ENGINE CONTROL SYSTEM
*1 | ECM | *2 | Fuel Supply Pump Assembly |
*3 | Suction Control Valve | *4 | Fuel Temperature Sensor |
*5 | Common Rail | *6 | Fuel Pressure Sensor |
*7 | Pressure Discharge Valve | *8 | Injector Driver |
*9 | EDU Relay | *10 | Injector Assembly |
*11 | Diesel Throttle Body Assembly | *12 | Manifold Absolute Pressure Sensor |
*13 | Electric EGR Control Valve Assembly | *14 | Glow Plug Controller |
*15 | Glow Plug | *16 | Engine Coolant Temperature Sensor |
*17 | Intake Air Temperature Sensor (Turbo) | *18 | Intercooler |
*19 | Camshaft Position Sensor | *20 | Crankshaft Position Sensor |
*21 | Mass Air Flow Meter | *22 | Intake Air Temperature Sensor (Built Into Mass Air Flow Meter) |
*23 | Turbocharger Sub-assembly | *24 | DC motor, Nozzle Vane Position Sensor |
*25 | Differential Pressure Sensor Assembly | *26 | Exhaust Gas Temperature Sensor (B1S1) |
*27 | No. 2 Exhaust Gas Temperature Sensor (B1S2) | *28 | No. 3 Exhaust Gas Temperature Sensor (B1S3) |
*29 | Air Fuel Ratio Sensor | *30 | Exhaust Fuel Addition Injector Assembly |
*31 | VSV for No. 1 EGR Bypass Valve | *32 | VSV for No. 2 EGR Bypass Valve |
*33 | EGR Cooler | *34 | VSV for No. 1 Swirl Control Valve |
*35 | VSV for No. 2 Swirl Control Valve | *36 | Oil Pressure Sender Gauge Assembly |
*37 | Oil Pressure Switching Valve Assembly | *38 | 2ST OIL PRESS Relay |
*39 | Accelerator Pedal Position Sensor | - | - |
DIESEL PARTICULATE FILTER SYSTEM DESCRIPTION
Diesel Particulate Filter System comprehensively regulates engine control (consists of a catalytic system and a fuel injection system) that purifies particulate matter (PM) by diesel engines. The catalytic system purifies hydrocarbons (HC) and carbon monoxides (CO), and reduces PM with a catalytic converter with the Diesel Particulate Filter (DPF). The fuel injection system adds fuel into the exhaust port using the exhaust fuel addition injector to produce and maintain a proper catalyst temperature for PM forced regeneration.
*1 | ECM | *2 | Injector Driver |
*3 | Common Rail | *4 | Fuel Pressure Sensor |
*5 | Pressure Discharge Valve | *6 | Fuel Supply Pump Assembly |
*7 | VSV for No. 1 EGR Bypass Valve | *8 | VSV for No. 2 EGR Bypass Valve |
*9 | EGR Cooler | *10 | Injector Assembly |
*11 | Electric EGR Control Valve Assembly | *12 | Diesel Throttle Body Assembly |
*13 | Turbocharger Sub-assembly | *14 | Exhaust Fuel Addition Injector Assembly |
*15 | DPF Catalytic Converter | *16 | Differential Pressure Sensor Assembly |
*17 | Exhaust Gas Temperature Sensor (B1S1) | *18 | No. 2 Exhaust Gas Temperature Sensor (B1S2) |
*19 | No. 3 Exhaust Gas Temperature Sensor (B1S3) | *20 | Air Fuel Ratio Sensor |
*21 | CCo Catalyst Converter | *22 | Fuel Tank |
DPF components:
Component | Description |
---|---|
DPF catalytic converter | Reduces PM. |
CCo catalytic converter | Reduces HC and CO. |
Exhaust Fuel Addition Injector Assembly | Adds fuel into the exhaust port in order to raise catalyst temperature for PM forced regeneration. |
Exhaust gas temperature sensor | Used for estimating the DPF catalytic converter temperature and adjusting fuel addition by ECM while PM forced regeneration is performed. Also detects the DPF catalytic converter temperature to prevent the catalytic converter temperature from rising too high. |
Differential Pressure Sensor Assembly | Detects the volume of PM deposits and any incorrect vacuum hose arrangement on the DPF catalytic converter. |
Air fuel ratio sensor | Used for controlling the air-fuel ratio. By controlling the air-fuel ratio, combustion control and PM forced regeneration are properly regulated. |
Diagnostics Trouble Codes (DTCs) table for DPF:
Tech Tips
This table indicates typical DTC combinations for each malfunction occurrence.
Trouble Area | Malfunction | DTC No. |
---|---|---|
DPF catalytic converter | Deteriorated or clogged | P062F, P2002, P200C*, 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*, P20CF*, P20CB, P244A*, P244C* | |
Exhaust gas temperature sensor | Open in exhaust gas temperature sensor circuit | P0545, P0546, P200C*, P2032, P2033, P2084, P242B, P242C, P242D, P244A*, P244C* |
Short in exhaust gas temperature sensor circuit | P0545, P0546, P200C*, P2002*, P2032, P2033, P2084, P242B, P242C, P242D, P244A*, P244C* | |
Exhaust gas temperature sensor | P0545, P0546, P200C*, P2032, P2033, P2084, P242B, P242C, P242D, 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*, 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.
Diagnostics trouble code description for DPF:
DTC No. | Description |
---|---|
P0031 | Open or short in air fuel ratio sensor heater control circuit (Low output) |
P0032 | Open or short in air fuel ratio sensor or 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 | DPF catalytic converter thermal deterioration |
P200C | DPF catalytic converter abnormally high exhaust gas temperature |
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) |
P2084 | Exhaust Gas Temperature Sensor Circuit Range/Performance (B1S2) |
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 or heater circuit (Low output) |
P2239 | Open or short in air fuel ratio sensor or heater circuit (High output) |
P2252 | Open or short in air fuel ratio sensor or heater circuit (Low output) |
P2253 | Open or short in air fuel ratio sensor or heater circuit (High output) |
P242B | Exhaust Gas Temperature Sensor Circuit Range / Performance (B1S3) |
P242C | Open or short in exhaust gas temperature sensor circuit (B1S3) (Low output) |
P242D | Open or short in exhaust gas temperature sensor circuit (B1S3) (High output) |
P244A | DPF catalytic converter excessive differential pressure (Low input) |
P244B | DPF catalytic converter excessive differential pressure |
P244C | DPF 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 | DPF catalytic converter soot deposition |
COMMON RAIL SYSTEM DESCRIPTION
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 injector driver, 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.
Common rail system components:
Component | Description |
---|---|
Common rail | Stores high-pressure fuel produced by supply pump |
Fuel supply pump assembly |
|
Injector assembly | 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 engine 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 |
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.
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 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 |
INJECTION CONTROL SYSTEM DESCRIPTION
The ECM controls the fuel injection system through the injector driver, 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 injector driver controls the injectors. The injector driver also controls the suction control valve installed on the supply pump to help regulate fuel pressure.
The piezo type injector used in the 1KD-FTV engine makes noise when the engine is idling because this injector operates at high speed. Therefore, the injector driver 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.
SUPPLY PUMP OPERATION SYSTEM DESCRIPTION
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.
SUCTION CONTROL VALVE OPERATION SYSTEM DESCRIPTION
Tech Tips
The ECM controls the suction control valve operation to regulate the fuel volume that is produced by the supply pump for the common rail. This control is performed to regulate the internal fuel pressure of the common rail to the target injection pressure.
Small opening of the suction control valve:
When the opening of the suction control valve is small, the volume of supplied fuel is small.
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.
Pump output will start when the fuel pressure at (A) becomes higher than the common rail pressure (B).
Large opening of the suction control valve:
When the opening of the suction control valve is large, the volume of supplied fuel is large.
If the plunger stroke is full, the suction volume becomes large because of the wide path.
Pump output will start when the fuel pressure at (A) becomes higher than the common rail pressure (B).