СИСТЕМА ECD ОПИСАНИЕ СИСТЕМЫ

1. Diesel Clean Advanced Technology (TOYOTA D-CAT) comprehensively regulates engine control (consisting of a catalytic system and a fuel injection system) that purifies both particulate matter (PM) and nitrogen oxides (NOx) discharged by diesel engines. The catalytic system purifies hydrocarbons (HC) and carbon monoxides (CO), and reduces PM and NOx with a catalytic converter with the Diesel Particulate-NOx Reduction system (DPNR). The fuel injection system adds fuel into the exhaust port using the exhaust fuel addition injector to produce a rich state for NOx reduction and maintain a proper catalyst temperature for DPNR catalyst regeneration.

   

   Text in Illustration

   *1	ECM	*2	Injector Driver (EDU)
   *3	Common Rail	*4	Fuel Pressure Sensor
   *5	Pressure Discharge Valve	*6	Fuel Supply Pump
   *7	Vacuum Switching Valve (for EGR bypass valve)	*8	EGR Cooler
   *9	Injector	*10	Electric EGR Control Valve Assembly
   *11	Diesel Throttle Body Assembly	*12	Turbocharger
   *13	Exhaust Fuel Addition Injector	*14	DPNR Catalytic Converter
   *15	Differential Pressure Sensor	*16	Exhaust Gas Temperature Sensor (B1S1)
   *17	Exhaust Gas Temperature Sensor (B1S2)	*18	Air Fuel Ratio Sensor
   *19	Oxidation Catalyst Converter	*20	Fuel Tank

2. TOYOTA D-CAT components:

   Component	Description
   DPNR catalytic converter	Reduces HC, CO, PM, and NOx.
   Exhaust fuel addition injector	Adds the fuel into the exhaust port in order to produce a rich air-fuel ratio for NOx reduction. Also raises the catalyst temperature for DPNR catalyst regeneration.
   Exhaust gas temperature sensor	Used for estimating the DPNR catalytic converter temperature and adjusting fuel addition by ECM while DPNR catalyst regeneration is performed. Also detects the DPNR catalytic converter temperature to prevent the catalytic converter temperature from rising too high.
   Differential pressure sensor	Detects the volume of PM deposits and any incorrect vacuum hose arrangement on the DPNR catalytic converter.
   Air fuel ratio sensor	Used for controlling the air-fuel ratio. By controlling the air-fuel ratio, combustion control for low temperature combustion and DPNR catalyst regeneration are properly regulated.

3. Diagnostic Trouble Code (DTC) table for TOYOTA D-CAT:

   Tech Tips

   This table indicates typical DTC combinations for each malfunction occurrence.

   Trouble Area	Malfunction	DTC No.
   DPNR catalytic converter	Deteriorated or clogged	P062F, P2002, P200C*, P200E*, P244A*, P244B*, P244C*, P2463*
   Exhaust Fuel Addition Injector Assembly	Stuck open	P20CF
   	Stuck closed	P244A*, P244C
   	Low fuel addition volume	P244A*, P244B*, P244C*, P2463
   	Open in exhaust fuel addition injector circuit	P20CB, P244A*, P244C
   	Short in exhaust fuel addition injector circuit	P20CF, P20CB, P244A*, P244C
   	Open or short in exhaust fuel addition injector circuit	P200C*, P200E*, P20CF*, P20CB, P244A*, P244C*
   Exhaust gas temperature sensor	Open in exhaust gas temperature sensor circuit	P0545, P0546, P200C*, P200E*, P2032, P2033, P244A*, P244C*
   	Short in exhaust gas temperature sensor circuit	P0545, P0546, P200C*, P200E*, P2002*, P2032, P2033, P244A*, P244C*
   	Exhaust gas temperature sensor	P0545, P0546, P200C*, P200E*, P2032, P2033, P244A*, P244C*
   Differential Pressure Sensor Assembly	Open in differential pressure sensor circuit	P244A*, P244C* P2454, P2455, P2463*
   	Short in differential pressure sensor circuit	P244A*, P244C*, P2454, P2455, P2463*
   	Differential pressure sensor	P244A*, P244C*, P2454, P2455, P2463*
   	Differential pressure sensor clogged	P244A*, P244C*, P2453, P2463*
   	Incorrect vacuum hose arrangement of the differential pressure sensor	P244A*, P244C*, P2453, P2463*
   Air fuel ratio sensor	Open or short in air fuel ratio sensor or heater circuit	P0031, P0032, P2238, P2239, P2252, P2253, P244B*, P2463*
   	Air fuel ratio sensor	P0031, P0032, P2195, P2238, P2239, P2252, P2253, P244B*, P2463*
   Exhaust gas leaks	Exhaust gas leaks	P244A*, P244C*
   Fuel leaks	Fuel leaks in fuel addition injector	P2002*, P200C*, P200E*, P20CF*, P244A*, P244B*, P244C*, P2463*
   Fuel supply pump assembly	Correct fuel pressure cannot be fed to the exhaust fuel addition injector	P244A*, P244B*, P244C*, P2463*

   *: There may be no DTC output depending on the condition of the malfunction.

4. Diagnostic trouble code description for TOYOTA D-CAT:

   DTC No.	Description
   P0031	Open or short in air fuel ratio sensor heater circuit (Low output)
   P0032	Open or short in air fuel ratio sensor heater circuit (High output)
   P0545	Open or short in exhaust gas temperature sensor circuit (B1S1) (Low output)
   P0546	Open or short in exhaust gas temperature sensor circuit (B1S1) (High output)
   P2002	DPNR catalytic converter thermal deterioration
   P200C	DPNR catalytic converter abnormally high exhaust gas temperature (B1S2)
   P200E	DPNR catalytic converter abnormally high exhaust gas temperature (B1S1)
   P2032	Open or short in exhaust gas temperature sensor circuit (B1S2) (Low output)
   P2033	Open or short in exhaust gas temperature sensor circuit (B1S2) (High output)
   P20CB	Open in exhaust fuel addition injector circuit
   P20CF	Exhaust fuel addition injector assembly stuck open
   P2195	Air fuel ratio sensor stuck lean
   P2238	Open or short in air fuel ratio sensor circuit (Low output)
   P2239	Open or short in air fuel ratio sensor circuit (High output)
   P2252	Open or short in air fuel ratio sensor circuit (Low output)
   P2253	Open or short in air fuel ratio sensor circuit (High output)
   P244A	DPNR catalytic converter excessive differential pressure (Low input)
   P244B	DPNR catalytic converter excessive differential pressure
   P244C	DPNR catalytic converter insufficient temperature increase
   P2453	Differential pressure sensor is clogged or has incorrect vacuum hose arrangement
   P2454	Open or short in differential pressure sensor circuit (Low output)
   P2455	Open or short in differential pressure sensor circuit (High output)
   P2463	DPNR catalytic converter soot deposition

1. Common rail system:

   The common rail system uses high-pressure fuel for improved fuel economy. This system also provides robust engine power while suppressing engine vibration and noise.

   This system stores fuel in the common rail, which has been pressurized and supplied by the supply pump. By storing fuel at high-pressure, the common rail system can provide fuel at stable fuel injection pressures, regardless of engine speed or engine load.

   The ECM, using the EDU, provides an electric current to the piezo actuator in each injector to regulate the fuel injection timing and volume. The ECM also monitors the internal fuel pressure of the common rail using the fuel pressure sensor. The ECM causes the supply pump to supply the fuel necessary to obtain the target fuel pressure.

   In addition, this system uses a piezo actuator inside each injector to open and close the fuel passages. Therefore, both fuel injection time and fuel injection volume can be precisely regulated by the ECM.

   The common rail system allows a two stage fuel injection process. In order to soften combustion shock, this system performs "pilot-injection" prior to the main fuel injection. This helps to reduce engine vibration and noise.

   

   Tech Tips

   If there is a problem with a fuel return pipe, as bleeding air from the fuel system may not be able to be performed properly in certain instances, such as after replacing a fuel injector, etc., the engine startability may deteriorate.

2. Common rail system components:

   Component	Description
   Common rail	Stores high-pressure fuel produced by supply pump
   Fuel supply pump	Operated by camshaft Supplies high-pressure fuel to common rail
   Injector	Injects fuel to combustion chamber based on signals from ECM
   Fuel pressure sensor	Monitors internal fuel pressure of common rail and sends signals to ECM
   Pressure discharge valve	Based on signals from ECM, opens valve when sudden deceleration occurs, or when ignition switch is off to prevent fuel pressure from becoming too high.
   Suction control valve	Based on signals from ECM, adjusts fuel volume supplied to common rail and regulates internal fuel pressure
   Check valve	Keeps pressure that discharges from injector

3. Diagnostic trouble code (DTC) table for the common rail system:

   Tech Tips

   This table indicates typical DTC combinations for each malfunction occurrence.

   Trouble Area	Malfunction	DTC No.
   Injector assembly	Open or short in injector circuit	P0093*, P0201, P0202, P0203, P0204, P062D
   	Stuck open	P0093
   	Stuck closed	P0301, P0302, P0303, P0304
   Fuel pressure sensor	Open or short in fuel pressure sensor circuit or pressure sensor output fixed	P0087, P0190, P0191, P0192, P0193
   Pressure discharge valve	Open or short in pressure discharge valve circuit	P0088*, P0093*, P1229*, P1271, P1272
   	Stuck open	P0093
   	Stuck closed	P0088*, P1272
   Suction control valve	Open or short in suction control valve circuit	P0627, P1229, P0088*
   	Stuck open	P0088*, P1229
   Injector driver	Faulty injector driver	P0093*, P0201*, P0202*, P0203*, P0204*, P062D*, P1271*, P1272*
   Common rail system (Fuel system)	Fuel leaks in high-pressure area	P0093

   *: There may be no DTC output depending on the condition of the malfunction.

4. Diagnostic trouble code description for the common rail system:

   DTC No.	Description
   P0087	Fuel pressure sensor output does not change
   P0088	Internal fuel pressure too high (220000 kPa [2243.4 kgf/cm2, 31900 psi] or more)
   P0093	Fuel leaks in high-pressure areas
   P0190	Open or short in fuel pressure sensor circuit (output voltage is too low or too high)
   P0192	Open or short in fuel pressure sensor circuit (output voltage is too low)
   P0193	Open or short in fuel pressure sensor circuit (output voltage is too high)
   P0201	Open or short in No. 1 injector circuit
   P0202	Open or short in No. 2 injector circuit
   P0203	Open or short in No. 3 injector circuit
   P0204	Open or short in No. 4 injector circuit
   P0301	Cylinder 1 misfire detected
   P0302	Cylinder 2 misfire detected
   P0303	Cylinder 3 misfire detected
   P0304	Cylinder 4 misfire detected
   P0627	Open or short in suction control valve circuit
   P062D	Open or short in injector driver or injector circuit
   P1229	Fuel over-feed
   P1271	Open or short in pressure discharge valve circuit
   P1272	Pressure discharge valve stuck close

The ECM controls the fuel injection system through the EDU, injectors and supply pump.

The ECM determines the injection volume and injection timing based on signals from the accelerator pedal position sensor, crankshaft position sensor and camshaft position sensor. Based on the signals from the ECM, the EDU controls the injectors. The EDU also controls the suction control valve installed on the supply pump to help regulate fuel pressure.

The piezo type injector used in the 2AD-FHV engine makes noise when the engine is idling because this injector operates at high speed. Therefore, the EDU controls the injector to operate at low speed when the engine is idling based on signals from the ECM to achieve noise reduction.

The feed pump is used to pump fuel from the fuel tank to the supply pump.

The rotation of the eccentric cam in the supply pump causes the ring cam in the supply pump to push plunger A upward as illustrated below. The spring force pulls plunger B (located opposite to plunger A) upward. As a result, plunger B draws fuel in, and plunger A pumps fuel out at the same time.

1. Small opening of the suction control valve:

   
   

   1. When the opening of the suction control valve is small, the volume of supplied fuel is small.

   2. The suction volume becomes small due to the narrow path despite the plunger stroke being full. The difference between the geometrical volume and suction volume creates a vacuum.

   3. Pump output will start when the fuel pressure at (A) becomes higher than the common rail pressure (B).

      

2. Large opening of the suction control valve:

   
   

   1. When the opening of the suction control valve is large, the volume of supplied fuel is large.

   2. If the plunger stroke is full, the suction volume becomes large because of the wide path.

   3. Pump output will start when the fuel pressure at (A) becomes higher than the common rail pressure (B).