List of abbreviations DOHC: Double overhead Camshaft DTC: Diagnostic Trouble Code ECM: Engine control module ECU: Electronic Control Unit EDU: Injector drive unit EGR: Exhaust gas recirc
Introduction
Reasons for choosing the topic
In an era where the automobile industry is constantly developing, a clear understanding of Diesel engines using the Common Rail fuel injection system is essential for automotive engineering students Therefore, our team carried out the project: RESTORATION AND RESEARCH OF TOYOTA HIACE 2KD-FTV ENGINE TEACHING MODEL, to help students have a more realistic view of engines while improving their understanding about the structure and principles of Diesel engines using Common Rail fuel injection.
Research purposes
Understanding the structure and principles of Diesel engines using Common Rail fuel injection with turbocharger Restoration and research of Toyota Hiace 2KD-FTV engine teaching model and moreover, create practical exercises for educational purposes about Diesel engines
In addition to the above, the Toyota Hiace 2KD-FTV engine teaching model is a useful tool for creating practical exercises for educational purposes about Diesel engines.
Research subjects
Toyota Hiace 2KD-FTV engine teaching model using common rail system.
Research scope
Structure and principles of Toyota Hiace 2KD-FTV engine teaching model using common rail system We focus our research on the engine control system and fuel supply system of the Toyota Hiace 2KD-FTV engine.
Research method
With the target of restoration and research of toyota hiace 2KD-FTV engine teaching model, the main research method is the method of document research Then, we recovery and research the model base on the knowledge that we study to meet the initial objectives
Introduction about Toyota Hiace 2KD-FTV engine
Characteristics
Engine characteristics: Toyota's 2KD - FTV engine is a 4-stroke, 4-cylinder in-line Diesel engine, using Common Rail system, 16 DOHC valves with turbocharger
Toyota's 2KD - FTV engine is a 4-stroke, 4-cylinder in-line Diesel engine, using the Common Rail system, 16 DOHC valves with turbocharger
• Fuel system: Common Rail • Engine capacity: 2494 cm²
• Gas distribution system: 16 valves, DOHC, driven by belt and gear
• Cylinder diameter * Piston stroke: 92 * 93.8 mm
• Combustion chamber: Direct fuel injection
• Type of oil (oil) according to viscosity: CF-4,10W-30
Models do not have a cooler for intake air in the turbocharger system.
Main structures of the engine
• Engine head cover:made of plastic to reduce weight and noise
• Cylinder head cover: made of cast iron, the nozzle position is placed in the center of the combustion chamber Each cylinder has two intake and exhaust ports
• Engine block: made of cast iron, adding many reinforcing rib to help reduce vibration
• The piston pin and the cylinder form a combustion chamber structure The combustion chamber is created on top of the piston to accommodate the direct fuel injection of the Common Rail system
• Ensuring the sealing function on the piston head, there are 2 gas ring grooves and 1 oil ring groove used to install the piston rings
The connecting rod is a highly durable material suitable for working environments subject to high impact
Between the two large end caps of the connecting rod, there is a knock pin to increase stability when assembling
The connecting rod bearing is made of aluminum and the locating lug structure can keep the bearing from rotating or moving vertically
Figure 2.3: Connecting rod and bearing shell
The crankshaft structure includes 5 bearings and 8 counterweights
The crankshaft bearing consists of two cylindrical halves that are delicately crafted to achieve optimal oil clearance This helps to improve cold start performance and reduce engine vibration
The upper half of the crankshaft bearing has an oil groove along the circumference
1 Main journal oilway to lube crankpin journal
2.2.5 Structure of valve and camshaft:
In the engine, each cylinder has 2 intake valves and 2 exhaust valves arranged in an overhead valve design with wider intake and exhaust ports to increase intake and exhaust efficiency
The valves are controlled to open and close directly by 2 camshafts
The intake camshaft is driven by a belt, and the exhaust camshaft is driven by the intake camshaft through gears
Figure 2.6: Structure of valve and camshaft
2.2.6.1 Position of the cooling system:
Located at the front of the engine
During the engine's operation, fuel is burned in the combustion chamber, leading to a large amount of heat generated
Some of the heat goes out the exhaust system, but some of the heat goes into the engine, heating it up The engine runs best when the coolant is about 93 degrees Celsius
The use of the car's cooling system helps the engine work stably at the most suitable temperature
The combustion chamber is hot enough to completely vaporize the fuel, providing better combustion and reducing emissions
The oil used to lubricate the engine has a lower viscosity, so engine parts move more freely, and the engine wastes less energy
The cooling system's task is to cool and dissipate heat fully and promptly Otherwise, the parts will have many serious consequences such as: overheating causing great friction, the oil losing its lubricating effect, the piston getting stuck, causing damage to the parts inside the engine
Therefore, the car's cooling system plays an extremely important role
2.2.6.3 General structure and working principle of the system:
Radiator in the car's cooling system serves to store water and transfer heat to the water and to the outside air The water tank is made of small, narrow tubes, interspersed with thin aluminum foil to dissipate heat faster, ensuring the best cooling requirements
The thermostat in the forced circulation water cooling system is used to adjust the temperature and determine the circulation of coolant from the engine to the radiator
When the engine starts cold, the thermostat closes, restricting coolant flow to the radiator This enables the engine to reach its optimal operating temperature more quickly, reducing warm-up time and improving fuel efficiency.
When the temperature in the engine is higher than the specified level (about 87-102 degrees Celsius), the thermostat will open to control the coolant to cool the engine
The coolant temperature sensor plays the role of measuring the temperature of the coolant, transmitting signals to the ECU to help calculate fuel injection time, idling speed,
Figure 2.10: Engine coolant temperature sensor
As a car idles or slows down, reduced airflow can lead to insufficient cooling To mitigate this, engines are equipped with cooling fans that generate forced air circulation through the radiator, ensuring adequate heat dissipation even in low airflow conditions.
The 2KD-FTV engine lubrication system is a forced circulation lubrication system The oil injection plug is located at the bottom of the piston
Each oil injection plug has a one-way valve to prevent oil injection when engine oil pressure is low
Cleaning the air before it enters the engine Increase the density of the charging medium by turbocharging the engine As a result, the amount of intake air entering the cylinder in each cycle increases and the engine's power increases The air delivered into the engine cylinders can be supercharged to dramatically boost engine power And because this is the greatest way to improve engine capacity, most large Diesel engines are currently used
2.2.8.2 General structure and working principle of the system:
Responsible for filtering the air before it is loaded into the combustion chamber
This is a device operated by exhaust gases, thereby increasing engine power by pumping more air into the combustion chambers
The mixture burned in the combustion chamber consists of injected fuel and air Supplying air to the combustion at a higher pressure allows more fuel to be burned, resulting in greater efficiency per cycle
Figure 2.14: Working principle of intake system
The turbine and the compressor are the two major components of a turbocharger The turbine is made up of two parts: the turbine wheel (1) and the turbine housing (2) The turbine housing's duty is to direct the exhaust gas (3) into the turbine wheel The exhaust
15 gas's energy drives the turbine wheel, and the gas departs the turbine housing through an exhaust outlet region (4)
The compressor also has two components: the compressor wheel (5) and the compressor housing (6) The compressor operates in the opposite direction as the turbine
A forged steel shaft (7) connects the compressor wheel to the turbine, and when the turbine rotates the compressor wheel, the high-velocity whirling sucks in and compresses air Through a process known as diffusion, the compressor housing turns the high-velocity, low-pressure air stream into a high-pressure, low-velocity air stream The compressed air (8) is forced into the engine, allowing it to burn more fuel and generate more power
Advantages and disadvantages of turbocharged:
The benefit of a turbocharger is obvious: it increases engine power without increasing the number of cylinders or capacity, resulting in lower fuel consumption
Turbocharger engines offer a significant advantage over standard engines, enhancing engine power by an impressive 30% to 40% This enhanced power translates into improved acceleration capabilities for vehicles equipped with turbochargers Additionally, turbochargers contribute to fuel efficiency, allowing vehicles to cover more distance per unit of fuel consumed.
The apparent drawback is that the cost is higher when compared to standard engines (because of higher temperatures, more equipment, etc.); engine operation is more complicated Engines with turbochargers required the use of higher-quality pistons, push rods, and shafts than engines without turbochargers The turbocharger creates substantially more heat, making the engine more heat and requiring efficiency cooling system and radiator
When operating, the propellers may rotate at up to 250,000 rpm As a result, a larger oil supply, a higher capacity oil pump, and quicker oil change periods are necessary
Furthermore, this sort of engine has a delay (known as turbo lag) Although this impact has been drastically reduced due to advancements, it persists, although insignificantly
Reducing emissions that are harmful to humans and the environment is the basic task of any automaker When catalytic converters were not yet invented, engineers often used an exhaust gas recirculation technique called the EGR Nowadays, it is no longer as popular as catalytic converters, but on Diesel or older vehicle models, it is still a technology that works well
The EGR system was invented to control the environmental pollution level of cars in the early 1970s, about 2 years earlier than catalytic exhaust gas neutralization systems The goal of the EGR is to reduce NOx levels by recirculating exhaust gases back into the engine intake system
Exhaust gas recirculation (EGR) in Diesel engines reduces harmful NOx emissions by lowering adiabatic combustion temperature and oxygen concentration By increasing the specific heat of the air mixture, EGR further decreases combustion temperature These measures aim to mitigate the formation of NOx, reducing its concentration in the engine exhaust.
Systems on Toyota Hiace 2KD-FTV engine
Electronic Diesel engine control system
Electronic Diesel Control (EDC) is a high-tech electronic system that controls and monitors the functioning of Diesel engines It is a necessary component of contemporary Diesel engines, which rely on precise regulation of fuel injection and engine management systems to provide maximum performance, fuel efficiency, and emissions control High injection pressure
An EDC system's primary role is to monitor numerous engine characteristics such as engine speed, temperature, and pressure and utilize this information to adjust the quantity and timing of fuel injection This enables the engine to function at peak efficiency and power production while emitting the fewest pollutants EDC systems also include diagnostic features for troubleshooting and optimizing engine performance
❖ Advantages of Electronic Diesel Control:
• EDC systems can accurately manage the fuel injection process, resulting in increased fuel economy and lower operating costs
• Optimized engine performance: EDC systems can increase acceleration, hauling capacity, and overall vehicle performance by monitoring and adjusting engine parameters
• Emissions reduction: By managing fuel injection and other engine management operations, EDC systems can aid in the reduction of dangerous emissions like as nitrogen oxides (NOx) and particulate matter
• EDC systems have diagnostic capabilities that may be utilized to troubleshoot engine issues and enhance engine performance
• EDC devices can assist in avoiding engine damage by monitoring engine parameters and preventing dangerous circumstances from happening
Input signal: Including sensors to determine engine operating condition
ECU: The electronic control unit processes input signals to produce appropriate output signals for each engine operating mode
Output signal: ECU outputs are control signals in the form of voltage to convert voltage to mechanical movement to control the actuators
Diagram of 2KD-FTV ECU connectors:
+B Battery Power from Main Relay
RTHW Coolant temperature sensor signal
VPA Accelerator pedal position sensor 1
VPA2 Accelerator pedal position sensor 2
VCPA Power supply of accelerator pedal position sensor 1 VCPA2 Power supply of accelerator pedal position sensor 2
EPA Ground of accelerator pedal position sensor 1
EPA2 Ground of accelerator pedal position sensor 2
EGR EGR VSV for control the EGR Valve
PIM Manifold absolute pressure sensor
VLU Throttle motor position sensor
EGLS EGR valve position sensor
THW Engine coolant temperature sensor
THIA Post-boost temperature sensor
#1 Fuel injector control 1 (to EDU)
#2 Fuel injector control 2 (to EDU)
#3 Fuel injector control 3 (to EDU)
#4 Fuel injector control 4 (to EDU)
THA Intake air temperature Sensor
Figure 3.1: Pin diagram of the ECU
Figure 3.2: Pin diagram of the ECU cont
Figure 3.3:Electric wiring diagram of Engine Control (2KD – FTV)
Figure 3.4:Electric wiring diagram of Engine Control (2KD – FTV) cont
Figure 3.5:Electric wiring diagram of Engine Control (2KD – FTV) cont
Figure 3.6:Electric wiring diagram of Engine Control (2KD – FTV) cont
Figure 3.7:Electric wiring diagram of Engine Control (2KD – FTV) cont
Figure 3.8:Electric wiring diagram of Engine Control (2KD – FTV) cont
Figure 3.9: 2KD – FTV engine connector diagram
Figure 3.10: 2KD – FTV engine connector diagram cont
Figure 3.11: 2KD – FTV engine connector diagram cont
Figure 3.12: 2KD – FTV engine connector diagram cont
Figure 3.3: EDU of the common rail engine
Figure 3.13: Electric wiring diagram control of EDU
Figure 3.14: Pin of the EDU junction
The injectors in the Common Rail system operate with high voltage (about 100V), so the EDU is responsible for amplifying the voltage from 12V to 100V to boost the injectors
EDU is composed of 2 parts:
• The voltage amplifier circuit is used to increase the voltage from 12V to about 100V when controlling the injector
• The circuit controls the injector when receiving the IJT signals from the ECU and sends the IJF confirmation signal back to the ECU as feedback for injector control
Figure 3.15: Electric wiring control of EDU
Table 3.5: Meaning of EDU pin
IJT#1, IJT#2, IJT#3, IJT#4 Injector control signal
IJF Feedback injector control signal
COM1, COM2 Power supply for injector
INJ#1, INJ#2, INJ#3, INJ#4 Controller of injector
Figure 3.16: Position of coolant temperature sensor (ECT) on the engine
The coolant temperature sensor (ECT) is mounted on the engine, that is in contact with the coolant
Figure 3.17: Structure of coolant temperature sensor
The thermistor mounted in the sensor is a NTC, whose value changes according to the temperature of the engine coolant Low coolant temperature means high resistance value, and high temperature means low resistance value The change in resistance is communicated to the ECU as a change in voltage
Figure 3.18: The resistance characteristics change of NTC thermistors
Figure 3.19: Electric wiring diagram of coolant temperature sensor
The sensor is connected to the ECU The 5V power voltage from the ECU is supplied to the sensor from the THW pin through resistor R The resistor R and the sensor are connected in series When the resistance value of the sensor changes according to the coolant temperature value, the voltage of the THW pin also changes Based on this signal, the ECU will adjust the amount of fuel injected to improve engine performance when the engine is cold
Position: the intake air temperature sensor is located on the intake pipe In addition, it is integrated with the MAP sensor
It is also a type of sensor with NTC, used to determine the temperature of the air entering the engine
Figure 3.20: Structure of intake air temperature sensor
Like the coolant temperature sensor, it consists of a thermistor mounted inside the sensor Because the density of air changes with temperature, when the air temperature is high, the air is thinner and the amount of oxygen in the air is low On the contrary, when the air temperature is low, the oxygen content in the air is high
Figure 3.21: The resistance characteristics change of NTC
Figure 3.22: Electric wiring diagram of intake air temperature sensor
According to the circuit diagram, 5V current from the ECU is supplied through a fixed resistor to power the sensor When the intake air temperature changes, the resistance of the intake air temperature sensor will also change accordingly A change in resistance causes a change in voltage, the ECU will rely on that change to determine the intake air temperature
3.1.2.3 Mass Air Flow Sensor (MAF):
Figure 3.23: Position of mas air flow sensor on the engine
Figure 3.24: Structure of mass air flow sensor (MAF)
Figure 3.25: Connector of mass air flow sensor (MAF) and characteristic
Figure 3.26: Electric wiring diagram of mass air flow sensor (MAF)
In the Mass Airflow (MAF) meter, the hot wire absorbs heat from the incoming air, which is converted into a resistance value An integrated circuit (IC) precisely controls the circuit current, ensuring that the hot wire reaches a fixed temperature relative to the cold wire This regulation results in a voltage change at the circuit's point B Consequently, this voltage is transmitted to the engine's Electronic Control Unit (ECU) via the output circuit.
Figure 3.27: Operating circuit of mass air flow sensor (MAF)
Position: the fuel temperature sensor is located on the high-pressure pump
Figure 3.28: The position of the fuel temperature sensor regarding to manual book
Figure 3.29: Haft section view of fuel temperature sensor
The fuel temperature sensor has the same structure as the coolant temperature sensor Consists of a thermistor mounted in the sensor, which is an NTC, whose value changes according to the temperature of the fuel Low fuel temperature results in high resistance, and high-temperature results in low resistance value The change in resistance is communicated to the ECU as a change in voltage
Figure 3.30: Electric wiring diagram of fuel temperature sensor
The fuel temperature sensor is connected to the ECU The 5V power voltage from the ECU is supplied to the sensor from the THF pin through resistor R Resistor R and sensor are connected in series When the sensor's resistance value changes according to the fuel temperature value, the voltage of the THF pin also changes Based on this signal, the
ECU will adjust compensation to control the pressure of the high-pressure pump and troubles
Position: the fuel pressure sensor is mounted at the top of the common rail
Figure 3.31: The position of the fuel pressure sensor on the engine
Figure 3.32: Structure of the fuel pressure sensor
The sensor consists of a small piece of silicon with a thicker outer edge Between the two sides of the silicon pad is coated with a layer of quartz to become a piezoelectric resistor When pressure is applied to it, the resistance changes, causing its voltage to change
Figure 3.33: Electric wiring diagram of fuel pressure sensor
The ECU monitors the internal fuel pressure of the common rail system using a fuel pressure sensor and operates the suction control valve to correct the internal pressure
When pressure is applied to the silicon chip, the resistance of the fuel pressure sensor changes This sensor generates a voltage proportional to the internal fuel pressure
Figure 3.34: The rail pressure characteristic
Position: the camshaft position sensor is mounted on the high-pressure pump pulley
Figure 3.35: The position of the camshaft position sensor
Figure 3.36: Structure of the camshaft position
The camshaft position sensor (G) is a magnetic sensor: consisting of a pin pole core made of a solenoid winding that encloses soft iron A permanent magnet is linked to the solenoid winding The pin pole core is located directly opposite the trigger wheel The sensor is separated from the trigger wheel by an air gap
Figure 3.37: Electric wiring diagram of camshaft position sensor
The camshaft position sensor (also known as the TDC sensor) detects cylinders The sensor sends a cylinder identification signal to the engine ECU as the TDC pulsar linked to the supply pump timing gear passes past
The TDC pulsar is made up of pulsars spaced at 90-degree intervals, as well as an extra pulsar Although the sensor generates five pulses per two engine rotations, only one is used for control (The number of pulsars, and hence the number of pulses, varies depending on the vehicle model.)
When the engine ECU detects the missing-tooth NE pulse and the TDC pulse at the same time, it recognizes the No 1 cylinder
Position: the crankshaft position sensor is mounted near the engine's crankshaft pulley
Figure 3.38: The position of the crankshaft position sensor
Figure 3.39: Structure of the crankshaft position sensor
The crankshaft position sensor (NE) including a permanent magnet, soft iron core and induction coil
Figure 3.40: Electric wiring diagram of the crankshaft position sensor
The crankshaft position sensor detects the NE pulsars attached to the crankshaft timing gear as they pass past the sensor and sends a detection signal to the engine ECU
The pulsar gear has 34 teeth and two missing teeth (for two pulses)
For each 360°CA, the sensor produces 34 pulses (The number of teeth, and hence the number of pulses, varies per vehicle type.)
Figure 3.41: Position of the EGR valve position sensor
Figure 3.42: Structure of the EGR position sensor
Figure 3.43: Electric wiring diagram of the EGR position sensor
The EGR valve position sensor, which is mounted on the EGR valve, detects valve displacement The sensor detects this displacement and sends it as a feedback signal through the EGLS pin to the ECU The ECU then modifies the valve displacement based on the engine's operating circumstances
Figure 3.44: throttle position sensor mount in engine
The throttle position sensor is a Hall type sensor consisting of a hall IC and a magnet installed on the spindle and rotates along the spindle, causing their position to change Electric wiring diagram:
Figure 3.45: Electric wiring diagram of the throttle position sensor.
The throttle position sensor is attached to the throttle body and measures the opening and closing movements of the throttle valve, which are sent to the ECU
The ECU uses the VLU pin signal to identify driving conditions This information is one of the requirements for the EGR control
Position: the accelerator pedal position sensor is installed on the accelerator pedal and senses the pedal angle of the accelerator pedal
Figure 3.46: The pedal position and control assembly
Figure 3.47: Structure of the pedal position sensor
The accelerator pedal position sensor has a similar structure to the Hall element type throttle position sensor
Figure 3.48: Electric wiring diagram of the pedal position sensor
Fuel system of Toyota Hiace engine
Figure 3.64: The whole fuel system of Toyota Hiace
3.2.1 General information of commonrail fuel systems:
• Regardless of engine speed or load, the fuel supply maintains a constant high pressure
• Delivers an even amount of gasoline to the engine cylinders at the correct moment and in the correct sequence for them to explode
• Spray a mist of fuel vapor into the combustion chamber and distribute it evenly
• The reserve fuel tank must ensure that the engine operates continuously throughout the specified time
• The filters must be clean of water and mechanical impurities mixed in the fuel
• The details must be sturdy, have high precision, and be easy to manufacture
• Facilities for maintenance and repair
: Injection fuel flow : Leak fuel flow
The feed pump in the supply pump pulls fuel from the fuel tank The SCV (Suction Control Valve) controls the amount of fuel delivered to the fuel pump area and distributes it to the plungers The plungers exert pressure on the fuel, which then goes through the delivery valve and along the rail The fuel that goes in the rail is then sent to the injectors, which inject it into the cylinders (The fuel overflow returns to the fuel tank after passing via the supply pump, rail, injectors, and leak pipes.)
Figure 3.66: Position of the fuel filter on the model
Using an improper fuel filter can lead to damage to pump components, delivery valves and injectors The fuel filter cleans much of the fuel before it reaches the high- pressure pump assembly, thereby preventing rapid wear of pump parts
Fuel filter has a paper filter medium, plastic outer shell and is equipped with:
Hand pump to pump fuel from the tank to the high pressure pump when disassembling the system
Water sensor warns of water level in filter and filter clogged condition to display fuel filter status warning light When the water level in the filter is high, the indicator light on the dashboard will flash continuously When the filter is clogged, the indicator light will always turn on
Figure 3.66: Operating of fuel filter indicator light
Figure 3.67: Structure of the fuel filter
The high pressure pump is responsible for creating high pressure fuel for the injection process This pump is installed in the same way as the previous distribution pump (of traditional engines) Fuel after leaving the high pressure pump is supplied to the high pressure accumulator
Figure 3.68: High pressure pump structure
The feed pump is located inside the high-pressure pump, bringing fuel from the tank through the filter to the high-pressure pump It fills with fuel through the SCV valve to the two pistons of the high-pressure pump Fuel is fed into the two high-pressure pump pistons more or less depending on the opening of the SCV valve under the control of the ECU The residual fuel of the transfer pump passes through the transfer pump pressure regulator valve and follows the oil return line back to fuel tank
The high-pressure pump shaft has an eccentric cam that moves the two pistons up and down symmetrically Fuel passing through the SCV pushes the suction valve open; Fuel will be sucked into the high pressure pump chamber Here, the fuel is compressed under high pressure When the fuel pressure from after compression overcomes the fuel pressure in the distribution pipe, the delivery valve opens and the fuel is distributed to the common rail
The plunger continues to supply fuel until it reaches top dead center As the plunger moves down, the pressure is reduced so the delivery valve closes When the pressure in the pump chamber decreases, the suction valve opens and the process repeats again
Figure 3.69: Operating of higher pressure pump
When the engine is turned on, the pump shaft rotates, which causes the eccentric cam to rotate, which causes the cam ring to move up and down When the cam ring moves down, the return spring of piston A pushes piston A down, generating a vacuum in pump chamber A, so piston A suction valve opens, and fuel is sucked into pump chamber A The cam ring moves piston B down at the same time as piston A is in phase suction The fuel in piston chamber B is compressed until the pressure in the pump chamber overcomes the pressure in the distribution pipe, at which point the delivery valve opens and the fuel flow to the distribution pipe When the eccentric cam bearing rotates to the lowest position, piston A moves to the end of the suction stroke, piston B moves to the end of the fuel
80 compression stroke, and the process reverses, piston A begins to compress, piston B begins to suction
The trochoid feed pump, an integral part of the high-pressure pump, facilitates fuel delivery to the plungers The fuel filter and SCV draw fuel from the tank, which is then pumped by the feed pump through its intake port As the inner and outer rotors rotate, driven by the shaft, the fuel flows out of the discharge port This mechanism ensures a continuous fuel supply to the plungers, enabling the high-pressure pump to function effectively.
When the pump shaft rotates clockwise, the inner rotor rotates, pulling the outer rotor to rotate, so the volume of chamber 3 gradually increases Besides, the pressure of chamber 3 decreases, causing fuel to be drawn into chamber 3 Then the fuel is filled to chamber 4, because the volume of chamber 4 gradually decreases when rotating, the fuel pressure increases and escapes to the exit port
The regulating valve keeps the fuel intake pressure (output pressure of the feed pump) at a certain level without increasing too high when the engine speed increases If the engine speed increases too high, the feed pump pressure increases higher than the adjustment valve allows At that time, the fuel pressure will overcome the spring force in the adjusting valve and cause the valve to open, bringing the fuel back towards the suction port
When engine speed increases cause fuel pressure increases, if fuel pressure at the discharge port of the feed pump is higher than 1.5 bar The force on plunger 2 overcomes spring force 3 the plunger moves down, and the fuel is discharged to the suction port of the feed pump After that, the fuel pressure decreases when the pressure is less than 1.5 bar so the spring pushes plunger 2 up to close the discharge port, and pressure increases and continues to discharge This operation repeats continuously and stabilizes the output fuel pressure of the high-pressure fuel pump
Figure 3.72: Position of the suction control valve on the model
Fuel from the tank moves through the SCV and suction valve It is then compressed by the piston and forced through the delivery valve into the delivery pipe SCV operates under the control of the ECU's work cycle (controls the opening and closing time of the SCV) to modify the amount of fuel that the high-pressure pump delivers into the distribution pipeline The amount of fuel entering the high-pressure pump is adjusted to provide the required internal fuel pressure in the distribution pipe When a large amount of fuel is pumped into the high-pressure pump, the pressure at the high-pressure pump increases, and vice versa
The time of the current flows through the SCV coil is limited to protect the coil from damage This type of valve is normally closed
The advantage of this type of valve is that because the valve opening time (valve working) is shorter than the valve inactive time, the valve's durability and longevity are high
Disadvantage: when the control signal is lost, the valve does not work, fuel is not supplied to the high-pressure pump
The distributor pipe is made of cast iron, the pipe wall is thick to withstand high pressure (maximum 1800 bar), one end of the pipe is fitted with a fuel pressure sensor, the other end is fitted with a pressure relief valve Along the pipe body, connectors are arranged to receive high-pressure fuel from the high-pressure pump and distribute high-pressure fuel to the injectors Even when injecting fuel from the distribution pipe, the fuel pressure in the pipe remains unchanged
Figure 3.73: Structure of the common rail
Restoration, DTC-Inspection and Pan
Restoration
Initial condition: The engine was not start
• Power supply circuit was not correct and opened circuit
Figure 4.2: Power supply circuit before rewire
• Fuel filter was too old
Figure 4.5: The old fuel filter
4.1.1 Engine power supply and EDU:
Firstly, we replaced the EDU; but the engine remains unresponsive, and the starter is not working
IG Switch ON: No power supply, open in many places.
Figure 4.7: Measure the power supply to ECU
Figure 4.8: Condition of the relays before restoration
Figure 4.9: Condition of the relays before restoration
Based on the fuse box at that time, we drew a power supply circuit diagram and compared it with the actual power circuit of the engine
Figure 4.10: Power supply circuit before restoration
We checked whether the relays and fuses are still working and replace them if necessary
Rewiring the wires according to the engine's power supply circuit
Figure 4.11: Power supply circuit after restoration.
4.1.2 Necessary parts for the engine to start normally:
Starting the engine but the engine does not work: the status was that the starter work but the engine still was not control fuel injection.
Inspect Camshaft Position Sensor (Resistance):
• Measure the resistance of the position sensor.
Table 4.1: The standard resistance of camshaft position sensor:
Figure 4.12: Measuring the resistance of the camshaft position sensor.
After measuring the resistance of the camshaft position sensor, we got the result matching with the standard resistance.
Figure 4.13: The terminal of the camshaft position sensor junction.
While cranking or idling the engine, check the waveform of the ECM connectors using an oscilloscope
Table 4.2: The terminals use for measure waveform of camshaft position sensor:
Figure 4.14: Correct waveform of camshaft and crankshaft position sensor
G+ - G- Correct waveform is as shown below
Figure 4.15: Waveform of camshaft position sensor of the model
After checking the camshaft position sensor waveform by using an oscilloscope, we found that the sensor is still working normally although the waveform has a few interferences.
Check wire harness (camshaft position sensor - ECM):
Measure the resistance of the wire harness side connectors:
Table 4.3: The standard resistance of the wire harness side connectors of camshaft position sensor:
D10-1 or D3-23 (G1) - Mass 10 kΩ or higherD10-2 or D3 -31 (G-) - Mass 10 kΩ or higherAfter we measured the resistance of the wire harness side connectors We found that the parameters of the teaching model are still in the standard range.
Inspect Crankshaft Position Sensor (Resistance):
• Measure the resistance of the position sensor.
Table 4.4: The standard resistance of crankshaft position sensor:
Figure 4.16: Measuring the resistance of crankshaft position sensor
After measuring the resistance of the crankshaft position sensor, we got the result matching with the standard resistance.
Figure 4.17: The terminal of the crankshaft position sensor junction.
While cranking or idling the engine, check the waveform of the ECM connectors using an oscilloscope.
Table 4.5: The terminals use for measure waveform of crankshaft position sensor:
NE+ - NE- Correct waveform is as shown below
Figure 4.18: Correct waveform of camshaft and crankshaft position sensor
Figure 4.19: Waveform of crankshaft position sensor of the model
After checking the crankshaft position sensor waveform by using an oscilloscope, we found that the sensor is still working normally although the waveform has a few interferences.
Check wire harness (camshaft position sensor - ECM):
Measure the resistance of the wire harness side connectors:
Table 4.6: The standard resistance of the wire harness side connectors of crankshaft position sensor
D17-1 or D1-27 (NE+) - Mass 10 kΩ or higher D17-2 or D1 -34 (NE-) - Mass 10 kΩ or higher
After we measured the resistance of the wire harness side connectors We found that the parameters of the teaching model are still in the standard range.
Figure 4.21: New oil filter before installing into the engine
Figure 4.22: New oil filter when installed
The model has been used for many years, so the oil filter may be clogged So, we replaced the oil filter with a new one to ensure the engine operates most efficiently.
Check high pressure pump (suction control valve):
• Disconnect the suction control valve connector.
• Measure the resistance of the suction control valve.
Table 4.7: The standard resistance of suction control valve:
1-2 1.9 to 2.3 Ω at 20°C (68°F) After measuring the resistance of the suction control valve, we got the result matching with the standard resistance.
Figure 4.23: Measuring the resistance of the suction control valve
Check electrical wires and connectors:
• Disconnect connector D1 of the ECM.
• Measure the resistance of the wire side connectors.
Table 4.8: The standard resistance of the wire harness side connectors of suction control valve:
D47-1 (PCV+) or D1-2 (PCV+) - Mass 10 kΩ or higher
The measured resistance of the wire harness side connectors indicates that the parameters of the D47-2 (PCV-) or D1-1 (PCV-) teaching model remain within the standard range, with a mass of 10 kΩ or higher.
Figure 4.25: Fuel pressure sensor wire harness
Table 4.9: The standard resistance of the wire harness side connectors of fuel pressure sensor:
Figure 4.26: Measuring the resistance of the fuel pressure sensor.
After measuring the resistance of the fuel pressure sensor, we got the result matching with the standard resistance.
After checking, the above parts still work well
Continue checking the injection signal:
• Check the injection signal from ECU to EDU:
While cranking or idling the engine, check the waveform of the ECM connectors using an oscilloscope.
Figure 4.27: Measuring the waveform of the injector 1 from ECU to EDU
Figure 4.28: Measuring the waveform of the injector 2 from ECU to EDU.
Figure 4.29: Measuring the waveform of the injector 3 from ECU to EDU.
Figure 4.30: Measuring the waveform of the injector 4 from ECU to EDU.
There is still an injection signal from the ECU, but the engine still cannot start
Another important condition for Diesel engines is fuel pressure Through checking the rail pressure sensor voltage, PCR-E2 is 1.2V, not reaching the minimum level of 1.5V For the engine to operate, this number means that the fuel pressure is not enough, leading to the engine not running.
Figure 4.31: Measuring the voltage of fuel pressure sensor (PCR-E2) when engine cranking
Supplying additional fuel and bleeding the fuel pipe through the oil filter hand pump.
As a result, the machine worked but it was still vibrating
Engine vibration has many causes, both mechanical and electrical But the injector that easy to check first
Continue checking all injectors We check the injection signal from the EDU to the injector.
Figure 4.32: Measuring the waveform of the injector 1 from EDU.
Figure 4.33: Measuring the waveform of the injector 2 from EDU.
Figure 4.34: Measuring the waveform of the injector 3 from EDU.
Figure 4.35: Measuring the waveform of the injector 4 from EDU.
After checking the pulse signals of the injectors, it can be seen that injector No.1 does not lift The remaining injectors are still normally working.
Because injector No.1 has a problem, check the resistance of it with VOM:
The measured resistance is as shown below.
Figure 4.36: Measuring the resistance of the injector 1 coil.
The conclusion is that the coil inside the injector is damaged.
Then proceed to remove the injector for repair:
Figure 4.37: Process of removing the injector
Figure 4.38: Process of removing the injector
Figure 4.39: Process of removing the injector
Figure 4.40: Process of removing the injector
The technician is disassembling the injector.
Check the injector again with a specialized machine after cleaning and replacing the coil.
Figure 4.44: Basic parameters of the injector
All basic parameters of the injector meet standards.
Finally install the injector into the engine.
Figure 4.45: Measuring the waveform of the injector 1 from EDU after repaired.
Through measuring the pulse, we can see that injector No.1 is operating normally and the engine no longer vibrates
4.1.3 Other damaged parts and defects:
Through the diagnostic machine, P0488 of the EGR error is detected:
Check the EGR position sensor and related sensors:
• Through testing, the EGR position sensor works normally.
• Continue checking the throttle position sensor to see that the throttle position signal does not change when the machine operates.
• Measure the sensor resistance: normal.
• Check signal line: detect open circuit from ECU to sensor.
• Continue checking the throttle motor:
• Measure the LUSL pin voltage when the machine is operating, the value is 0V, measure the motor resistance to detect shorted to ground.
• Then replace the motor and fix the open circuit at the throttle position and the error has been resolved.
• Remove the glow plug from the engine.
• Measured all the glow plugs, there were 3 broken glow plugs and replaced them.
• Allowable resistance not higher than 6 Ω.
Figure 4.47: Measuring the resistance of glow plug
Figure 4.50: Stop light switch EWD.
Currently, this is an engine model so there is no brake system, so the two pins STP and ST1- are not being used, so the ECU is receiving pins STP and ST1- as 0V, so this error appears Based on EWD, we need one of the two STP or ST1- pins to be 12V, so the solution now is to connect the positive power from the BATT pin to the ST1- pin and the error has been resolved The engine has no errors.
Figure 4.51: The engine has no errors.
DTC and inspection
Table 4.10: DTC of Coolant temperature sensor (ECT):
P0115/22 Open or short in ECT sensor circuit for 0.5 seconds
• Open or short in ECT sensor circuit
• ECM P0117/22 Short in ECT sensor circuit for 0.5 seconds (sensor resistance value less than 79 Ω)
• Open or short in ECT sensor circuit
P0118/22 Open in ECT sensor circuit for 0.5 seconds (sensor resistance value more than 156 kΩ) (1 trip detection logic)
• Open or short in ECT sensor circuit
Figure 4.52: Using a VOM meter to measure resistance and graph the change in resistance depending on temperature
Table 4.11: The standard resistance of coolant temperature sensor:
If the result is not as specified, replace the sensor
Figure 4.53: Coolant temperature sensor wire harness
Table 4.12: The standard voltage value of coolant temperature sensor:
D1-19 (THW) – D1-28 (E2) Idle speed with coolant air temp between 60°C (140°F) at 120°C (248°F)
If the result is not as specified, replace the sensor
Table 4.13: DTC of Intake air temperature sensor:
P0110/24 Open or short in intake air temperature sensor circuit for 0.5 seconds
• Open or short in IAT sensor circuit
• IAT sensor (built into MAF meter)
P0112/24 Short in intake air temperature sensor circuit for 0.5 seconds
• Short in IAT sensor circuit
• IAT sensor (built into MAF meter)
P0113/24 Open in intake air temperature sensor circuit for 0.5 seconds
• Open in IAT sensor circuit
• IAT sensor (built into MAF meter)
Using an ohmmeter, measure the resistance between the terminals
Figure 4.54: Using a VOM meter to measure resistance and graph the change in resistance depending on temperature
Table 4.14: The standard resistance of intake air temperature sensor:
Notice: when checking the intake air temperature sensor in the water, keep the terminals dry After the check, wipe the sensor dry
If the result is not as specified, replace the sensor
Table 4.15: The standard resistance of the wire harness side connectors of intake air temperature sensor:
D1-31 (THA) or A2-2 (THA)- Mass 10kΩ or higher
Table 4.16: The standard voltage value of intake air temperature sensor:
THA-E2 Idle speed with intake air temp at 20°C (68°F)
If the result is not as specified, replace the sensor
Table 4.17: Manifold Absolute Pressure (MAP):
DTC No DTC Delection Condition Trouble area
Open or short in turbo pressure sensor circuit for 2 sec or more
• Open or short in turbo pressure sensor circuit
• Open or short in VSV for turbo pressure sensor circuit
• VSV for turbo pressure sensor
• Vacuum hose disconnected or blocked
Figure 4.55: Manifold absolute pressure sensor connector link to ECU
Table 4.18: The standard voltage value of Manifold Absolute Pressure (MAP):
Figure 4.56: Manifold absolute pressure sensor connector link to ECU
Table 4.19: The standard resistance of the wire harness side connectors of manifold absolute pressure sensor:
D51-2 (PIM) or D3-28 (PIM) - Mass 10kΩ or higher D51-3 (VC) or D1-18 (VC) - Mass 10kΩ or higher D51-1 (E2) or D1-28 (E2) - Mass 10kΩ or higher
Table 4.20: DTC of fuel temperature sensor:
DTC No DTC Delection Condition Trouble area
P0180/39 Open or short in fuel temperature sensor circuit for 0.5 seconds (1 trip detection logic)
• Open or short in fuel temperature sensor circuit
• ECM P0182/39 Short in fuel temperature sensor circuit for 0.5 seconds (1 trip detection logic)
• Open or short in fuel temperature sensor circuit
• ECM P0183/39 Open in fuel temperature sensor circuit for 0.5 seconds (1 trip detection logic)
• Open or short in fuel temperature sensor circuit
• Measure the voltage of the ECM connector
Figure 4.57: The fuel pressure sensor connector Table 4.20: The standard voltage value of fuel temperature sensor:
D46 (THF) – D1 (E2) Idling, intake air temperature at 20°C (68°F)
If the result is as specified check for intermittent problems
If the result is not as specified go to next step
• Measure the resistance of the sensor
Figure 4.58: Using a VOM meter to measure resistance and graph the change in resistance depending on temperature
Table 4.21: The standard resistance of fuel temperature sensor:
Notice: when checking the fuel temperature sensor in water, keep the terminals dry After the check, wipe the sensor dry
If the result is not as specified replace fuel temperature sensor
If the result is as specified go to next step
❖ Check wire harness (ECM- fuel temperature sensor):
Figure 4.59: Fuel temperature sensor wire harness
• Measure the resistance of the wire harness side connectors
Table 4.22: The standard resistance of the wire harness side connectors of fuel temperature sensor:
If the result is not as specified repair or replace harness and connector
If the result is as specified replace ECM
Table 4.23: DTC of fuel pressure sensor:
P0087/49 Fuel pressure sensor output voltage stays at fixed value
• Open or short in fuel pressure sensor circuit
• ECM P0190/49 Fuel pressure sensor output voltage is 0.55 V or less, or 4.9 V or more for 0.5 seconds
• Open or short in fuel pressure sensor circuit
P0192/49 Fuel pressure sensor output voltage is 0.55 V or less for 0.5 seconds (1 trip detection logic)
• Open or short in fuel pressure sensor circuit
• ECM P0193/49 Fuel pressure sensor output voltage is 4.9 V or more for 0.5 seconds (1 trip detection logic)
• Open or short in fuel pressure sensor circuit
• Measure the resistance according to the value(s) in the table below
Table 4.24: The standard resistance of the wire harness side connectors of fuel pressure sensor:
D1-26 (PCR1) or D45-2 (PR) - Mass 10kΩ or higher
D1-18 (VC) or D45-3 (VC) - Mass 10kΩ or higher
If the result is not as specified repair or replace harness and connector
Figure 4.60: The pin of fuel pressure sensor junction
Measure the resistance according to the value(s) in the table below
Table 4.25: The standard resistance of fuel pressure sensor:
If the result is not as specified replace sensor
Table 4.26: DTC of camshaft position sensor:
P0340/12 No camshaft position sensor signal to ECM while cranking
No camshaft position sensor signal to ECM at engine speed of 650 rpm or more (1 trip detection logic)
• Open or short in camshaft position sensor circuit
❖ Inspect Camshaft Position Sensor (Resistance):
• Measure the resistance of the position sensor
Table 4.27: The standard resistance of camshaft position sensor:
Figure 4.61: The terminal of camshaft position sensor junction
While cranking or idling the engine, check the waveform of the ECM connectors using an oscilloscope
Table 4.27: The terminals use for measure waveform of camshaft position sensor:
G+ - G- Correct waveform is as shown below
Figure 4.62: Correct waveform of camshaft and crankshaft position sensor
If not good replace camshaft position sensor
If good go to next step
❖ Check wire harness (camshaft position sensor - ECU)
• Measure the resistance of the wire harness side connectors
Table 4.28: The resistance of the wire harness side connectors of camshaft position sensor:
If the result is not as specified repair or replace harness and connector
If the result is as specified go to next step
❖ Check sensor installation (camshaft position sensor):
If the result is not as specified securely reinstall sensor
If it’s good go to next step
❖ Check pump drive shaft pulley:
Check the teeth of the pump drive shaft pulley
If the result is not as specified replace pump drive shaft pulley
If it good replace ECU
Table 4.29: DTC of crankshaft position sensor:
P0335/12, 13 No crankshaft position sensor signal to engine ECU during cranking
• Open or short in crankshaft position sensor circuit
❖ Inspect Crankshaft Position Sensor (Resistance):
• Measure the resistance of the position sensor
Table 4.30: The resistance of crankshaft position sensor:
Figure 4.64: The terminal of the crankshaft position sensor junction
While cranking or idling the engine, check the waveform of the ECM connectors using an oscilloscope
Table 4.31: The terminals use for measure waveform of crankshaft position sensor:
NE+ - NE- Correct waveform is as shown below
Figure 4.65: Correct waveform of camshaft and crankshaft position sensor
If the result is not as specified replace crankshaft position sensor
If it’s good go to step 2
❖ Check wire harness (camshaft position sensor - ECM)
• Measure the resistance of the wire harness side connectors
Table 4.32: The resistance of the wire harness side connectors of crankshaft position sensor:
D17-1 or D1-27 (NE+) - Mass 10 k Ω or higher
D17-2 or D1 -34 (NE-) - Mass 10 kΩ or higher
If the result is not as specified repair or replace harness and connector
If it’s good go to next step
❖ Check sensor installation (crankshaft position sensor):
If the result is not as specified securely reinstall sensor
If it’s good go to next step
❖ Check crankshaft position sensor plate (teeth of sensor plate):
• Check the teeth of the sensor plate
If the result is not as specified replace crankshaft position sensor plate
If it’s good replace ECU
Table 4.33: DTC of the EGR valve position sensor:
P0405/96 EGR valve position sensor output voltage is less than 0.1 V for more than 5 seconds
• Open or short in EGR valve
• ECM P0406/96 EGR valve position sensor output voltage is more than 4.9 V for more than 5 seconds
• Open or short in EGR valve
Figure 4.67: The terminal of the EGR valve position sensor junction
• Disconnect the E2 of the EGR valve position sensor connector
• Measure the voltage of the wire harness side connector
Table 4.34: The standard voltage value of the EGR valve position sensor:
If the result is not as specified go to step 3
If it’s good go to next step
❖ Inspect EGR valve position sensor (resistance):
Using an ohmmeter, measure the resistance between terminals 1 (VC) and 2 (E2) of the EGR valve position sensor
Figure 4.68: The pin of the EGR position sensor junction
If the result is not as specified, replace the EGR valve
Create a vacuum in the diaphragm chamber Measure the resistance between terminals 3 (EGLS) and (E2) of the lift sensor when the valve is fully opened and fully closed
Figure 4.69: Using VOM to determine the resistance of the EGR position sensor
Table 4.35: The resistance of the EGR valve position sensor:
EGR Valve Condition Specified Condition
If the result is not as specified, replace the EGR valve
If it’s good go to the next step
❖ Check wire harness (EGR valve position sensor -ECM)
Figure 4.70: EGR valve position sensor wire harness
• Disconnect the E7 and E8 ECM connectors
• Measure the resistance of the wire harness side connectors
Table 4.36: The standard resistance of the wire harness side connectors of EGR valve position sensor:
E2-3 (EGLS) or E7-33 (EGLS) – Body ground 10 kΩ or higher
If it’s not good repair or replace harness
If it’s good replace the ECU
Table 4.37: DTC of throttle position sensor:
DTC No DTC Delection Condition Trouble area
(VLU) flutters up and down beyond normal operating range
(less than 0.2 V or more than 4.8 V) (1 trip detection logic)
• Open or short in throttle valve position sensor circuit
(VLU) is less than 0.2 V (1 trip detection logic)
• Open or short in VLU circuit
• ECM P0123/41 Throttle position sensor output
(VLU) is more than 4.8 V (1 trip detection logic)
• VC and VLU circuits are short-circuited
❖ Check wire harness (throttle position sensor - ECM)
Figure 4.71: Throttle position sensor connector
• Disconnect the D1 and D3 ECM connectors
• Disconnect the D50 throttle position sensor connectors
• Measure the resistance of the wire harness side connectors
Table 4.38: The standard resistance of the wire harness side connectors of throttle position sensor:
D1-18 (VC) or D50-1 (VC) – Body ground 10 kΩ or higher
D1-29 (VLU) or D50-3 (VTA) – Body ground 10 kΩ or higher
D1-28 (E2) or D50-2 (E2)– Body ground 10 kΩ or higher
If it’s not good repair or replace harness and connector
If it’s good go to next step
• Disconnect the D50 throttle position sensor connectors
• Turn the ignition switch ON
• Measure the voltage of the ECM connector
Table 4.39: The standard voltage value of throttle position sensor:
Tester Connection Condition Specified Condition
VLU – E2 Ig ON fully opened 2.8 to 4.2V
VLU – E2 Ig ON fully closed 0.3 to 0.9V
If it’s not good replace the sensor
Table 4.40: DTC of pedal position sensor:
DTC No DTC Delection Condition Trouble area
P2120/19 Condition (a) continues for 0.5 sec or more:
(a) VPA is 0.2 V or less or VPA is 4.8 V or more
• Accelerator pedal rod (arm) deformed
• ECM P2122/19 VPA is 0.2 V or less for 0.5 sec or more when VPA2 output indicates that accelerator pedal is opened
• VPA circuit open or ground short
• Accelerator pedal rod (arm) deformed
• ECM P2123/19 Condition (a) continues for 2.0 sec or more:
• Accelerator pedal rod (arm) deformed
• ECM P2125/19 Condition (a) continues for 0.5 sec or more:
(a) (VPA2 is 0.5 V or less) or (VPA2 is 4.8 V or more)
• Accelerator pedal rod (arm) deformed
• ECM P2127/19 VPA2 is 0.5 V or less for 0.5 sec or more when VPA output indicates that accelerator pedal is opened
• VPA2 circuit open or ground short
• Accelerator pedal rod (arm) deformed
• ECM P2128/19 Conditions (a) and (b) continue for 2.0 sec or more:
(b) VPA is 0.2 V or more and VPA is 3.45 V or less
• Accelerator pedal rod (arm) deformed
• ECM P2138/19 Condition (a) or (b) continues for 2.0 sec or more:
(a) Difference between VPA and VPA2 is 0.02 V or less (b) VPA is 0.2 V or less and VPA2 is 0.5 V or less
• VPA and VPA2 circuit are short circuited
• Accelerator pedal rod (arm) deformed
Figure 4.72: Pedal position sensor connector
Using multimeter to determine output voltage:
Table 4.41: Accelerator Position No.1 standard voltage value:
Tester Connection Accelerator pedal condition
Table 4.42: Accelerator Position No.1 standard voltage value:
Tester Connection Accelerator pedal condition
If it’s good, replace ECU
If it’s not good, move to next step
❖ Check wire harness (ECU - accelerator pedal position sensor):
• Measure the resistance of the wire harness side connectors
Table 4.43: The standard resistance of the wire harness side connectors of throttle position sensor:
B1-1 (VCP2) or B9-27 (VCP2) - Mass 10 kΩ or higher
B1-2 (EPA2) or B9-29 (EPA2) - Mass 10 kΩ or higher
B1-3 (VPA2) or B9-23(VPA2) - Mass 10 kΩ or higher
B1-4 (VCPA) or B9-20 (VCPA) - Mass 10 kΩ or higher
B1-5 (EPA1) or B9-28 (EPA1) - Mass 10 kΩ or higher
B1-6 (VPA1) or B9-22 (VPA1) - Mass 10 kΩ or higher
If it’s not good repair or replace harness and connector
If it’s good go to next step
Check the voltage of ECU connector:
• Turn the ignition switch ON
• Measure the voltage of the ECU connector
Table 4.44: The standard voltage value of pedal position sensor:
If it’s not good replace ECU
If it’s good replace accelerator pedal rod assembly
Table 4.45: DTC of suction control valve:
P0627/78 Open or short in suction control valve circuit for more than 0.5 seconds (1 trip detection logic)
• Open or short in suction control valve circuit
❖ Check high pressure pump (suction control valve)
• Disconnect the suction control valve connector
• Measure the resistance of the suction control valve.
Table 4.46: The standard resistance of suction control valve:
If it’s not good replacing the high-pressure pump assembly
If it’s good go to the next step
❖ Check electrical wires and connectors.
• Disconnect connector D1 of the ECM
• Measure the resistance of the wire side connectors.
Table 4.47: The standard resistance of the wire harness side connectors of suction control valve:
If it’s not good repair or replace power cord and connector
If it’s good go to the next step
❖ Check ecm term voltage (pcv terminal):
While the crank is cranking or the engine is idling, check the waveform of the ECM connector using an oscilloscope
Table 4.48: The terminals use for measure waveform of suction control valve:
PCV+ - PCV- Correct waveform is as shown below
D47-1 (PCV+) or D1-2 (PCV+) - Mass 10 kΩ or higherD47-2 (PCV-) or D1-1 (PCV-) - Mass 10 kΩ or higher
Figure 4.75: Correct waveform of SCV
If it’s not good replace ECM
If it’s good check for damage caused by delay
P0200/97 Open or short in EDU or injector circuit After engine started, there is no IJF signal from EDU to ECM (1 trip detection logic)
• Open or short in EDU circuit
• Check the injector control system (EDU) waveform Connect using pulse meter when starting the engine
Figure 4.76: The injector control system (EDU) waveform
Check the power to the EDU:
• Measure the voltage according to the voltage values
Table 4.50: The standard voltage value of EDU:
Check lines and connectors (EDU - ECM):
• Disconnect the ECM and EDU
• Measure resistance according to values
Table 4.51: The standard resistance of the wire harness side connectors of EDU to ECM:
INJF (EDU) – INJF (ECM) Below 1 Ω
INJF (EDU) or INJF (ECM)- Mass 10 kΩ or higher
Using SST, measure the resistance between terminals
Figure 4.78: Pin connection of injector
Table 4.47: The standard resistance of injector:
Pan
Figure 4.79: Pan of the engine 2KD-FTV teaching model
• Symptom: Engine is difficult to start
• Symptom: The engine can only operate at 25% capacity even when the accelerator pedal is fully depressed
• Symptom: The smoke from the exhaust pipe is more abundant, has an unusual odor and is black in color
4.3.6 EDU feedback injector control signal:
• Symptom: The engine starts but cannot idle
• Symptom: The engine works but vibrates and has poor performance
• Symptom: The starter is not working
• Inspect: Check the wiring, fuse box and relay box relate to starter
• Inspect: Check the wiring, fuse box and relay box relate to ECU power
• Inspect: Check the wiring, fuse box and relay box relate to EDU power
• Symptom: Vibrations when turning off the engine
• Inspect: Check resistance of motor coil, and the wiring from ECU to throttle motor assembly
Figure 4.83: Model (Inside the drawer)
Conclusions and recommendations
Conclusions
After a period of working on the graduation project, the group completed the topic Restoration and research of Toyota Hiace 2KD-FTV engine teaching model During the process of researching and implementing the project, the group absorbed a large amount of in-depth knowledge about the Diesel engine From there, it helps members better understand the engine electrical systems of actual vehicles
The following are some of the group's accomplishments:
• Build a theoretical basis for restoration and research the Toyota Hiace 2KD-FTV engine teaching model
• Renovate the functional parts of the model to operate properly, for the purpose of teaching
• Use AUTEL diagnostic tool to detect error codes and read live data
• Set up pans to help students practice errors on the system Thereby, teachers can use the model to teach, helping students in later grades get closer to the Toyota engine system.
Recommendations
Even though the model has been finalized, there are still imperfections Hopefully, the model will be improved and developed in the future to enable it to be as near to reality as possible while still serving learners well
[1] GSIC – Global Service Information Center (Toyota)
[2] Jack – HP3 Supply Pump Operation – March 6, 2019
[4] PGS-TS Đỗ Văn Dũng – Điện động cơ và Điều khiển động cơ
[5] Denso Diesel Injection Pump – Service manual
[6] https://www.linkedin.com/pulse/what-turbocharger-how-works-aydin-majidov/
[7] https://ocsaly.com/electronic-diesel-control-edc-advancing-diesel-engine-technology- for-improved-efficiency-and-performance/
[8] Denso Mass Air Flow (MAF) Meter – Sensor Fundamentals.