00400075E Injection Pump HYUNDAI MIGHTY W Engine COMMON RAIL SYSTEM (CRS) Operation Manual June 2004 © 2009 DENSO CORPORATION All Rights Reserved This book may not be reproduced or copied, in whole or[.]
Injection Pump HYUNDAI MIGHTY W Engine COMMON RAIL SYSTEM (CRS) Operation Manual June 2004 00400075E © 2009 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 TABLE OF CONTENTS DENSO PRODUCTS LIST SYSTEM OUTLINE COMPONENTS DESCRIPTION DESCRIPTION OF CONTROL SYSTEM COMPONENTS 19 CONTROL TYPES 26 DIAGNOSTIC TROUBLE CODES (DTC) 32 DENSO PRODUCTS LIST 1-1 Vehicle Specifications Name Engine Type Engine Displacement MIGHTY W 3.9 L Reference Compact trucks: ton, 2.5 ton, ton 1-2 Part Numbers Part Name DENSO Part Number Customer Part Number Reference Supply Pump 294000-0290 33100-45700 Injector 095000-5550 33800-45700 Rail 095440-0600 31440-45700 Engine ECU 275800-3142 39100-45700 NE Sensor 029600-0570 39340-45700 Magnetic induction type TDC Sensor (G Sensor) 949979-1450 39350-45700 Magneto HP-3 type resistance type Accelerator Pedal Position - - Non-DENSO product Coolant Temperature Sensor - - Non-DENSO product Manifold - - Non-DENSO product - - Non-DENSO product Sensor Absolute Pressure (MAP) Sensor Intake Air Temperature Sensor element SYSTEM OUTLINE Focused on complying with exhaust gas regulations for diesel engines, the CRS was developed to achieve the following: 1) a further reduction in fuel consumption, 2) improved quietness, and 3) higher output 2-1 System Characteristics The CRS uses a pressure accumulation chamber called a "rail" to store high-pressure fuel This high-pressure fuel is then injected into each engine cylinder from solenoid controlled injectors Since the engine ECU controls the injection system (injection pressure, injection rate, and injection timing), the CRS achieves independent control uninfluenced by engine rotational speed or load Therefore, stable injection pressures can be maintained, specifically in the engine low rotational speed region As a result, the black smoke inherent to diesel engines during take-off and acceleration is suppressed, exhaust gas is cleaner and reduced in quantity, and higher output is achieved A Injection pressure control High-pressure injection from the engine low rotational speed region Optimal control to minimize particulate, and NOx exhaust gas B Injection timing control More precise, optimal control suited to driving conditions C Injection rate control Pilot injection that delivers a very small injection prior to the main injection 2-2 OUTLINE OF CONSTRUCTION AND OPERATION A Configuration The primary CRS consists of a supply pump, rail, injectors, and engine ECU B Operation a Supply pump The supply pump draws in fuel from the fuel tank, and delivers high-pressure fuel to the rail The rail internal pressure is controlled by the quantity of fuel discharged from the supply pump The aforementioned control is performed by the Suction Control Valve (SCV) inside the supply pump based on signals from the engine ECU b Rail The rail is positioned between the supply pump and injectors to store high-pressure fuel c Injectors In place of the conventional injector nozzle, the injectors equipped with the CRS use signals from the engine ECU to achieve optimal injection The quantity, rate, and timing for the fuel discharged from the injectors is determined by signals from the engine ECU These signals control the length of time that the injectors are energized, as well as the timing for injector energization d Engine ECU The engine ECU calculates data detected from each sensor to provide overall control of items such as the following: fuel injection quantity, fuel injection timing, injection pressure, and Exhaust Gas Recirculation (EGR.) 2-3 Fuel System and Control System A Fuel system The fuel system starts from the fuel filter, and continues through the supply pump, and rail until the the diesel fuel is discharged from the injectors The fuel system also includes the return path to the fuel tank via the overflow pipe B Control system In the control system, the engine ECU regulates fuel injection based on signals from each system sensor The control system can be divided by component type into three categories: 1) sensors, 2) the engine ECU, and 3) actuators a Sensors Sensors convert engine and driving status into detectable electric signals b Engine ECU The engine ECU performs calculations based on the electric signals from each sensor, then sends signals to each actuator to achieve the optimal system conditions c Actuators The actuators operate based on electric signals received from the engine ECU The fuel injection system controls the actuators electrically The injection quantity and injection timing are determined by how long the injector Two Way Valve (TWV) is energized, while injection pressure is determined by controlling the Suction Control Valve (SCV) for the supply pump COMPONENTS DESCRIPTION 3-1 Supply Pump (HP-3) A Outline The HP3 supply pump primarily consists of the pump body (eccentric cam, ring cam, and plungers), SCV, fuel temperature sensor, and fuel pump Two plungers are mounted in vertical opposition on the outside of the ring cam, creating a compact assembly The supply pump is actuated in a 1:1 ratio in relation to the engine The feed pump (trochoid type) is built into the supply pump to draw fuel up from the fuel tank for delivery to the plunger chamber Fuel delivered to the plunger chamber is placed under high pressure by the two plungers (driven by the internal camshaft), then sent to the rail The quantity and timing for the fuel supplied to the rail is controlled by SCV operation via signals from the engine ECU The SCV described herein is a normally open type (when not energized, the SCV is open.) *1: Expanded View (Reference) B Fuel flow inside the supply pump Fuel drawn from the fuel tank is sent to the rail from inside the supply pump through the path shown in the figure below C Supply pump construction An eccentric cam is attached to the supply pump drive shaft In turn, the eccentric cam fits into the ring cam When the drive shaft rotates, the eccentric cam turns "eccentrically" As a result, the ring cam moves up and down while rotating Plungers and suction valves are attached to the top of the ring cam The feed pump is then attached to the end of the drive shaft