(13) White smoke Description White smoke is being exhausted.

Possible Cause • Fuel filter • Injector • Supply pump • EGR system • Engine ECU • Electronic control throttle • Rail pressure sensor Clogged air cleaner element 1

Check the fuel filter.

Replace the fuel filter. NG

OK

2



sponding circuit.

OK

3



dure issued by the vehicle manufacturer.) OK

4



cuit.

cuit diagram issued by the vehicle manufacturer.) OK

5

Check the rail pressure sensor and the corresponding circuit. (Refer to the rail pressure sen-



sor check procedure issued by the vehicle manufacturer.) OK

6

Check the electronic control throttle and the corresponding circuit. (Refer to the electronic control throttle check procedure issued by the vehicle manufacturer.) OK


Repair or replace the electronic control throttle NG


2 – 122

Repair Section

5.2 Other Malfunction Symptoms Malfunctions caused by components other than the CRS  There are occasions when a malfunction that appears to be generated by the CRS is actually caused by a different component or system. For instance, engine mechanical parts and the fuel system may cause malfunction symptoms identical to symptoms generated by the CRS. When troubleshooting, do not simply assume that the source of a malfunction is the CRS. Consider all causes should be exhaustively considered while verifying the list below. Malfunction

Faulty Item

Cause

Action

Symptom Intake system

Fuel system Insufficient


Clean or replace the air cleaner element.

Air mixed with the fuel system

Perform fuel system air bleeding.

Faulty fuel filter

Replace the filter.

Insufficient fuel

Add fuel and perform fuel system air bleeding.

Power

Engine

Improper fuel

Switch to the correct fuel.

Compression pressure abnormality

Refer to the engine repair manual.

Piston, cylinder liner and/or piston ring

Other

Overheat

Intake system


Clean or replace the air cleaner element.

Insufficient fuel

Add fuel and perform fuel system air bleeding.

Fuel system

Improper fuel

Replace the filter.

Fuel system clog

Clean the fuel system.

Air introduction through fuel system con- Tighten all connections. nection points

Faulty starting

Electrical tem

Fuel filter clog

Replace the fuel filter.

Loose injection piping connections

Tighten connecting nuts.

Faulty battery

Check the battery.

sys- Faulty starter wiring Loose battery cables

Replace the starter wiring. Tighten the battery terminal connections, or replace the cables.

Electrical

sys- Faulty starter operation

Replace the starter assembly.

tem

Faulty glow plug system

Replace the glow plugs.

Lubrication

Excessive engine oil viscosity

Replace with oil of appropriate viscosity.

Burnt pistons

Replace the piston, piston ring and cylin-

system Faulty starting

der liner. Engine

Other

Burnt bearings

Replace the bearing and crankshaft.

Low compression pressure

Overhaul the engine.

Ring gear damage

Replace the ring gear and/or starter pinion gear.

Repair Section

Malfunction

Faulty Item

Cause

2 – 123

Action

Symptom Poor valve clearance

Adjust the valve clearance or replace the bearing.

Poor valve seat contact Faulty idling

Break in, or replace the valve and valve seat.

Engine Low coolant temperature

Perform warm-up operation.

Large difference in cylinder-to-cylinder Overhaul the engine. compression pressure

Repair Section

2 – 124

6. DIAGNOSIS CODES (DTC) 6.1 DTC Chart (Example) DTC Structure 

P####: Powertrain-related (engine, drive system)



U####: Network-related (vehicle communication)

DTC Assignment  PO###: Determined by SAE/ISO 

P1###: Determined by manufacturer



P2###: Determined by manufacturer



P3###: Mixture of items determined by SAE/ISO and items determined by the vehicle manufacturer.

DTC Chart (example for HINO and TOYOTA vehicles)  DTC codes that apply to the CRS are listed below (compatible with the DST-2.) DTC

DTC Description

P0006

Fuel shutoff valve "A" control circuit low voltage

P0007

Fuel shutoff valve "A" control circuit high voltage

P0016

Crankshaft position sensor, cylinder recognition sensor correlation

P0030

A/F sensor heater control circuit

P0031

A/F sensor heater control circuit low voltage

P0032

A/F sensor heater control circuit high voltage

P0036

A/F sensor heater control circuit

P0037

A/F sensor heater control circuit low voltage

P0045

Turbo/supercharger control solenoid open circuit

P0049

Turbo/supercharger overspeed

P0087

Fuel/rail pressure too low

P0088

Fuel/rail pressure too high

P0093

Fuel system leak maximum quantity detection

P0095

Intake air temperature sensor 2, circuit related

P0097

Intake air temperature sensor 2 circuit low voltage

P0098

Intake air temperature sensor 2 circuit high voltage

P0100

Mass Air Flow (MAF) meter, circuit related

P0101

MAF meter circuit range/performance

P0102

MAF meter circuit low input

P0103

MAF meter circuit high input

P0105

Boost pressure sensor, circuit related

P0107

Boost pressure sensor circuit low input

P0108

Boost pressure sensor circuit high input

P0112

Boost pressure sensor 1 circuit low voltage

P0113

Boost pressure sensor 1 circuit high voltage

P0115

Coolant temperature sensor, circuit related

P0117

Coolant temperature sensor circuit low voltage

Repair Section

DTC

DTC Description

P0118

Coolant temperature sensor circuit high voltage

P0119

Coolant temperature sensor circuit intermittent operation

P0120

Accelerator position sensor, switch "A" circuit related

P0121

Accelerator position sensor switch "A" circuit range/performance

P0122

Accelerator position sensor switch "A" circuit low voltage

P0123

Accelerator position sensor switch "A" circuit high voltage

P0124

Accelerator position sensor switch "A" circuit intermittent operation

P0168

Fuel temperature too high

P0180

Fuel temperature sensor, "A" circuit related

P0181

Fuel temperature sensor "A" circuit range/performance

P0182

Fuel temperature sensor "A" circuit low voltage

P0183

Fuel temperature sensor "A" circuit high voltage

P0184

Fuel temperature sensor "A" circuit intermittent operation

P0185

Fuel temperature sensor, "B" circuit related

P0186

Fuel temperature sensor "B" circuit range/performance

P0187

Fuel temperature sensor "B" circuit low voltage

P0188

Fuel temperature sensor "B" circuit high voltage

P0189

Fuel temperature sensor, "B" circuit intermittent operation

P0190

Rail pressure sensor, circuit related

P0191

Rail pressure sensor circuit range/performance

P0192

Rail pressure sensor circuit low voltage

P0193

Rail pressure sensor circuit high voltage

P0194

Rail pressure sensor circuit intermittent operation

P0200

Injector open circuit

P0201

Injector open circuit- #1 cylinder

P0202


P0203


P0204


P0205


P0206


P0208


P0217

Engine overheat

P0218

Transmission overheat

P0219

Engine overrun

P0230

Fuel pump, primary circuit related

P0234

Turbo/supercharger overboost

P0237

Boost pressure sensor circuit low voltage

P0263

Cylinder correction quantity error- #1 cylinder

P0266


P0269


P0272


2 – 125

Repair Section

2 – 126

DTC

DTC Description

P0275


P0278


P0299

Turbo/supercharger supercharge deficiency

P0335

Crankshaft position sensor, "A" circuit related

P0339

Crankshaft position sensor "A" circuit intermittent operation

P0340

Cylinder recognition sensor, "A" circuit related

P0400

EGR flow volume abnormality

P0404

EGR control circuit range/performance

P0405

EGR sensor "A" circuit low voltage

P0406

EGR sensor "A" circuit high voltage

P0407

EGR sensor "B" circuit low voltage

P0408

EGR sensor "B" circuit high voltage

P0500

Vehicle speed sensor, "A" circuit related

P0501

Vehicle speed sensor "A" circuit range/performance

P0504

Brake switch "A", "B" correlation

P0510

Throttle position switch closed

P0524

Engine oil pressure too low

P0540

Intake air heater "A" circuit

P0544

Exhaust gas temperature sensor, circuit related

P0545

Exhaust gas temperature sensor circuit low voltage

P0546

Exhaust gas temperature sensor circuit high voltage

P0560

Battery voltage

P0605

Engine ECU internal malfunction

P0607

Engine ECU internal malfunction

P0611

EDU malfunction

P0617

Starter relay circuit high voltage

P0627

Fuel pump "A" open control circuit

P0686

Engine ECU power supply relay control circuit low voltage

P0704

Clutch switch input circuit abnormality

P0710

Transmission oil temperature sensor, "A" circuit related

P0715

Turbine speed sensor, "A" circuit related

P0753

Shift solenoid "A" actuation related

P0758

Shift solenoid "B" actuation related

P0850

Parking/neutral switch, input circuit related

P2002

Particulate Matter (PM) capture efficiency at or below specified value

P2031

Exhaust gas temperature sensor, circuit related

P2032

Exhaust gas temperature sensor circuit low voltage

P2033

Exhaust gas temperature sensor circuit high voltage

P2047

Exhaust gas fuel addition valve abnormality

P2120

Accelerator position sensor, switch "D" circuit related

P2121

Accelerator position sensor switch "D" circuit range/performance

Repair Section

DTC

DTC Description

P2122

Accelerator position sensor, switch "D" circuit low input

P2123

Accelerator position sensor, switch "D" circuit high input

P2125

Accelerator position sensor, switch "E" circuit related

P2127

Accelerator position sensor, switch "E" circuit low input

P2128

Accelerator position sensor, switch "E" circuit high input

P2138

Accelerator position sensor, switch "D"/"E" circuit voltage correlation

P2226

Atmospheric pressure sensor, circuit related

P2228

Atmospheric pressure sensor circuit low voltage

P2229

Atmospheric pressure sensor circuit high voltage

2 – 127

2 – 128

Repair Section

Sumitomo Maintenence

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