Mazda Skyactiv

(1)

Common Rail System (CRS) Service

Manual

Applicable Vehicle :

V

Veehhiicclle

e N

Naam

mee

R

Reelleeaasse

e D

Daattee

C

CX

X--55

M

Maarrcch

h 22001122

Issued : April 2012

50000061E 50000061E

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(3)

Operation Section

1.

1. InIntrtrooduductctioionn

1.1

1.1 SKYSKYACTIACTIVV . . . .. . . 2-12-1 1.2

1.2 SKYSKYACTIACTIV-V-D FeatuD Features res . . . .. . 2-12-1

2.

2. AppliApplicable cable VVehiclehicles aes and Pnd Partarts Ins Informaformationtion

2.1

2.1 OutlinOutlinee . . . .. . . 2-22-2 2.2

2.2 ApplicaApplicable Vble Vehicleehicles . . . s . . . .. 2-32-3 2.3

2.3 List List of Pof Primrimary Pary Partarts s . . . .. . . 2-32-3 2.4

2.4 SysSystem Ctem Confonfiguriguratioation n . . . .. . . . 2-52-5

3

3. . SSuupppplly Py Puummpp

3.1

3.1 OutlinOutlinee . . . .. . . 2-82-8 3.2

3.2 SuctioSuction Contrn Control Vol Valve (Salve (SCV)CV) . . . .. . 2-92-9

4

4. . RRaaiill

4.1

4.1 OutOutline. . . line. . . .. . . 2-12-100

5

5. . IInnjjeeccttoorrss

5.1

5.1 OutlinOutlinee . . . 2-1. 2-111 5.2

5.2 OperaOperation. . . tion. . . .. . . 2-122-12 5.3

5.3 InjectInjector Retor Return Baurn Back Presck Pressure Ssure System . . ystem . . . .. . . 2-132-13

6.

6. CoContntrorol Sl Sysystetem Pm Parartsts

6.1

6.1 Engine Engine ECU. . . ECU. . . .. . . 2-152-15 6.2

6.2 SenSensorsorss . . . .. . . 2-12-155

7.

7. FuFuel Iel Injnjecectition Con Conontrtrolol

7.1

7.1 InjectiInjection Paton Pattern. . tern. . . .. . . . 2-192-19 7.2

7.2 MicroMicroinjectinjection Quion Quantity antity CorrCorrection ection ContrControl ol . . . .. 2-202-20 7.3

7.3 InjecInjector Ttor Temperemperature ature CharaCharactericteristic Cstic Correcorrection Ction Control ontrol . . . .. . 2-232-23 7.4

7.4 IntervInterval Depeal Dependence Cndence Correctorrection . . . ion . . . .. . . . 2-252-25 7.5

7.5 ExhExhausaust Gat Gas Res Recircirculculatiation (Eon (EGRGR) Co) Contrntrol ol . . . .. . . 2-22-266 7.6

7.6 i-si-stop Ctop Contontrolrol . . . .. . . 2-22-277

8.

8. OtOtheher r CoContntrorolsls

8.1

8.1 Jet PumJet Pump (4WD p (4WD Only) Only) . . . .. 2-292-29

9.

9. ExhExhausaust Gat Gas Ts Trereatmatment ent SysSystemtem

9.1

9.1 Diesel Diesel PartiParticulate Fculate Filter (ilter (DPF) DPF) System . . . System . . . .. . . 2-302-30

10.

10. DiaDiagnognostistic Tc Troroubluble Code Codes (Des (DTC)TC)

10.1

10.1 DTC LiDTC List. . . st. . . .. . . 2-322-32

1

11. 1. WiWiriring ng DiDiagagraramsms

11

11.1.1 Engine Engine ECU EECU Externaxternal Wiril Wiring Diagng Diagrams. . . rams. . . .. . . . 2-522-52 11

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1. Introduction

1.

1.1 1 SK

SKY

YAC

ACTI

TIV

V



 The name SKYACTIV was chosen for several innovative next generation MAZDA technologies to evoke anThe name SKYACTIV was chosen for several innovative next generation MAZDA technologies to evoke an image of vehicles that are not only "fun to drive", but

image of vehicles that are not only "fun to drive", but achieve "superior environmental friendliness and safe-achieve "superior environmental friendliness and safe-ty." This manual introduces the fo

ty." This manual introduces the following six key SKYACTIV technologies.llowing six key SKYACTIV technologies.

1.2 1.2 SKY

SKYACT

ACTIV

IV-D Feat

-D Feature

ures

s



 SKYSKYACTIV-D takes the following measures to ACTIV-D takes the following measures to lower fuel consumption.lower fuel consumption.

•• Use of a variable valve Use of a variable valve lift mechanism to improve ignition stabililift mechanism to improve ignition stability when the engine is cold.ty when the engine is cold.

•• Use of two-stage supercharging Use of two-stage supercharging control to generate high levels control to generate high levels of supercharging efficientlyof supercharging efficiently. As such low. As such low emissions performance, low fuel consumption performance, high torque, and high response are attained. emissions performance, low fuel consumption performance, high torque, and high response are attained. •• Use of Exhaust Use of Exhaust Gas Recirculation (EGR) Gas Recirculation (EGR) to clean exhaust gas to clean exhaust gas and improve fuel economyand improve fuel economy..

•• Use of i-stop to improve fuel Use of i-stop to improve fuel economy, economy, as well as to lower the amount as well as to lower the amount of exhaust gas and idling noise.of exhaust gas and idling noise.

Low Compression Ratio Low Compression Ratio

•• CombusCombustion performtion performance is improveance is improved via a low compressiod via a low compression ratio (14:0).n ratio (14:0).

Weight Reductions Weight Reductions

•• AlumiAluminum alnum alloy cyloy cylinder linder blockblock

•• IntegrIntegrated exhauated exhaust manifolst manifold and cylinded and cylinder headr head

Weight Reductions and Reduced Mechanical Resistance Losses Weight Reductions and Reduced Mechanical Resistance Losses

•• OptOptimiimized piszed piston shaton shapepe

•• LightwLightweight creight crankshaankshaft jouft journalsrnals T

Teecchhnnoollooggiiccaal l FFiieelldd NNaammee DDeessccrriippttiioonn E

Ennggiinnee SSKKYYAACCTTIIVV--GG A A nneexxtt--ggeenneerraattiioonn, , hhiiggh h eeffffiicciieennccy y DDiirreecct t FFuueell Injection (DFI) engine that suppresses knocking Injection (DFI) engine that suppresses knocking and achieves a high compression ratio (14:0). and achieves a high compression ratio (14:0). S

SKKYYAACCTTIIVV--DD A A nneexxtt--ggeenneerraattiioon n cclleeaan n ddiieesseel l eennggiinne e tthhaatt achieves a low compression ratio (14:0).

achieves a low compression ratio (14:0). T

Trraannssmmiissssiioonn SSKKYYAACCTTIIVV--DDrriivvee A A nneexxt t ggeenneerraattiioonn, , hhiiggh h eeffffiicciieennccy y aauuttoommaattiicc transmission that achieves a high torque transmission that achieves a high torque trans-mission ratio via lockup in all regions.

mission ratio via lockup in all regions. S

SKKYYAACCTTIIVV--MMTT A A nneexxtt--ggeenneerraattiioon n mmaannuuaal l ttrraannssmmiissssiioon n ffoor r FFFF vehicles that is both lightweight and compact. vehicles that is both lightweight and compact. B

Booddyy SSKKYYAACCTTIIVV--BBooddyy A A nneexxtt--ggeenneerraattiioonn, , lliigghhttwweeiigghht t bbooddy y tthhaat t aacchhiieevveess high rigidity combined with high collision

high rigidity combined with high collision safetysafety.. C

Chhaassssiiss SSKKYYAACCTTIIVV--CChhaassssiiss A A nneexxtt--ggeenneerraattiioonn, , hhiigghh--ppeerrffoorrmmaannccee, , lliigghhttwweeiigghhtt chassis that creates an effective balance between chassis that creates an effective balance between handling, and driving comfort.

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2. 2. Applicable

Applicable V

Vehicles

ehicles and

and Parts

Parts Information

Information

2 2..1

1 O

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 The SKYAThe SKYACTIV-D engine is equipped with the MAZDA CX-5 released in CTIV-D engine is equipped with the MAZDA CX-5 released in March 2012.March 2012. As a result, a Common Rail System (CRS) for the SKY

As a result, a Common Rail System (CRS) for the SKYACTIV-D engine has been newly designated.ACTIV-D engine has been newly designated. This manual describes items specific to the parts used in the CRS for the SKYACTIV-D engine. For CRS This manual describes items specific to the parts used in the CRS for the SKYACTIV-D engine. For CRS basics, refer to the

basics, refer to the "COMMON RAIL SYSTEM SERVICE MANUAL -OPERA"COMMON RAIL SYSTEM SERVICE MANUAL -OPERATION (Doc ID: 00400534EA)."TION (Doc ID: 00400534EA)." 

 The SKYThe SKYACTIV-D engine CRS has undergone the following improvements to comply with exhaust gas regACTIV-D engine CRS has undergone the following improvements to comply with exhaust gas reg --ulations for 2014 (Euro 6).

ulations for 2014 (Euro 6). •• SysteSystem prem pressure: ssure: 200 200 MPaMPa

•• Supply pump (HP3Supply pump (HP3): Complies with ): Complies with pressures up to 200 pressures up to 200 MPa, newly designated MPa, newly designated injector return systeminjector return system discharge port

discharge port

•• Rail: Complies wRail: Complies with pressures up to ith pressures up to 200 MPa, use of 200 MPa, use of pressure relief valvepressure relief valve •• InjectInjectors: G3P ors: G3P (use of pie(use of piezo injeczo injectors)tors)

•• Use Use of Dof DPF sPF systystemem

•• Use oUse of injef injector rector return sturn systemystem

Q006918E Q006918E Euro4 (2005) Euro4 (2005) Euro6 Euro6 (2014) (2014) Euro5 (2008) Euro5 (2008) PM (g/km) PM (g/km) NOx (g/km) NOx (g/km) 0 0 00..11 00..22 00..33 0.01 0.01 0.02 0.02 0.03 0.03

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2.2 2.2 App

Applic

licabl

able V

e Vehi

ehicle

cles

s

2.3 2.3 Lis

List o

t of P

f Prim

rimary

ary Par

Parts

ts

V

Veehhiicclle e NNaammee VVeehhiiccllee EEnnggiinne e TTyyppee EExxhhaauusst t VVoolluummee Production StartProduction Start Date Date CX-5 CX-5 LDA-KE2FW (2WD)LDA-KE2FW (2WD) LDA-KE2AW (4WD) LDA-KE2AW (4WD) SSHH 22..2 2 LL MMaarrcch h 22001122 Part Name

Part Name DENSODENSO

Part Number Part Number

Customer Customer Part Number

Part Number RemarksRemarks S Suupppplly y PPuummpp 229944000000--116666## SSHH0011--1133880000 HHPP33 R Raaiill 009955660000--550022## SSHH0011--1133GGCC00 IInnjjeeccttoorr 229955990000--002266## SSHH0011--1133HH5500 GG33PP ECU ECU 227755770000--550077## SSHH0022--1188888811 A ATT, 2WD, 2WD Low power Low power 227755770000--551111## SSHH0044--1188888811 A ATT, 4WD, 4WD High power High power 227755770000--550088## SSHH0011--1188888811 MT, 2WDMT, 2WD Low power Low power 227755770000--550066## SSHH11AA--1188888811 MT, 4WDMT, 4WD Low power Low power 227755770000--550099## SSHH11BB--1188888811 A ATT, 4WD, 4WD Low power Low power 227755770000--550044## SSHH11JJ--1188888811 MT, 4WDMT, 4WD High power High power 227755770000--550022## SSHH11KK--1188888811 A ATT, 4WD, 4WD High power High power 227755770000--551100## SSHH11MM--1188888811 A ATT, 2WD, 2WD High power High power C

Crraannkksshhaafft t PPoossiittiioon n SSeennssoorr 994499997799--006666## PPEE0011--1188222211 NNE E SSeennssoor r C

Cyylliinnddeer r RReeccooggnniittiioon n SSeennssoorr 994499997799--118888## NN33RR44--1188222211 G G SSeennssoor r C

Coooollaannt t TTeemmppeerraattuurre e SSeennssoorr 117799770000--004488## SSHH0011--1188884400 F

Fuueel l TTeemmppeerraattuurre e SSeennssoorr 229944000099--001100## SSHH0011--1188882222 WWiitth h OO--rriinngg A/F Sensor

A/F Sensor 21211200-444#1200-444# SH01-188G1SH01-188G1 Exhaust Gas

Exhaust Gas TTemperature Sensor emperature Sensor

226655660000--332277## SSHH0011--118877GG00 OOxxiiddaattiioon n ccaattaallyysstt inlet inlet 226655660000--332288## SSHH0022--118877GG00 DDPPF F ccaattaallyysst t iinnlleett ETB ETB

(Diesel Air Contro

(Diesel Air Control Valve)l Valve) 119977992200--001100## SSHH0011--113366BB00 E

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Fuel Filter Fuel Filter

118866330000--889988## SSHH0011--1133448800

With heater, With heater,

left-hand driver left-hand driver vehi-cles

cles 118866000000--770077## SSHH0022--1133448800

Without heater, Without heater, left-hand driver left-hand driver vehi-cles cles 118866330000--770066## SSHH0033--1133448800 Without heater, Without heater, right-hand driver right-hand driver vehicles vehicles IInntteerrccoooolleerr 112277110000--441111## SSHH0011--1133556655 JJeett PPuummpp 116677775500--110066## -- 44WWDD E

Elleeccttrriic c WWaatteer r PPuummpp 111133773300--005599## KKDD--661122FFXX FFoor r tthhe e EEUU Part Name

Part Name DENSODENSO

Part Number Part Number

Customer Customer Part Number

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2.4 2.4 Sys

System

tem Con

Config

figura

uratio

tion

n

(1)

(1) EngEngine Syine Systestem Conm Configfigurauratiotionn

•• The SKYThe SKYACTIV-D ACTIV-D engine system is configured as shown in the engine system is configured as shown in the figure below.figure below.

ECU ECU (EDU) (EDU) Supply Pump Supply Pump Rail Rail Fuel Filter Fuel Filter Fuel Tank Fuel Tank Injector Injector ETB (Diesel ETB (Diesel Ai Air r CoContntrorol l VaValvlve)e) EGR Valve EGR Valve EGR Cooler EGR Cooler

Exhaust Gas Recirculation (EGR) Exhaust Gas Recirculation (EGR) Cooler Bypass Valve

Cooler Bypass Valve

Pressure Relief Valve

Crankshaft Position Sensor

(NE Sensor)

Differential Pressure Sensor Differential Pressure Sensor

Exhaust Gas Exhaust Gas Temperature Sensors Temperature Sensors

A/

A/F F SeSensnsor or

Oxidation Oxidation Catalyst Catalyst DPF DPF Feed Valve Feed Valve

(Fuel Temperature Sensor)

Turbocharger Turbocharger (Two-Stage) (Two-Stage) Q006872E Q006872E

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(2)

(2) MounMounting Fting Figure igure for Pfor Primarimary Cry CRS PaRS Partsrts

•• The primary parts for the SThe primary parts for the SKYKYACTIV-D ACTIV-D CRS are mounted as shown in CRS are mounted as shown in the figure below.the figure below.

Suction Control Valve

(SCV)

Fuel Temperature Sensor

Injector Pipes Injector Pipes (Injector Side) (Injector Side) Rail Rail Supply Pump Supply Pump Lower Case Lower Case

(Built into the Injector Return

(Built into the Injector Return System)System)

Injectors

to Fuel Tank

from Fuel Filter

Q006912E

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(3

(3)) CRCRS ConS Confifiguguraratitionon

•• The functional parts of the The functional parts of the SKYSKYACTIV-D ACTIV-D CRS are shown in the CRS are shown in the figure below.figure below.

SKYACTIV-D SKYACTIV-D

(4

(4)) FuFueel l FlFlowow

•• Fuel flowFuel flows through the CRs through the CRS as shown beloS as shown below.w.

Conventional Type Conventional Type

Injector Return Back Pressure System

Supply Pump (HP3) Supply Pump (HP3) Injectors Injectors Rail Rail ECU ECU

Rail Pressure Sensor

Jet Pump (4WD Only)

Fuel Filter Fuel Filter Q006890E Q006890E Supply Pump Supply Pump Fuel Tank Fuel Tank Fuel Filter Fuel Filter Rail Rail Injectors Injectors Suction Suction Feed Feed Return Return Q006907E Q006907E

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3. 3. Supply

Supply Pump

Pump

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 The supply pump used with the SKYACTIV-D engine CRS (HP3) complies with pressures up to 200 MPa.The supply pump used with the SKYACTIV-D engine CRS (HP3) complies with pressures up to 200 MPa. In addition, a port has been established to feed fuel to the injector return system used with the CRS. In addition, a port has been established to feed fuel to the injector return system used with the CRS. The fuel temperature sensor is separate from the pump, and

The fuel temperature sensor is separate from the pump, and is now set in the path between the supply pumpis now set in the path between the supply pump and the fuel return.

and the fuel return.

Q006887E Q006887E Fuel Inlet Fuel Inlet Fuel Outlet Fuel Outlet SCV SCV

Feed Fuel Outlet

(to Injector Return Back Pressure System)

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3.2 3.2 Suc

Suctio

tion Con

n Contro

trol V

l Valv

alve (SC

e (SCV)

V)



 The SCV used with the SKYACTIV-D engine CRS is a normally open SV3 type. The SV3 type has the fol-The SCV used with the SKYACTIV-D engine CRS is a normally open SV3 type. The SV3 type has the fol-lowing features.

lowing features.

•• A more compacA more compact design compt design compared to the SV1 type due to a smaller solenared to the SV1 type due to a smaller solenoidoid •• ImprovImproved valved valve slide sliding perfoing performancermance

Operation Concept Diagram Operation Concept Diagram

Valve Body Valve Body < <EExxtteerrnnaal l VViieeww>> <<CCrroossss--SSeeccttiioonnaal l DDiiaaggrraamm>> N Neeeeddlle e VVaallvvee AArrmmaattuurree Valve Spring Valve Spring Solenoid Solenoid Q006786E Q006786E Q006787E Q006787E Plunger Plunger Needle Valve Needle Valve Supply Pump Supply Pump

Short Duty ON Duration

Large Valve Opening

Large Suction Quantity

Long Duty ON Duration

Small Valve Opening

Small Suction Quantity

Large Valve

Opening

Opening Cylinder Cylinder Small ValveSmall ValveOpeningOpening Cylinder Cylinder

SCV

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4. Rail

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 The rail used with the SKYACTIV-D engine CRS is compliant with pressures up to 200 MPa. The rail usesThe rail used with the SKYACTIV-D engine CRS is compliant with pressures up to 200 MPa. The rail uses a new model pressure relief valve.

a new model pressure relief valve.

(1)

(1) PrePressussure Rre Relielief Vef Valvalvee

•• The pressure relief valve controls The pressure relief valve controls rail fuel pressure. If rail rail fuel pressure. If rail pressure reaches or exceeds a sppressure reaches or exceeds a specified value,ecified value, a solenoid coil is energized to open a path in the valve and return fuel to the fuel tank, thereby reducing a solenoid coil is energized to open a path in the valve and return fuel to the fuel tank, thereby reducing pressure to the specified value.

pressure to the specified value.

(2)

(2) RaRail il PrePressssure ure SenSensor sor

•• The rail pressThe rail pressure sensor is complure sensor is compliant with presiant with pressures up to 200 MPa.sures up to 200 MPa.

Rail Pressure Sensor

Pressure Relief

Pressure Relief ValvValvee

Q006873E Q006873E Q004958E Q004958E Cross-Sectional Diagram Cross-Sectional Diagram COM COM RLV RLV Solenoid Coil Solenoid Coil V Vcc VVoouutt GGNNDD Vout(V) Vout(V) Ap Apprproxoximimatatelelyy 3. 3.88

Rail Pressure (MPa)

Rail Pressure (MPa)200200

Vcc = 5V

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5. Injectors

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 The G3P type piezo injectors equipThe G3P type piezo injectors equipped with the SKYped with the SKYACTIV-D engine CRS can inject fuel at extremely highACTIV-D engine CRS can inject fuel at extremely high pressure (200 MPa). As a result, the atomization of the fuel mist from the nozzle is improved, leading to pressure (200 MPa). As a result, the atomization of the fuel mist from the nozzle is improved, leading to increased combustion efficiency, and reduced exhaust

increased combustion efficiency, and reduced exhaust gas quantity.gas quantity. 

 A A piezo piezo injector injector primarily primarily consists of consists of a a piezo piezo stack, largstack, large e diameter diameter piston, piston, small small diameter diameter piston, piston, controlcontrol valve, and nozzle needle.

valve, and nozzle needle.

•• The piezo stack is a The piezo stack is a laminated body consisting of alternating layers of laminated body consisting of alternating layers of a substance called PZTa substance called PZT (PbZrTiO3), and thin electrodes. By applying voltage, the characteristics of a piezo element are used to (PbZrTiO3), and thin electrodes. By applying voltage, the characteristics of a piezo element are used to expand and shrink the stack via the

expand and shrink the stack via the inverse piezoelectric effect.inverse piezoelectric effect.

•• Small displacements of the Small displacements of the piezo stack are piezo stack are expanded by transmitting actuation from expanded by transmitting actuation from the large diameter the large diameter piston to the small diameter piston.

piston to the small diameter piston.

•• The small diameter piston The small diameter piston moves the control moves the control valve to regulate the valve to regulate the pressure inside the injectorpressure inside the injector.. •• The nozzle neeThe nozzle needle is moved up and down via controdle is moved up and down via control valve pressurl valve pressure control.e control.

QR Code QR Code ID Code ID Code Piezo Stack Piezo Stack

Large Diameter Piston

Small Diameter Piston

Control Valve

Nozzle Needle

(15)

Correction Points Using QR Codes Correction Points Using QR Codes

5.

5.2 2 Op

Oper

erat

atiion

on

Non-Injection Non-Injection



 When voltage is not applied to the piezo stack, the pressure in the control chamber and at the bottom of the nozzle needleWhen voltage is not applied to the piezo stack, the pressure in the control chamber and at the bottom of the nozzle needle is at the same value as fuel in the rail. The nozzle needle remains closed due to the difference in surface area exposed to is at the same value as fuel in the rail. The nozzle needle remains closed due to the difference in surface area exposed to pressure between the control chamber and bottom of the nozzle needle. Therefore, injection is not performed.

pressure between the control chamber and bottom of the nozzle needle. Therefore, injection is not performed. Injection

Injection



 When voltage is applied to the piezo stack, the stack expands. The transmission of actuation power fromWhen voltage is applied to the piezo stack, the stack expands. The transmission of actuation power from the large diameter piston to the small diameter piston expands the displacement of the piezo stack and the large diameter piston to the small diameter piston expands the displacement of the piezo stack and pushes the control valve down, thereby o

pushes the control valve down, thereby opening the upper seat and closing the lower pening the upper seat and closing the lower seat. As a result, fuelseat. As a result, fuel is discharged from the control chamber to the

is discharged from the control chamber to the leak path via orifice A, and control chamber pressure decreas-leak path via orifice A, and control chamber pressure decreas-es. Since pressure on the bottom of the nozzle needle becomes greater than that of the control chamber, es. Since pressure on the bottom of the nozzle needle becomes greater than that of the control chamber, the nozzle needle is pushed up and injection begins.

the nozzle needle is pushed up and injection begins.

Injection Complete Injection Complete



 When the voltage applied to the piezo stack is removed, the stack shrinks, and both the When the voltage applied to the piezo stack is removed, the stack shrinks, and both the large and small diameter large and small diameter pistons, as well as the

pistons, as well as the control valve rise. Additionallycontrol valve rise. Additionally, the lower seat opens , the lower seat opens and the upper seat and the upper seat closes. As a result,closes. As a result, a fuel path to the control chamber opens, and fuel pressure in the control chamber quickly returns to the same a fuel path to the control chamber opens, and fuel pressure in the control chamber quickly returns to the same pressure as the rail. Therefore, the nozzle needle is pushed dow

pressure as the rail. Therefore, the nozzle needle is pushed dow nward, and fuel injection stops.nward, and fuel injection stops.

200 MPa

200 MPa 140 MPa140 MPa

80 MPa 80 MPa 35 MPa 35 MPa I I n n j j e e c c t t i i o o n n Q Q u u a a n n t t i i t t y y Q Q

Actuation Pulse Width TQ

Q006875E Q006875E Piezo Stack Piezo Stack Large Diameter Large Diameter Piston Piston Small Diameter Small Diameter Piston Piston Control Valve Control Valve Nozzle Needle Nozzle Needle Orifice A Orifice A Non-Injection

Non-Injection InjectionInjection Injection CompleteInjection Complete

Rail Rail Control Chamber Control Chamber Pressure Pressure Upper Seat Upper Seat : Open : Open Lower Seat Lower Seat : Closed : Closed Orifice B Orifice B Upper Seat Upper Seat : Closed : Closed Lower Seat Lower Seat : Open : Open Orifice A Orifice A Orifice B Orifice B

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5.3 5.3 Inj

Inject

ector Ret

or Return Bac

urn Back Pres

k Pressur

sure Syst

e System

em



 When the injector return side is dry (no fuel) and air When the injector return side is dry (no fuel) and air enters the displacement expansion chamber inside theenters the displacement expansion chamber inside the injector, the ability to transmit piezo stack displacement is lost, and injection is no longer possible. To injector, the ability to transmit piezo stack displacement is lost, and injection is no longer possible. To pre-vent the aforementioned circumstances, fuel is sent to the injector ret

vent the aforementioned circumstances, fuel is sent to the injector ret urn side from the supply pump via theurn side from the supply pump via the feed valve to apply back

feed valve to apply back pressure. The air is pressure. The air is therefore compressed and eliminated therefore compressed and eliminated to improve startabilityto improve startability.. The injector return system is built into the lower case of

The injector return system is built into the lower case of the engine compartment. Injector return system con-the engine compartment. Injector return system con-struction and operation are

struction and operation are detailed below.detailed below.

(1

(1)) CoConsnstrtrucuctitionon

•• InjectInjector return system constor return system construction is shown in the figure belowruction is shown in the figure below..

Q006876E Q006876E Fuel Tank Fuel Tank Rail Rail Supply Pump Supply Pump Feed Valve Feed Valve

(Open Valve Pressure: 80 kPa)

Back Pressure Valve Back Pressure Valve (Open Valve Pressure: 1100 kPa) (Open Valve Pressure: 1100 kPa) #1 #1 #2 #2 #3 #3 #4 #4 G3P Injectors G3P Injectors

Large Diameter Piston

Small Diameter Piston

Displacement Displacement Expansion Chamber Expansion Chamber Feed Feed Pump Pump Feed Pump Feed Pump Pressure Pressure (550 kPa) (550 kPa) Pumping Pumping Mechanism Mechanism Return Back Pressure

Return Back Pressure

(Pb = 1100 kPa)

Return Back Pressure

Decreases Decreases F Feeeed d VVaallvvee BBaacck k PPrreessssuurre e VVaallvvee Lower Case Lower Case

(17)

(2

(2)) OOpeperaratitionon

When the Feed Valve Operates When the Feed Valve Operates

•• When the pressure in the lower case When the pressure in the lower case drops below a constant value, drops below a constant value, a ball inside the valve presses on a ball inside the valve presses on aa spring, and fuel flows into the lower case (injector side) from the supply pump.

spring, and fuel flows into the lower case (injector side) from the supply pump.

When the Back Pressure Valve Operates When the Back Pressure Valve Operates

•• When the fuel returning from the injectors exceeds When the fuel returning from the injectors exceeds a constant value, a ball inside a constant value, a ball inside the valve presses on athe valve presses on a spring, and a fuel path is opened to the fuel tank side.

spring, and a fuel path is opened to the fuel tank side.

Feed Valve Feed Valve to Injector to Injector from from Supply Pump Supply Pump Q006914E Q006914E from Injector from Injector

Back Pressure Valve

to Fuel Tank

Q006915E

(18)

6. 6. Control

Control System

System Parts

Parts

6.

6.1 1 En

Engi

gine

ne E

ECU

CU



 The engine ECU regulates the fuel injection system and performs overall engine control.The engine ECU regulates the fuel injection system and performs overall engine control.

6 6..2

2 S

Se

en

ns

so

orrs

s

(1)

(1) CrankshafCrankshaft Position St Position Sensor (NE ensor (NE Sensor) and Sensor) and Cylinder RCylinder Recognition Sensecognition Sensor (G Senor (G Sensor)sor)

•• The crankshaft position sensor and cylinder recognition sensor used with the SKThe crankshaft position sensor and cylinder recognition sensor used with the SKYYACTIV-D engine CRACTIV-D engine CRSS are Magnetic Resistance Element (MRE) type devices.

are Magnetic Resistance Element (MRE) type devices.

OUT OUT GND GND VCC VCC

Crankshaft Position Sensor

(NE Sensor)

Cylinder Recognition Sensor

(G Sensor) (G Sensor) VCC VCC GND GND VOUT VOUT

(19)

Crankshaft Position Sensor (NE Sensor) Crankshaft Position Sensor (NE Sensor)

•• The crankshaft position The crankshaft position sensor detects the sensor detects the crankshaft angle. The pulsar crankshaft angle. The pulsar has 56 teeth (sephas 56 teeth (separated at 6°CAarated at 6°CA intervals, with four missing teeth t

intervals, with four missing teeth to detect To detect Top Dead Center [TDC] for op Dead Center [TDC] for cylinders no. 1 and no. 4cylinders no. 1 and no. 4 ).).

Cylinder Recognition Sensor (G Sensor) Cylinder Recognition Sensor (G Sensor)

•• The cylinder recognition sensor The cylinder recognition sensor identifies the engine cylinders. identifies the engine cylinders. The pulsar has five The pulsar has five teeth (recognition of teeth (recognition of TDC for each cylinder + recognition of cylinder no. 1).

TDC for each cylinder + recognition of cylinder no. 1).

Q006878E Q006878E 0V 0V Engine Speed Engine Speed Pulse

Pulse MRE TypeMRE TypeMRE TypeMRE Type

3 36600 AA 336600 AA 720 A 720 A Air Gap Air Gap Direction of Direction of Rotation Rotation <Circuit Diagram> <Circuit Diagram> Pulsar Pulsar Engine ECU Engine ECU Sensor Sensor NE Input Circuit NE Input Circuit NE+ NE+ Vcc Vcc NE-OUT OUT Vcc Vcc GND GND Vcc Vcc

Pulse Chart (Reference)

TDC TDC Pulse Pulse 0V 0V MRE Type MRE Type MRE Type MRE Type Engine ECU Engine ECU Sensor Sensor Air Gap Air Gap Pulsar Pulsar Direction of Rotation Direction of Rotation G Input Circuit G Input Circuit <Circuit Diagram> <Circuit Diagram> G+ G+ Vcc Vcc G-OUT OUT Vcc Vcc GND GND Vcc Vcc 3 36600 AA 336600 AA 720 A 720 A

(20)

(2)

(2) CoolaCoolant nt TTempemperaterature ure SensSensor or

•• The coolant temperature The coolant temperature sensor is attached sensor is attached to the engine to the engine cylinder block cylinder block to detect engine coolto detect engine coolant temperature.ant temperature. •• The coolant temperature sensor makes use of The coolant temperature sensor makes use of a thermistor. a thermistor. Thermistors display a characteristic in Thermistors display a characteristic in whichwhich

the resistance value of the element changes in accordance with t

the resistance value of the element changes in accordance with t emperature. As such, the thermistor de-emperature. As such, the thermistor de-tects temperature by converting changes in coolant temperature into changes in resistance. As tects temperature by converting changes in coolant temperature into changes in resistance. As temper-ature increases, the thermistor resistance value decreases.

ature increases, the thermistor resistance value decreases.

(3)

(3) FueFuel Tl Tempemperaeraturture Sene Sensor sor

•• The fuel temperaturThe fuel temperature sensor detects te sensor detects the fuel temperature, ahe fuel temperature, and sends corresponding signals nd sends corresponding signals to the engine ECU. to the engine ECU. TheThe ECU then calculates an injection correction suited to the

ECU then calculates an injection correction suited to the fuel temperature based on the signal information. The SKY-fuel temperature based on the signal information. The SKY- ACTIV-D engine CRS has a fuel return pa

ACTIV-D engine CRS has a fuel return path from the supply pump built into the engine compth from the supply pump built into the engine compartment lower case.artment lower case.

Q004975E Q004975E -20 -20 20 20 80 80 110 110 15.0 15.0 2.5 2.5 0.3 0.3 0.1 0.1 Thermistor Thermistor

Tem

Temperperatuature re ( ( )) ResResististancance e ValValue ue (k(k ))

<Reference:

<Reference: TTemperature/Resistancemperature/Resistance e Characteristics>Characteristics>

- 30 - 30 25.4025.40 9.16 9.16 1.66 1.66 1.15 1.15 0.811 0.811 0.584 0.584 0.428 0.428 0.240 0.240 0.1836 0.1836 0.1108 0.1108 5.74 5.74 3.70 3.70 15.04 15.04 2.45 2.45 0.318 0.318 0.1417 0.1417 - 20 - 20 - 10 - 10 10 10 20 20 30 30 40 40 50 50 60 60 70 70 80 80 90 90 100 100 11 1100 120 120 0 0

Injector Return System Injector Return System

Fuel Temperature Sensor Fuel Temperature Sensor Te

(21)

(4

(4)) AA/F S/F Seennsosor r

•• The A/F sensor detects the The A/F sensor detects the air-fuel ratio in the engine air-fuel ratio in the engine across all regions from rich to across all regions from rich to lean based on thelean based on the oxygen concentration in the vehicle exhaust gas and the concentratio

oxygen concentration in the vehicle exhaust gas and the concentratio n of unburned fuel. The air-fuel ration of unburned fuel. The air-fuel ratio is fed back to the engine ECU to control combustion in a state optimized to the driving conditions.

is fed back to the engine ECU to control combustion in a state optimized to the driving conditions.

(5)

(5) ETB ETB (Die(Diesel sel Air Air ContControl Vrol Valvealve))

•• The ETB operates a The ETB operates a DC throttle motor to cDC throttle motor to change the throttle position in accordance hange the throttle position in accordance with signals from thewith signals from the ECU that correspond to the accelerator position. Additionally, the ETB is interlocked with the key switch ECU that correspond to the accelerator position. Additionally, the ETB is interlocked with the key switch to block intake air when stopping the engine to reduce engine vibration.

to block intake air when stopping the engine to reduce engine vibration.

Q006880E Q006880E Heater Heater Heater Heater Sensor (+) Sensor (+) Sensor (-) Sensor (-) M M VTA1 VTA1 M+M+ M- M-IC1 IC1 VC VC E E22

Throttle Position Sensor Section

Throttle Position Sensor Section Motor SectionMotor Section

VTA1 VTA1 VC VC E2 E2 M+ M+ M-0 0 2200 4400 6600 8800 1 1 2 2 3 3 4 4 5 5 Output Voltage (V) Output Voltage (V) 0 0 Fully Fully Open Open Fully Fully Closed Closed 83 83 0.5 0.5 Output Characteristics Output Characteristics <Circuit Diagram> <Circuit Diagram> Throttle

(22)

7. 7. Fuel

Fuel Injection

Injection Control

Control

7.

7.1 1 In

Inje

ject

ctio

ion Pa

n Patt

tter

ern

n



 The fuel injection system allows a maximum of nine separate injections (a limit exists for each injection The fuel injection system allows a maximum of nine separate injections (a limit exists for each injection group) to be set. However, injection settings are performed with a guard placed on the number of injections group) to be set. However, injection settings are performed with a guard placed on the number of injections to prevent exceeding the following: 1) the charging capacity of the DC-DC converter for the piezo injector to prevent exceeding the following: 1) the charging capacity of the DC-DC converter for the piezo injector actuation circuit, and 2) the maximum actuation frequency limit due to ECU heat generation.

actuation circuit, and 2) the maximum actuation frequency limit due to ECU heat generation.

Pilot and pre-injections are performed in accordance with engine load conditions and the environment to Pilot and pre-injections are performed in accordance with engine load conditions and the environment to shorten the main injection ignition lag, to suppress NOx generation, as well as to decrease combustion shorten the main injection ignition lag, to suppress NOx generation, as well as to decrease combustion noise and vibration.

noise and vibration. After-injection

After-injection is is performed performed to to re-combust re-combust PM PM and and CO, CO, and and to to activate activate the the oxidation oxidation catalyst catalyst at at an an earlyearly stage. Post-injection is performed to raise the DPF temperature to the necessary value required to combust stage. Post-injection is performed to raise the DPF temperature to the necessary value required to combust the PM accumulated

the PM accumulated within the DPF.within the DPF.

P

Piilloot t 11 PPiilloot t 22 PPiilloot t 33 _P_P_r_r_e_e₁₁ _P_P_r_r_e_e₂₂ _M_M_a_a_i_i_n_n _{After 1}_{After 1} _{After 2}_{After 2} _{Post 1}_{Post 1} _{Post 2}_{Post 2} _{Post 3}_{Post 3} _{Post 4}_{Post 4} _{Post 5}_{Post 5}

Near Top Dead Center (TDC)

Pilot Injection Group

(Maximum of Three Injections)

(Maximum of Three Injections) (Maximum of Five Injections)(Maximum of Five Injections)Main Injection GroupMain Injection Group (Maximum of Five Injections)(Maximum of Five Injections)Post Injection GroupPost Injection Group

Q006896E

(23)

7.2 7.2 Micro

Microinjec

injection

tion Quant

Quantity C

ity Correcti

orrection C

on Control

ontrol

Outline Outline



 Under microinjection quantity correction control, multiple injections are performed under stable idle condi-Under microinjection quantity correction control, multiple injections are performed under stable idle condi-tions. The difference between the injection command value at the time of injection and the actual injection tions. The difference between the injection command value at the time of injection and the actual injection quantity (standard injection quantity) necessary to achieve equilibrium with the target idle rotational speed quantity (standard injection quantity) necessary to achieve equilibrium with the target idle rotational speed is learned by the system.

is learned by the system. The learning results are then The learning results are then used to correct the used to correct the actual injection quantity.actual injection quantity.

Goal Goal



 T To reduce injection quantity disparity ano reduce injection quantity disparity and to suppress engine noise d to suppress engine noise and smoke generation.and smoke generation.

Control Outline Control Outline



 Learning is automatically performed every 2,Learning is automatically performed every 2, 000 km with the engine in an idle state. Rail pressure is ra000 km with the engine in an idle state. Rail pressure is ra isedised in order from 35 MPa to 65 MPa, and finally to 95 MPa with learning being performed at each of the three in order from 35 MPa to 65 MPa, and finally to 95 MPa with learning being performed at each of the three pressure levels. Actual learning takes place

pressure levels. Actual learning takes place under the following control flow.under the following control flow.

Learning Condition Determinations

Divided Injections

Target Rotational Speed =

Ac

Actutual al RoRotatatitiononal al SpSpeeeedd

Learning Correction Quantity Calculation

(Command Injection Quantity Value

-Standard Injection Quantity)

Standard Injection Quantity)

Completion at all Pressure Levels

Learning Correction Value Reflected

in the Microinjection Quantity

Increase to the Next Pressure Level

(24)

Determinations for Learning Conditions Determinations for Learning Conditions

•• Learning is performed when the engine is Learning is performed when the engine is in an idle state in an idle state and all environmental conditions such and all environmental conditions such as tem-as tem-perature are satisfied.

perature are satisfied.

The figure below shows the specific details for each learning determination. The figure below shows the specific details for each learning determination.

Performing Multiple Injections Performing Multiple Injections

•• Learning is performed when the engine is Learning is performed when the engine is in an idle state in an idle state and all environmental conditions such and all environmental conditions such as tem-as tem-perature are satisfied.

perature are satisfied.

The figure below shows the specific details for each setting. The figure below shows the specific details for each setting.

Learning Correction Quantity Calculation Learning Correction Quantity Calculation

•• The learning correction quantity The learning correction quantity is calculated by detecting is calculated by detecting the difference between the the difference between the injection commandinjection command value setting for multiple injections and the actual injection quantity (standard injection quantity) value setting for multiple injections and the actual injection quantity (standard injection quantity) neces-sary to achieve equilibrium with the target idle rotational speed.

sary to achieve equilibrium with the target idle rotational speed.

The figure below shows the processing for the aforementioned corrections. The figure below shows the processing for the aforementioned corrections.

Stable Idle

Stable Idle DeterminatioDeterminationn

Engine rotational speed stability determination

Rail pressure stability

Rail pressure stability determinadeterminationtion

Environmental Condition Determinations

Water temperature within predefined range

Fuel temperature within predefined range

Suction temperature within predefined range

A Attmmoosspphheerriic c pprreessssuurre e aat t pprreeddeeteterrmmiinneed d vvaalluue e oor r hhiigghheer r Q006897E Q006897E <Setting Content> <Setting Content> Necessary Injection Necessary Injection

Quantity for Idle

Divided Injections Divided Injections (Four Divisions) (Four Divisions) 4 4_mm_mm33_/st)_/st) 1 1 11 11 11mmmm33_/st)_/st)

Setting for number of injection levels (divided injections)

Setting for injection quantity command value

Injection timing, inverter setting

Rail pressure setting

Q006898E

Sta

Standandard Injrd Injectection Quion Quantantityity InjInjectection Quion Quantantity Coity Commmmand Vaand Valuelue

Difference Between Command Injection Quantity Value and

Standard Injection Quantity = Learning Correction Quantity

Detection of the difference between the command injection

quantity value and standard injection quantity

Learning correction quantity calculation

(25)

Reflection of the Learning Correction Quantity Reflection of the Learning Correction Quantity

•• In this process, the learning correction In this process, the learning correction quantity is reflected in the quantity is reflected in the command injection pulse width (TQ) command injection pulse width (TQ) soso that the actual injection quantity becomes the target injection quantity. The figure below shows the that the actual injection quantity becomes the target injection quantity. The figure below shows the pro-cessing for the aforementioned corrections.

cessing for the aforementioned corrections.

[ REFERENCE ] [ REFERENCE ]

In addition to the learning performed automatically at three different pressure leve

In addition to the learning performed automatically at three different pressure leve ls, the learning performedls, the learning performed by a dealer (with diagnostic tools) when an injector or the engine ECU is replaced adds learning at 140 by a dealer (with diagnostic tools) when an injector or the engine ECU is replaced adds learning at 140 MPa and 197 MPa for a total of five different levels.

MPa and 197 MPa for a total of five different levels.

However, learning at 140 MPa and 197 MPa is performed while the engine is in an idle-up state with an However, learning at 140 MPa and 197 MPa is performed while the engine is in an idle-up state with an eye towards supply

eye towards supply pump reliability.pump reliability.

Q006900E

Injection Pulse Width

Ma Map Vap Valuluee AAccttuuaal l IInnjjeeccttiioon n QQuuaannttiittyy Target Q Target Q TQ TQ Q Q <Processing Content> <Processing Content> Learning Correction Learning Correction Quantity Quantity

Learning correction quantity reflected

in the injection pulse width (TQ)

(26)

7.3 7.3 Injec

Injector T

tor Temper

emperature Cha

ature Characteri

racteristic Corr

stic Correction Co

ection Control

ntrol

Outline Outline



 Injectors possess a characteristic under which the injection quantity changes according to the fuel temper-Injectors possess a characteristic under which the injection quantity changes according to the fuel temper-ature. As a result of fluctuations in this characteristic, a disparity occurs between t

ature. As a result of fluctuations in this characteristic, a disparity occurs between t he injection quantity com-he injection quantity com-mand value and the actual injection quantity. Injector temperature characteristic correction control corrects mand value and the actual injection quantity. Injector temperature characteristic correction control corrects any discrepancies due to temperature.

any discrepancies due to temperature.

Goal Goal



 TTo achieve the combustion target and to o achieve the combustion target and to stabilize engine performance (emissions, output) by minimizing stabilize engine performance (emissions, output) by minimizing in- in- jection quantity discrepancies caused by fuel temperature fluctuations.

jection quantity discrepancies caused by fuel temperature fluctuations.

Control Control



 Control takes place as follows: 1) fuel temperature inside the injector is estimated, 2) the difference is cal-Control takes place as follows: 1) fuel temperature inside the injector is estimated, 2) the difference is cal-culated between the command injection quantity and the actual injection quantity at the estimated fuel culated between the command injection quantity and the actual injection quantity at the estimated fuel tem-perature, 3) the

perature, 3) the calculated difference is passed along to injector control calculated difference is passed along to injector control as the correction quantity.as the correction quantity.

1) Estimating Fuel Temperature Inside the Injector 1) Estimating Fuel Temperature Inside the Injector

•• Injectors are heavily Injectors are heavily influenced by the influenced by the engine temperature (roughly equivalent engine temperature (roughly equivalent to engine coolant to engine coolant temper- temper-ature). Additionally, combustion heat and heat generated by injector

ature). Additionally, combustion heat and heat generated by injector leak also act as influencing factors.leak also act as influencing factors.

2) Calculating the Difference in Injection Quantities 2) Calculating the Difference in Injection Quantities

•• TTo calculate the difference in o calculate the difference in injection quantities, first the actual injection quantiinjection quantities, first the actual injection quantity is estimated from thety is estimated from the following: 1) the fuel temperature estimated in step 1 and, 2) the injection conditions (rail pressure, following: 1) the fuel temperature estimated in step 1 and, 2) the injection conditions (rail pressure, com-mand injection quantity) from the pre-adjusted injection quantity fluctuation characteristics map. Finally mand injection quantity) from the pre-adjusted injection quantity fluctuation characteristics map. Finally the actual quantity is used

the actual quantity is used to calculate the difference with the to calculate the difference with the command quantity.command quantity.

<Processing Content> <Processing Content> Heat Generated Heat Generated by Injector Leak by Injector Leak Combustion Heat Combustion Heat Fuel

Fuel temperature temperature inside inside the the injector injector ( ( ))

=

=Engine coolant temperatureEngine coolant temperature + Influence of combustion heat + Influence of combustion heat

+ Influenc

+ Influence of heae of heat generatet generated from d from leakleak EngineEngine_coolant_coolant

temperature temperature Q006901E Q006901E <Processing Content> <Processing Content> Injection quantity disparity (mm3)

Injection quantity disparity (mm3)

= Command injection quantity

-= Command injection quantity -Estimated injection quantityEstimated injection quantity EstimatedEstimated Injection Injection Quantity Quantity Estimated Estimated Temperature Temperature Command Command Injection Injection Quantity Quantity I I n n j j e e c c t t i i o o n n Q Q u u a a n n t t i i t t y y C C h h a a r r a a c c t t e e r r i i s s t t i i c c s s ( ( m m m m 3 3 )

) _{Injection Quantity Disparity}_{Injection Quantity Disparity}

Fuel Temperature

inside

(27)

3) Calculating the Difference in Injection Quantities 3) Calculating the Difference in Injection Quantities

•• The calculated difference iThe calculated difference in injection quantities is n injection quantities is passed along to injector passed along to injector actuation control to adjust actuation control to adjust thethe actuation pulse duration for each injection stage.

actuation pulse duration for each injection stage.

Injector actuation pulse

Injector actuation pulse (msec)(msec)

= Standard pulse* + Adjustment due

= Standard pulse* + Adjustment due to temperatureto temperature

characteristics

characteristics correctioncorrection

*The standard pulse is the

*The standard pulse is the injector actuation pulse timeinjector actuation pulse time

calculated from the command injection quantity.

Injector Injector Actuation Pulse Actuation Pulse Standard Pulse Standard Pulse Standard Pulse Standard Pulse Injector Injector Injection Quantity Injection Quantity Ad

Adjusjustmtmenent t dudue e to to TeTempmpereratatururee

Characteristics Correction

Q006903E

(28)

7.4 7.4 Int

Interv

erval Dep

al Depend

endenc

ence Corr

e Correct

ection

ion

Outline Outline



 The interval dependence correction compensates for fluctuations in the post-injection quantity due to pres-The interval dependence correction compensates for fluctuations in the post-injection quantity due to pres-sure pulsations that occur when an injector nozzle seats.

sure pulsations that occur when an injector nozzle seats.

Control Outline Control Outline



 The interval dependence correction performs control by calculating the pre-adjusted injection quantity cor-The interval dependence correction performs control by calculating the pre-adjusted injection quantity cor-rection based on the

rection based on the following: 1) the length of the high-pressure fuel path from the injector nozzle to the rail,following: 1) the length of the high-pressure fuel path from the injector nozzle to the rail, 2) the pressure pulsation transmission interval calculated from the fuel environmental conditions (fuel 2) the pressure pulsation transmission interval calculated from the fuel environmental conditions (fuel tem-perature and

perature and pressure), and 3pressure), and 3 ) injection conditions (fuel pressure, fuel injection qu) injection conditions (fuel pressure, fuel injection qu antityantity, injection interval)., injection interval).

Injection Interval Injection Interval Before Before Injection Injection After After Injection Injection Injection Interval Injection Interval Nozzle Nozzle Seating Seating Timing Timing Be Befofore re InInjejectctioionn NoNozzzzle le SeSeatateedd Nozzle Nozzle Pressure Pulsations Pressure Pulsations Injection Duration Injection Duration Calculation Calculation Injection Quantity Injection Quantity Command Value Command Value Calculation Calculation Interval Calculation Interval Calculation Interval Correction Interval Correction Quantity Calculation Quantity Calculation Injection Duration Injection Duration Correction Quantity Correction Quantity Calculation Calculation

Post-Correction Injection Duration Post-Correction Injection Duration <Control Flow> <Control Flow> Rail Rail Pressure Pulsations Pressure Pulsations in the

in the High-PressureHigh-Pressure Fuel Path Fuel Path Injection Quantity Injection Quantity Fluctuations Fluctuations Injection Quantity Injection Quantity Correction Quantity Correction Quantity Injection Quantity Injection Quantity Correction Quantity Correction Quantity Q006894E Q006894E

(29)

7.5 7.5 Exhaus

Exhaust Ga

t Gas Re

s Recircu

circulatio

lation (EG

n (EGR) C

R) Control

ontrol

Outline Outline



 EGR control decreases the NOx generated in large quantities at high temperatures by recirculating the ex-EGR control decreases the NOx generated in large quantities at high temperatures by recirculating the ex-haust gas through the combustion chamber and lowering the combustion temperature.

haust gas through the combustion chamber and lowering the combustion temperature.

Furthermore, the EGR cooler path contains an EGR valve with a DC motor to perform control that is Furthermore, the EGR cooler path contains an EGR valve with a DC motor to perform control that is opti-mized to the engine state. The EGR valve has an angle sensor that detects the valve position and outputs mized to the engine state. The EGR valve has an angle sensor that detects the valve position and outputs corresponding signals to the ECU. The ECU sends current through the DC motor so that the valve opens corresponding signals to the ECU. The ECU sends current through the DC motor so that the valve opens to the appropriate angle.

to the appropriate angle.

<Sensor Terminals> <Sensor Terminals> V VTTAA EE22 VVCC <Motor Terminals> <Motor Terminals> M M++ MM- -Valve Valve DC Motor DC Motor EGR Valve EGR Valve ECU ECU

EGR Valve Position Sensor

Valve Opening Valve Opening Flow Flow Rate Rate

Operational Outline Figure

External View Figure

Coolant Temperature Coolant Temperature Fuel Injection Quantity Fuel Injection Quantity Rotational Speed Rotational Speed Vehicle Speed Vehicle Speed Q006904E Q006904E

(30)

7.

7.6 6 i-

i-st

stop Co

op Cont

ntro

roll

Outline Outline



 i-stop control is a system that automatically stops and starts the engine when the vehicle is not moving toi-stop control is a system that automatically stops and starts the engine when the vehicle is not moving to improve fuel economy, reduce exhaust gas, and decrease

improve fuel economy, reduce exhaust gas, and decrease idling noise.idling noise.

i-stop Operating Conditions i-stop Operating Conditions



 i-stop operates under thi-stop operates under th e conditions shown below.e conditions shown below. E

Ennggiinne e SSttoop p CCoonnddiittiioonnss EEnnggiinne e RReessttaarrt t CCoonnddiittiioonnss

A ATT

•• BraBrake pke pedaedal del deprespressedsed

•• ShifShift positit position in the on in the "D" or ""D" or "M" rangeM" range •• AcceleAccelerator rator pedal pedal not not depresdepressedsed

•• VeVehicle spehicle speed withied within a predeten a predetermined rarmined rangenge (0 km/h)

(0 km/h)

•• CoolanCoolant tempert temperature wature within a pithin a predeterredeterminedmined range (30°C ~

range (30°C ~ 110°C)110°C)

•• A/C set A/C set tempertemperature aature at a valut a value other e other thanthan MAX or MIN

MAX or MIN •

• BatterBattery volty voltage at age at least least 111.2 V1.2 V

•• StSteering aeering angle 65ngle 65° or less ° or less left tleft to righto right •• AltAltituitude 1,de 1,500 m o500 m or lesr lesss

When any of the following are detected: When any of the following are detected: •• Foot Foot releasereleased from d from the brthe brake pake pedaledal •• ShifShift positt position in tion in the "P" ohe "P" or "N" rar "N" rangenge •• AccAccelereleratoator pedal depr pedal depresressedsed

•• AccelAccelerator perator pressed ressed while iwhile in the "n the "D" or "MD" or "M"" range

range

•• ShiShift poft positisition chon changeangedd

("P" or "N" range - "D", "M" or "R" range) ("P" or "N" range - "D", "M" or "R" range) •• When AWhen A/C set /C set temperatemperature iture is changs changed toed to

MAX or MIN MAX or MIN

MT MT

•• BraBrake pke pedaedal del deprespressedsed

•• ShifShift posit position ition in the n the "N" r"N" rangeange •• AcceleAccelerator rator pedal pedal not not depresdepressedsed

•• VeVehicle spehicle speed withied within a predeten a predetermined rarmined rangenge (0 km/h)

(0 km/h)

•• CoolanCoolant tempert temperature wature within a pithin a predeterredeterminedmined range (30°C ~

range (30°C ~ 110°C)110°C)

•• A/C set A/C set tempertemperature aature at a valut a value other e other thanthan MAX or MIN

MAX or MIN

•• BatterBattery volty voltage at age at least least 111.2 V1.2 V

•• StSteering aeering angle 65ngle 65° or less ° or less left tleft to righto right •• AltAltituitude 1,de 1,500 m o500 m or lesr lesss

When any of the following are detected: When any of the following are detected:

•• CluClutch ptch pedaedal depl depresressedsed •• AccAccelereleratoator pedal depr pedal depresressedsed

•• When AWhen A/C set /C set temperatemperature iture is changs changed toed to MAX or MIN

MAX or MIN

(31)

Improved Engine Restarts When Under i-stop Control Improved Engine Restarts When Under i-stop Control



 Smooth startability is required when restarting the engine with i-stop control. Therefore, the crankshaft po-Smooth startability is required when restarting the engine with i-stop control. Therefore, the crankshaft po-sition sensor identifies the cylinder prior to top dead center of compression so that injection to that cylinder sition sensor identifies the cylinder prior to top dead center of compression so that injection to that cylinder can be pinpointed. can be pinpointed. Fuel Injection Fuel Injection S Sttaarrtteerr SSttaarrtteerr S Sttaarrtteer r OOppeerraattiioonn CCoommbbuussttiioonn EEnnggiinne e SSttaarrtt Control Diagram Control Diagram C C o o m m p p r r e e s s s s i i o o n n

Q006916E

(32)

8. 8. Other

Other Controls

Controls

8.

8.1 1 Je

Jet Pu

t Pump

mp (4

(4WD O

WD Onl

nly)

y)

Outline Outline



 When the fuel tank main-side level is low, the jet pump feeds fuel from the sub-tank side to the main sideWhen the fuel tank main-side level is low, the jet pump feeds fuel from the sub-tank side to the main side so that the fuel

so that the fuel level inside the tank is always stable.level inside the tank is always stable.

Jet Pump Jet Pump Fuel Fuel Return Fuel Return Fuel to Engine to Engine to Fuel Tank to Fuel Tank Fuel Fuel Transfer Pipe Transfer Pipe Main Side Main Side Sub Side Sub Side Jet Pump Jet Pump to Transfer to Transfer Pipe Pipe <Ex

Q006905E

(33)

9. 9. Exhaust

Exhaust Gas

Gas T

Treatment

reatment System

System

9.1 9.1 Diese

Diesel P

l Particu

articulate

late Filte

Filter (D

r (DPF)

PF) System

System



 The DPF system efficiently traps and purifies Particulate Matter (PM), CO, and HC contained in diesel en-The DPF system efficiently traps and purifies Particulate Matter (PM), CO, and HC contained in diesel en-gine exhaust gas. The DPF system comes with PM forced regeneration control that allows exhaust gas to gine exhaust gas. The DPF system comes with PM forced regeneration control that allows exhaust gas to be purified according to driving conditions.

be purified according to driving conditions.

(1)

(1) SySystestem m ConConfigfigurauratiotionn

Electronic Control Configuration Electronic Control Configuration

•• Sensors: Exhaust gas Sensors: Exhaust gas temperature sensor, temperature sensor, differential pressure sensor (non-DEdifferential pressure sensor (non-DENSO products)NSO products) •• ECUECU: En: Engingine ECe ECUU

•• ActActuatuators: Injeors: Injectoctorsrs

Mechanical Configuration (Non-DENSO Products) Mechanical Configuration (Non-DENSO Products)

•• DPFDPF, Oxidati, Oxidation catalon catalystyst

ECU

A/F Sensor

Exhaust Gas Temperature Sensor No. 2 Exhaust Gas Temperature Sensor No. 2 (Diesel Particulate Filter [DPF] Catalyst Inlet) (Diesel Particulate Filter [DPF] Catalyst Inlet) Exhaust Gas

Exhaust Gas TTemperature Sensor emperature Sensor (Oxidation Catalyst Inlet)

(Oxidation Catalyst Inlet)

Differential Differential Pressure Sensor Pressure Sensor Oxidation Oxidation Catalyst Catalyst DP DPFF Catalyst Catalyst Exhaust Exhaust Ga Gass Q006881E Q006881E

(34)

((22)) SSeennssoorrss

Exhaust Gas Temperature Sensors Exhaust Gas Temperature Sensors

•• Exhaust gas temperature sensors Exhaust gas temperature sensors are installed before and are installed before and after the oxidation catafter the oxidation catalyst to detect alyst to detect the ex-the ex-haust gas temperature acro

haust gas temperature across the DPFss the DPF. T. Temperature increase control emperature increase control signals are sent by signals are sent by the sensors tothe sensors to the engine ECU for use in NOx reduction and PM regeneration. The exhaust gas temperature sensor is the engine ECU for use in NOx reduction and PM regeneration. The exhaust gas temperature sensor is a thermistor element in which the resistance value changes according to temperature variations.

a thermistor element in which the resistance value changes according to temperature variations.

(3

(3)) OpOpereratatioion Outn Outlilinene

•• Fuel injection patterns are optimized bFuel injection patterns are optimized by using the common rail type y using the common rail type fuel injection system so that affuel injection system so that after- ter-injection increases the exhaust gas temperature to approximately 250

injection increases the exhaust gas temperature to approximately 250 °C, even from low exhaust gas tem-°C, even from low exhaust gas tem-peratures. Post-injection adds HC to the catalyst to further increase the DPF temperature to 650°C, or peratures. Post-injection adds HC to the catalyst to further increase the DPF temperature to 650°C, or the PM self-combustion temperature, thereby enabling the PM trapped in the DPF to be regenerated in the PM self-combustion temperature, thereby enabling the PM trapped in the DPF to be regenerated in a short time period.

a short time period.

Q006882E

Tempe

Temperaturerature RResesisisttanance Vce Vaaluluee Resistance Value Specifications Resistance Value Specifications

50 50 700 700 650 650 106 k 106 +31+31_-24_-24 k 346 346+14+14_-13_-13 287 287+22+22-20-20 Q006893E Q006893E After-Injection